I’m not saying the late cooling config can’t be done, if you were smart about it, you could do it just fine. I also played around with modifying the rad outlet, and I screwed around with hoses a bit trying to make it all work well. This required cutting the late model steel coolant tube that is in front of the engine, a bit short. But the big doublepass aftermarket rad has the outlet several inches above bottom right. The OEM late model rad has the outlet at bottom right. 2x I set up a late config big aftermarket radiator, but each time it was kinda a pita. You’re going to find lots of triple pass radiators that match the early config, and double pass radiators that are similar to late config. Early model cooling has the outlet at bottom left. The design of our hood will allow a little more radiator height. The frame rails limit the radiator’s width. The outlet port is almost sure to be too big. Pick a rad based on it’s dimensions, port locations, and inlet port dia. They are available from circle track suppliers for $200ish. I’m told that this is a product of the DME retarding ignition timing. Based on experiments I watched Chuck Baader and Jim Levie conduct, hp starts dropping at about 204 deg. Legal only for use in competition vehicles which may never be registered, licensed, and/or used on public streets or highways and also for use in other exempted vehicles.What drives this is that cool is fast. For automatic applications, please purchase optional universal Mishimoto transmission cooler *This item is for Manual Transmission vehicles.
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