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Surprisingly enough (to me, anyway), the pan holes are exactly .500. 1/2". Not 13mm (which is .512).
According to GM's CAD model, they are 13mm (all dimensions are metric). However, when we measure the actual pans, we often get just under 13mm, usually around 12.8mm-12.9mm. This is probably because they are using worn tools to machine the pans.
Might I suggest that you would have a far less restrictive system if you used the Canton Racing remote oil filter adapter - https://www.cantonracingproducts.com...ILTER-ADAPTER/ - which has a minimum of a .534 inch hole for $99
Just a note, the C6 has M22x1.5mm filter threads so you that remote filter adapter won't work. You'll want their M22 version.
Also, the FSM thermostat in -12AN has 0.612" passages, larger than the Mocal thermostat.
Last edited by ImprovedRacing; 07-17-2014 at 01:26 PM.
I totaly disagree with all this 3/4" hose stuff as pressure drop through hose and fittings is not an issue with a small flow like 8-10 gpm maximum. Before building radiators for a living I did hydraulic engineering for 20 years and it is the components, not the conductors that present the most delta P. I posted charts on this years ago, look it up.
My installation is done. I used the Improved Racing thermostat, Goodridge PTFE hose and hose ends (AN10), and a Setrab 172 cooler and fittings. Works fine on the street, with much higher oil temps in low-key city driving. My next track day is at Sebring in September, and I'll do some data logging to see how it performs.
Improved Racing 'stat, Goodridge hose end
Hose moves easily along OEM path.
45 degree hose ends work great on the cooler side.
It's hard to see, but the Setrab cooler bolts in the original location using a small custom bracket.
Just being complete... look carefully and you can see the other bracket.
John got way ahead of me as I have been working on my vented hood project (below) which is going to throw previous temp. data out the window as it moves a bunch of air.
By the way his workmanship and design for the 172 mount is fantastic.
Shown is a photo of what a Setrab 660 cardboard mock-up looks like. Measurements do not do justice how big this thing is.
Came to the realization that I would have to redesign the radiator intake shroud for it not to touch the condenser and just think that may be to big a PITA so I am going with the 172.
Below is also an oil pressure chart showing the drop I am seeing as temps rise. From this tread http://forums.corvetteforum.com/auto...data-logs.html
Ref. pressures using Redline 10w40
Note: Idle is about 1K due to cam
Idle @ 80*f 70 psi
idle @ 170* 52 psi
idle @ 220* 36 psi
6200rpm @ 200* 76 psi
6200rpm @ 230* 60 psi
6200rpm @ 250* 50 psi
6200rpm @ 260* 47 psi
6200rpm @ 270* 44 psi
Last edited by blkbrd69; 09-24-2014 at 07:11 PM.
Reason: idle speed
Gave up on the 660. Was going to require a redesign of the radiator shroud and just to much of a PITA, wish someone made something between the 172 and 660.
Proceeded with the Setrab 172 along with the Improved Racing EGM-113 oil thermostat using their Raceflux 90* & 45* fittings and lightweight #10 lines.
Tried to make the #12 fittings work, but the space between my knock sensor, wire bundles and 2" LG headers was just to tight. Went with #10's, which Tom so eloquently points out should be plenty big.
90* fittings off the thermostat and 45* off cooler worked well.
Went the direct mounting route with the cooler to the shroud which was a pain as I didn't remove the bumper cover to do install, thinking John could sell his mounts for a nice price?
Drove for a week with a passage bypass installed and cooler removed. Think a pure street or drag race Z06 may be better off without the cooler. Idle oil pressure was consistently 5 psi higher for a given oil temperature without the cooler & temps came up nicely but not to high on the street. Don't know if the restriction was the lines or cooler? Its currently 4 psi higher at idle with the thermostat, #10 lines and 172.
Track data logs next month from Sebring will tell the tale.
Relocated the wire harness up by flipping the wire clamp, and rotating the knock sensor. See before and after.
If I did it again I would locate the cooler lower on the shroud.
This graph shows the idle oil pressure with Redline 10w40 and how the Improved Racing thermostat, #10 lines and Setrab cooler are less restrictive just at idle. Approx 4 psi more pressure at idle than the stock cooler & lines. Will have Sebring data in 3 weeks.
This graph shows the idle oil pressure with Redline 10w40 and how the Improved Racing thermostat, #10 lines and Setrab cooler are less restrictive just at idle. Approx 4 psi more pressure at idle than the stock cooler & lines. [...]
Great data and thanks so very much for taking the time and effort to share!
Very interesting data on the stock cooler pressure drop. Interested to see how that holds up as the temp increases (that last Setrab data point looks like an outlier [45PSI @ 186F]).
To answer your question from the other thread, my oil cooler is 22"x7" and run with -10 braided hose. I am unsure of the brand as we live in the middle of the NASCAR world and Alvin at PCMofNC got it from one of the local shops. His current kits use Setrab coolers and that may be what mine is, I don't know.
Has anyone used a liquid/liquid oil cooler? The oil temp shouldn't go below the coolant temp, making it practical for street driving. Not sure about pressure drop of system though. Mallett used this system as an option in his packages, 330mm core size. http://97.74.32.155/files/laminova.pdf
Last edited by punz; 10-25-2014 at 12:43 PM.
Reason: more info
Has anyone used a liquid/liquid oil cooler? The oil temp shouldn't go below the coolant temp, making it practical for street driving. Not sure about pressure drop of system though. Mallett used this system as an option in his packages, 330mm core size.
Has anyone used a liquid/liquid oil cooler? The oil temp shouldn't go below the coolant temp, making it practical for street driving. Not sure about pressure drop of system though. Mallett used this system as an option in his packages, 330mm core size. http://97.74.32.155/files/laminova.pdf
GM started doing liquid/liquid sometime around 2012 with the new diff and engine oil coolers. The differential oil coolers use transmission oil to cool the differential oil. The engine oil cooler uses engine coolant.
If so it's way too small, smaller than the factory cooler.
Originally Posted by punz
Has anyone used a liquid/liquid oil cooler? The oil temp shouldn't go below the coolant temp, making it practical for street driving. Not sure about pressure drop of system though. Mallett used this system as an option in his packages, 330mm core size. http://97.74.32.155/files/laminova.pdf
Water to oil heat exchangers are sufficient for street use, but they aren't very effective for track use. That's why GM uses them in the Gen 5 Camaro and CTS-V but not the Corvette. Most people that track Camaros upgrade to an air to oil cooler.
Originally Posted by The Highlander
i didn't see that the adapter had any special provisions... Interesting...
It doesn't. There is no thermostat or pressure relief valve in those. The thermostat in our adapter effectively controls pressure drop because it bypasses the cooler when oil is cold and more viscous, which is when the pressure drop across the cooler would be the highest.
07-15-2014, 07:38 PM
