KOYO vs Fluidline vs Godspeed radiators
So guys, I bought the Godspeed and installed it yesterday.
A few things about he install. They said that is was a direct bolt it, it is not. The mounting tabs on the side of the radiator do not line up on the top. I had to drill a hole on the top of stock bracket (pretty easy). Also, the threads for the radiator coolant level sensor seem fragile. At their shop in El Monte they tried giving me a radiator that may have already been installed. I inspected it and found that it had a few bent fins and that the threads were stripped out on the coolant level sensor.
I test drove it yesterday and was able to get the temp up to 213 F going up hill over 100mph. Mind this was at night with about 65 F air, with the stock rad I was hitting 223 F at 85 in 90 F weather. I'm driving about 150 miles today, I should have a better idea of how well it's cooling. I'll give you guys an update later.
A few things about he install. They said that is was a direct bolt it, it is not. The mounting tabs on the side of the radiator do not line up on the top. I had to drill a hole on the top of stock bracket (pretty easy). Also, the threads for the radiator coolant level sensor seem fragile. At their shop in El Monte they tried giving me a radiator that may have already been installed. I inspected it and found that it had a few bent fins and that the threads were stripped out on the coolant level sensor.
I test drove it yesterday and was able to get the temp up to 213 F going up hill over 100mph. Mind this was at night with about 65 F air, with the stock rad I was hitting 223 F at 85 in 90 F weather. I'm driving about 150 miles today, I should have a better idea of how well it's cooling. I'll give you guys an update later.
Thanks Robert
Mo Powa Babeh!
Joined: Oct 2005
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From: Pa
i didnt read through everything, but i did see mention of koyos failing, but my s13 had one for years and worked fine til i broke it. i'd go with corksport, but for my s13 i went with cxracing. it was only $100 plus shipping, i see for fc's their like $200 which is a rip for a cxracing piece hahaha not something i'd go with for an fc.
Thread Starter
Senior Member
Joined: Jan 2005
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From: Rancho Cucamonga Ca,
In the item description it did say that The radiator was for an S5. I was told by another source that the brackets were the same. I will probably get some S5 brackets when I come across them.
So the car is finally up and I drove it with the A/C on. Temps seem to be about 20 deg cooler than my Koyo. The true test will be tomorrow. Here are some pics of the install.
Thanks Robert
Thanks Robert
Thread Starter
Senior Member
Joined: Jan 2005
Posts: 321
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From: Rancho Cucamonga Ca,
I've had the Godspeed rad in now for about a week, the car still runs at a little over 200 F, but unlike my stock rad, the temp seems very stable. I haven't been able to get the temp over 208 F yet, I was up at 223 F after a pushing the car on the freeway with the stock rad.. I plan on tracking the car this coming Sat . I'll let you all know how it works on the track. BTW I have no rad panel or under car panel and I have a V-spec rad and front license plate blocking air flow.
I wish I was driving!
Joined: Dec 2001
Posts: 5,241
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From: BC, Canada
Dual pass rads are usually a downgrade to single pass crossflow (when using a centrifugal pump, such as our water pumps). Pressure drop across a dual pass rad is 16 times that of an equal core single pass, causing cooling system flow to drop by approximately a third. Without a water pump upgrade, this can lead to a lot of localized hot spots. You'd be far better off using a single pass rad and running one of the rad hoses to the driver's side of the car.
The big advantage of a dual pass cooler comes when using a positive displacement pump, such as in the oiling system. The stock oil cooler is a dual pass design, which is one of the reasons it works so well, but also one of its biggest drawbacks. The pressure drop across the stock oil cooler is absolutely phenomenol.
The big advantage of a dual pass cooler comes when using a positive displacement pump, such as in the oiling system. The stock oil cooler is a dual pass design, which is one of the reasons it works so well, but also one of its biggest drawbacks. The pressure drop across the stock oil cooler is absolutely phenomenol.
Probably not, since the radiator is thicker than OEM. The fan might contact the shroud in that case.
I have a brass CSF 2 row in my car, temps have never gone above 99C, even on 100F+ trackdays over the summer.
I have a brass CSF 2 row in my car, temps have never gone above 99C, even on 100F+ trackdays over the summer.
Dual pass rads are usually a downgrade to single pass crossflow (when using a centrifugal pump, such as our water pumps). Pressure drop across a dual pass rad is 16 times that of an equal core single pass, causing cooling system flow to drop by approximately a third. Without a water pump upgrade, this can lead to a lot of localized hot spots. You'd be far better off using a single pass rad and running one of the rad hoses to the driver's side of the car.
The big advantage of a dual pass cooler comes when using a positive displacement pump, such as in the oiling system. The stock oil cooler is a dual pass design, which is one of the reasons it works so well, but also one of its biggest drawbacks. The pressure drop across the stock oil cooler is absolutely phenomenol.
The big advantage of a dual pass cooler comes when using a positive displacement pump, such as in the oiling system. The stock oil cooler is a dual pass design, which is one of the reasons it works so well, but also one of its biggest drawbacks. The pressure drop across the stock oil cooler is absolutely phenomenol.
Thanks Robert
Here is one reason a dual pass radiator is better than a single pass:
The two major designs for radiators are vertical flow and horizontal flow. As far as efficiency is concerned, there is no advantage to horizontal-flow radiators other than that they tend to allow a larger core to fit into a given engine compartment. Virtually all production-based radiators are built with a single-pass design, where coolant enters from the engine into the top of the radiator and travels across the core to the outlet on the opposite side. While dual-pass radiators have been around for a long time, they are now beginning to show up in high-performance and racing applications. A dual-pass horizontal-flow radiator moves coolant across the top half of the radiator on the first pass, then directs the coolant across the lower portion of the radiator face for a second pass. One reason this works is because the velocity of the coolant roughly doubles when the coolant is forced to travel across half as many tubes per pass. This creates turbulence in the tubes, exposing more coolant to the radiator tube walls and improving heat transfer. This also presents an increased load to the water pump, which means using a dual-pass radiator demands a better water pump if the system is to take advantage of the dual-pass concept.
Thanks Robert
The two major designs for radiators are vertical flow and horizontal flow. As far as efficiency is concerned, there is no advantage to horizontal-flow radiators other than that they tend to allow a larger core to fit into a given engine compartment. Virtually all production-based radiators are built with a single-pass design, where coolant enters from the engine into the top of the radiator and travels across the core to the outlet on the opposite side. While dual-pass radiators have been around for a long time, they are now beginning to show up in high-performance and racing applications. A dual-pass horizontal-flow radiator moves coolant across the top half of the radiator on the first pass, then directs the coolant across the lower portion of the radiator face for a second pass. One reason this works is because the velocity of the coolant roughly doubles when the coolant is forced to travel across half as many tubes per pass. This creates turbulence in the tubes, exposing more coolant to the radiator tube walls and improving heat transfer. This also presents an increased load to the water pump, which means using a dual-pass radiator demands a better water pump if the system is to take advantage of the dual-pass concept.
Thanks Robert
Here is one reason a dual pass radiator is better than a single pass:
The two major designs for radiators are vertical flow and horizontal flow. As far as efficiency is concerned, there is no advantage to horizontal-flow radiators other than that they tend to allow a larger core to fit into a given engine compartment. Virtually all production-based radiators are built with a single-pass design, where coolant enters from the engine into the top of the radiator and travels across the core to the outlet on the opposite side. While dual-pass radiators have been around for a long time, they are now beginning to show up in high-performance and racing applications. A dual-pass horizontal-flow radiator moves coolant across the top half of the radiator on the first pass, then directs the coolant across the lower portion of the radiator face for a second pass. One reason this works is because the velocity of the coolant roughly doubles when the coolant is forced to travel across half as many tubes per pass. This creates turbulence in the tubes, exposing more coolant to the radiator tube walls and improving heat transfer. This also presents an increased load to the water pump, which means using a dual-pass radiator demands a better water pump if the system is to take advantage of the dual-pass concept.
Thanks Robert
The two major designs for radiators are vertical flow and horizontal flow. As far as efficiency is concerned, there is no advantage to horizontal-flow radiators other than that they tend to allow a larger core to fit into a given engine compartment. Virtually all production-based radiators are built with a single-pass design, where coolant enters from the engine into the top of the radiator and travels across the core to the outlet on the opposite side. While dual-pass radiators have been around for a long time, they are now beginning to show up in high-performance and racing applications. A dual-pass horizontal-flow radiator moves coolant across the top half of the radiator on the first pass, then directs the coolant across the lower portion of the radiator face for a second pass. One reason this works is because the velocity of the coolant roughly doubles when the coolant is forced to travel across half as many tubes per pass. This creates turbulence in the tubes, exposing more coolant to the radiator tube walls and improving heat transfer. This also presents an increased load to the water pump, which means using a dual-pass radiator demands a better water pump if the system is to take advantage of the dual-pass concept.
Thanks Robert
this is helpful thread... how did you wire your E fan? possible diagram?
I wish I was driving!
Joined: Dec 2001
Posts: 5,241
Likes: 84
From: BC, Canada
You haven't proven anything wrong, you aren't comparing identical cores, one with single pass, and one with dual pass.
