Two rows of tubes 57mm thick, a little wider core and narrower tanks than oe., for more cooling again. We had to extend the flange for the water way back, as clearance with the blower belt is tight in this area. Also welded a tube into the top tank for the fan capillary tube sensor, doing away with having sealing hassles under the hose!

Made a reinforcing bracket to support the weight of the  Davies Craig electric water pump Dennis has been running. Please note our welding quality

We had to go two rows of big tubes, 57mm thick, & to give enough surface area, minimize the size of the tanks. Inlet/outlet tanks have to be a set ratio (or higher) to give a reserve of water for the pump to pull & to distribute evenly across the tubes. The other tank only has to worry about distributing the water, so it can be very slim. By stepping the header plate back as we have, the tanks can be made even slimmer, as they serve as a reservoir. The tank may look too slim, but in fact it has 393% more cross sectional area than the -16 weld on used, & 148% more than an 38mm oe inlet pipe.

Note step back in header plate for water volume, two x  -16 inlet/outlets & one x  -04 breather used. And off course, our workmanship.

Click here to link to the rest of the modular assembly.

Jason from Rotary Automotive Services in Adelaide ordered a modular radiator/oil cooler off us for an atmo 13b in a RX2.

Big cooling benefits for both the engine coolant & engine oil here. Not only does it look good, but the more stable temperatures make for both more overall horsepower as well as less wear & tear on mechanical components.

This is the most efficient radiator design with both inlet/outlet are on the same side, as long as there is big enough window for the flow rate, that is. The water has to pass twice through the air flow & even though it is traveling faster, the whole window of the core is more evenly used by the water -- more evenly distributed through the tubes.

Once again, the pride in our workmanship.

Mick McGreggors Datsun 1600 SR20 DET Radiator

Part of Modular unit with intercooler and header tank.

NB. The two pipes on the right side are small top bleeder hose and bottom is the larger fill pipe.  No cap was used on the radiator.  we use stainless Allen key button head bolts whenever possible- neat! 37mm 2 row core.

  Showing top mounts  for Davies Craig fan at rear & onto body at front.

Mathew Paton. Chev / HQ Holden

  Mathew wants to look after his new engine, so we made this up for him. Core is 45mm taller, which means not only more cooling again, but makes full use of a 16" Davies Crag fan. Remember, this fan pulls ( just )  more air than two 14" fans! The mounts on the tank mean there is nothing sticking through the core to hold the fan, & so will never cause a leak. The top tank is 15mm shorter than oe, to help offset the taller core.

  Scott Sharp.      Stroker 308 / HQ.

  A direct oe replacement radiator in 2 row, 57mm thick aluminium. Nothing fancy, just a smick, super efficient unit.

  Geoff Nothdurft.  36 Ford / Blown small block.

What a tight fit this was. We wanted to give maximum cooling, but there was little room with the blower drive, so the fans had to be on the front. Not ideal for high performance cooling. A 57mm thick core with  two rows of the new dimple fin tube means he has plenty of heat dissipation, & one 16'' & one 14'' fan make sure there's plenty of air blown through to take the heat away.

  The two "ears" on the top tank are for the mounting rods that go back & secure to the firewall.

  Not scientific, but Goeff said if the top tank was 10,  it was very hot to touch, core at the middle of the 12" fan was 9,  core at the middle of the 16' fan was 3,  & the bottom tank was only warm to the touch!  That's the type of effeciency our radiators give.

  Note that both top & bottom tanks have allot of rear overhang on the core. This allows the blower drive room (they cover 1/3 of the belt) and maximize the cooling surface area for the given height. The bottom tank also holds the necessary larger volume of water than the top tank. The top tank is shaped to both take up minimal room and   dispurse the water evenly into the tubes, which is of paramount importance in an application like this height / width ratio. The tubes are very long for the number of them, so it is important to fill each tube as equally as possible.

  Close up of the pride we take in the quality & appearance of our craftmanship!  A radiator like this takes many extra hours of time compared the average aluminium job! ( if you get what I really mean)!!

  Jason May.   Nissan  300ZX  DETT

  Cooked the engine at a Lakeside practise day.  Good excuse for a rebuild & a couple of big turbo's, so he ordered an upgraded radiator to protect the new investment.  57mm 2 rows of new dimple tubes will do that.  We fabricated the radiator as a dual flow to eliminate the silly oe. cross over bottom pipe, placing both inlet & outlet on the same side.   It is more effecient as the water travels twice the distance through the tubes, & because of the thickness of the core, at much the same flow rate.

Troy Quelch's tough 6cyl LJ Torana radiator.

Once again no cap is used on the radiator.  It is on the second part of this modular unit (a header tank).  Single rib lightly rolled into top of tank for a little strength increase and to break the plainness.

  Shows breather on top of tank, across to the header bottle

John Cantrill's 56 Chev, 502 GM Crate engine - some mumbo here!!

Was running big 3row 52mm copper/brass WB Statesman radiator.   We made this direct replacement in 57mm high capacity internal oil cooler (both heats oil quicker & then keeps cooler - a very good idea for streeters - as long as radiator has high cooling capacity).  Also wanted plain polished tanks & side bands.  Longer manifolds lined hoses better.

Close up of 10mm mount pin.  Our Miller welder is set up very differently from this weld, compared to weld to a tank seam weld.

  Chris W icks coudn't keep his Holden 308 Toyota HZ75 Landcruiser cool on the freeway if ever he HAD'VE tried to drive anything over 110 KPH.

  We built this Radiator & shroud for him. Didn't make it much better. We now have the shroud as an osnament at work as we made it too close to the core! There is little room between the electric fan & the water pump pulley in this conversion,so we didn't have any room to spare. Unforunately, the core had too large a surface area for the 16" fan hole,& "dammed" the air in at hih speed.Cutting 4 large holes in the corners of the shroud was the other alternative

It is a taaallll core giving allot of surface area. The truck has a narrow front panel, dictating the size core that can fit.

  As can be seen in this pic, even with the radiator as low as it will go in the chassis, it still sits up the maximum it can above the radiator support panel.

  These pictures are of the first Hot Rod radiator we built - see horrors for the sad story.

  All cormers are rolled, whether folded or joined.

  Tack welded & having a trail fit to the core.

  Note the overhange to the rear of the bottom tank.  This give a lower profile to the radiator whilst supplying a reserve of water for the water pump.

  The spring hanger cut out allows the radiator to sit 30mm lower on the chassis, still gives enough clearance for the water to exit the tubes above, & gives a channel for a full flow of water to gat across to the outlet pipe.

  Close up of the cut out.

  Note the internal double welding of all joins inside the tank.  The customer doesn't know they're there, but we do.

  We wanted to mount the radiator with rubber insulators, but couldn't come up with a 100% way of locating the top of the radiator on to the engine without spoilling the "look", so finisshed up solidly mounting it.

  Double 4mm plate was used for the mount & had to be welded together. Neat weld!

  Waiting for the cowl & a test drive.  No, we don't test drive any customers cars, safer that way.

Craig Strong's Cobra Kit Car

Wants some extra cooling for the West Australian Summer's.  Big radiator needed strong mounts as they had to be positioned on outer edge.  Bottom gusset spreads load over large area of tank.

Steeve Moore's Datsun 1600 S14 SR20 DET (variable cam timing) Radiator.

  These two pictures show the two plane taper we had to fabricate into the tanks too maximise his cooling capacity.  Maximum size core & minimum size tanks.

  Also note the smooth high build  double weld on the inside joins in the tank.

  The side taper allows a full width of core to fit inside the header plates of the intercooler.  We are abit paranoid after finding Mick McGregor's radiator only just does the job during severe service. We want all of our products to have as big a over-performance margin as possible. As a result,  the surface area has increased (although we have to run the new Davies Craig Electric Water Pump to make enough room), the core thickness has increased from 37mm to 57mm. & in the new "dimple" tube, so we'll see how this goes.

The view the water sees.

  The highly polished exterior gives off reflections making the actual tank shape hard to distinguish.

  This is the finished article.  Horizontal tube is to slip the Davies Craig probe for the electronic fan controller we sell, so if the radiator ever has to come out, he doesn't have to worry about having to try & seal that bloody capillary tube of old.

  We mounted the Davies Craig EWP directly onto the bottom tank, eliminating 2 hose joints, much neater.  Once again, fabricated mounts for the fan.

This was our first recore we did back in '98.  A  Kawasaki 900 bike recore. The bike had been put down pretty heavily (read crashed) & was too far gone too repair.

  Pic. of the other side.