The 2010-2012 Ford Shelby GT500 front heat exchanger is about 26” wide, 6” tall, and 2” deep. It should JUST fit. It might need minimal trimming of the black plastic grill. I got two SPAL sucker fans to attach to the back side of the heat exchanger to always have airflow cooling the coolant for the intercooler. Remember, this is street car that will be in traffic. So even if I’m sitting at a red light, I’ll have nice and cool coolant going to the intercooler eliminating heat soak. The two fans should fit to the sides of the receiver/dryer avoiding a clash.
The Ford heat exchanger comes with ¾” hose barbs, hence why I have ¾” hose barbs on the intercooler. I chose to go with this OEM core for a couple reasons. Being an OEM part, it’s relatively high volume, i.e. relatively cheap. It also had to go through all of Ford’s validation testing and quality inspections for reliability. It also just happens to fit about perfectly.
Many, if not most, OEM air-water IC systems use a Bosch coolant pump. Many aftermarket kits use the Bosch pump. Lingenfelter did a big pump test and the Bosch pump does perform very well. Lingenfelter says it’s reliable. But in searching around the internet, I’ve come across many pump failures. My thought is, it works well for a period of time (i.e. warranty period) and then fails. Kind of like my observations of modern BMWs. So, I decided to go with the Meziere 20GPM electric pump with their wiring kit. Meziere also happens to be made in the USA just down the California coastline from me. Lingenfelter did test this pump, though they did not call it out by name. In the Camaro ZL1 application, the Meziere performed about the same as the Bosch. The Meziere is rated for 2400+ hrs. Yes, it does cost about double the Bosch, but I’ll pay for the reliability. Also, I’ll be running the pump 100% of the time along with the fans in the heat exchanger 100% of the time. In my research, Ford only turned on the pump when IATs exceeded a set temperature perhaps in an attempt to get the pump to last longer. Ford also does not mount fans on the heat exchanger to pull air through in low-speed situations. So, for whatever situation the Meziere pump may lack in flow, I’m making up for it by running it 100% along with the SPAL fans 100%. So basically, this pump will last the life of the car being rated for 2400+ hours and the minimal driving time it’ll see.
A selling point of the Meziere pump for me is the all-metal construction for longevity. You know how OEM radiators with their plastic headers are always a risk to crack after 10 years? Also, any owner of a BMW with inline-6 turbo engine from the past decade is familiar with electric water pump replacements. Anything after 60k miles is borrowed time from my research and those pumps have plastic housings and impellers. In fairness, I don’t know their exact failure mode. It could be the bearings go out. Anyway, do a quick search on BMW water pump replacement and you’ll find a bazillion hits and youtube videos. The Meziere pump has metal housings with ¾ NPT threaded ports to accept various fittings. A nice touch is the bleed screw.
Yes, metal impeller.
Of course, I went with ¾” hose barb fittings for the pump to match the rest of the system.
So those are most of the parts and the general layout concept for my air-to-water intercooler setup. The last key component I need is a coolant reservoir overflow or expansion tank. BMW has a little expansion tank they use for the air-to-water intercooler setup on the M3/M4, so that may be an option. Or I might just find some generic overflow container. The next big step is the engine build to be able to make 500hp on Cali 91 octane while flowing through the stock cat and a mild exhaust, so stay tuned.