Cooling Fan Upgrade to the King's Cobra

[i.e.427]

We're not using the same fan and shroud all the cool kids use. We want better cooling.


https://www.youtube.com/watch?v=SOjHNQHRG8s

[MPTech]

Curious, what is the advantage of this fan if you are disabling the high power/speed? Does this fan move more air on low power?

Thanks, appreciate your videos. Very informative.

[i.e.427]

Curious, what is the advantage of this fan if you are disabling the high power/speed? Does this fan move more air on low power?

Thanks, appreciate your videos. Very informative.

It's a 2 speed fan from a Ford modular 4.6 V8. An engine that runs much higher temps. Our facebook page is a purposeful companion to our Rumble.com and YouTube.com channels. On facebook, I went into more detail about how the exposed surface area of the Ford style fan/shroud area is much greater than even the Factory 5 supplied fan used with a Breeze shroud. What this means is, the fan does not come on as often when the car is at speed with the Ford style fan/shroud. The fan itself is 3" in diameter larger than the F5R/Breeze combo. So even if they were the same CFM per inch diameter (and they are not), the Ford style fan would flow more than a 1/3rd more air. The Ford style fan, on low speed, is a far greater CFM than the F5R supplied fan. The drawback is, the Ford style fan requires a 40 amp fuse and relay to operate. The reason we don't wire it to the high speed/power is because, in my own car, the second speed (high speed) has never been activated by the ECU. I run a Microsquit ECU and have the high speed set to come on at 205*. The low speed is set to come on at 199*, and when it comes on, it immediately drops the temp well past the temp of the thermostat. Down to about 185* before it shuts off. The fan just moves so much air, the high speed just isn't needed in a pushrod V8 car with an adequate sized radiator. The main thing is, as I stated above, the shroud on the Ford style fan just allows more air to flow through the rad at speed, that the temps never get into the danger zone to begin with.

Frank

[Fman]

What is the CFM rating and diameter of that fan?

[i.e.427]

What is the CFM rating and diameter of that fan?

The fan is 19" in diameter, 3" larger than the Factory 5 supplied Spal fan. CFM ratings vary a little depending on the manufacturer. Average is about 1850 CFM

[Fman]

The fan is 19" in diameter, 3" larger than the Factory 5 supplied Spal fan. CFM ratings vary a little depending on the manufacturer. Average is about 1850 CFM

Nice video, thanks for sharing. I was just wondering how it would compare to the 16" Flex a lite 3000 CFM I am running with Breeze shroud. So far no issues cooling a 500+ HP 427. Maybe the 19" fan would still pull more air through the radiator from the larger diameter?

[i.e.427]

Nice video, thanks for sharing. I was just wondering how it would compare to the 16" Flex a lite 3000 CFM I am running with Breeze shroud. So far no issues cooling a 500+ HP 427. Maybe the 19" fan would still pull more air through the radiator from the larger diameter?

The biggest problem, as I see it, is that the Breeze shroud limits airflow through the radiator at speed.

Frank

[Theshandman]

The biggest problem, as I see it, is that the Breeze shroud limits airflow through the radiator at speed.

I have the Breeze shroud which for my 347 seems to allow sufficient air flow to keep things relatively cool. I added a yellow LED tied to the fan relay to show when the fan is commanded on. I just like to know in addition to the temp gauge, and I can't hear it what with Gas-N Touring pipes and ear plugs. Funny thing is, at speed (coolant is below fan-on temp), the air flow through the rad turns the fan causing a generator effect reverse voltage sufficient to light the LED to varying brightness depending on speed. It is never as bright as fan-on, but... Next step I guess is to install a large enough diode post tap/pre fan.

[JohnK]

The biggest problem, as I see it, is that the Breeze shroud limits airflow through the radiator at speed.

Frank

Frank, is this an actual problem with pushrod V8's? Granted, I'm running a gen2 coyote which reportedly runs cooler than SBF's but even with ambient temps around 95 deg. F (about as hot as I want to be out driving in the roadster) I've never seen engine temp get anywhere close to the fan-on set point while moving (running a Breeze shroud and FFR-supplied fan).

[i.e.427]

Frank, is this an actual problem with pushrod V8's? Granted, I'm running a gen2 coyote which reportedly runs cooler than SBF's but even with ambient temps around 95 deg. F (about as hot as I want to be out driving in the roadster) I've never seen engine temp get anywhere close to the fan-on set point while moving (running a Breeze shroud and FFR-supplied fan).

It's actually the other way around. Most modern V-8 engines run higher temps to combat emissions. So while an old Ford pushrod V-8 may run at 180* cruising down the highway. A modern engine, Ford modular, Chevy LT/LS or Dodge Hemi all run in the low 200* average. The best thing I can add is that the climate in which you live has a lot to do with operating temps of the engine. Here in SoCal on a 100* + day, my car runs a consistent 190*, right where the t-stat is set. Many of my fellow SoCal Cobra owners see temps creep up to the lower 200* on the same days. If you live in a mild climate, most any fan and shroud will do.

Frank