Product Summary
- Many Engines, Single Pass Radiator Style, Aluminum
Details
Our line of Performance Aluminum Radiators will be available in 2, 3, and 4-row sizes as well as an extensive offering of LS-Swap specific platform applications.
When it comes to keeping your ride cool, Make it Frostbite!
1963-1977 General Motors L6/V8 (4-Row) equipped with 17″ tall core
- 100% TIG welded (brazed) seams
- Aircraft quality aluminum core, fittings, and tanks (up to 30% weight savings)
- Billet Aluminum Filler Neck and OEM style Brass Petcock
- More cooling fins per inch for more efficient cooling
- Custom Frostbite High Performance 16lb. radiator cap
- Polished top and tanks for custom show appearance
- 4-Row Radiators supporting applications with 550-1000 horsepower
- Applications for GM, Ford, Dodge/Chrysler/Jeep and LS-Swap available
- Manufacturer’s 1-year Limited Warranty
Application
- 1963-1970 Buick Wildcat L6/V8
- 1968-1970 Pontiac Tempest L6/V8
- 1967-1972 Buick Skylark L6/V8
- 1971-1972 Chevy Biscayne L6/V8
- 1971-1972 Chevy Brookwood L6/V8
- 1971-1972 Chevy Kingswood L6/V8
- 1968-1973 Chevy Chevelle L6/V8
- 1968-1973 Pontiac GTO L6/V8
- 1965-1974 Cadillac Calais L6/V8
- 1965-1974 Cadillac Deville L6/V8
- 1965-1974 Cadillac Fleetwood L6/V8
- 1971-1974 Chevy Bel Air L6/V8
- 1972-1974 Chevy G10 Van L6/V8
- 1972-1974 Chevy G20 Van L6/V8
- 1972-1974 Chevy G30 Van L6/V8
- 1972-1974 GMC G15/G1500 Van L6/V8
- 1972-1974 GMC G25/G2500 Van L6/V8
- 1972-1974 GMC G35/G3500 Van L6/V8
- 1973-1974 Chevy Blazer L6/V8
- 1973-1974 Chevy C10 Pickup L6/V8
- 1973-1974 Chevy C20 Pickup L6/V8
- 1973-1974 Chevy C30 Pickup L6/V8
- 1973-1974 Chevy K10 Pickup L6/V8
- 1973-1974 Chevy K20 Pickup L6/V8
- 1973-1974 Chevy K30 Pickup L6/V8
- 1973-1974 GMC C15/C1500 Pickup L6/V8
- 1973-1974 GMC C25/C2500 Pickup L6/V8
- 1973-1974 GMC C35/C3500 Pickup L6/V8
- 1973-1974 GMC K15/K1500 Pickup L6/V8
- 1973-1974 GMC K25/K2500 Pickup L6/V8
- 1973-1974 GMC K35/K3500 Pickup L6/V8
- 1973-1974 GMC P15/P1500 Van L6/V8
- 1973-1974 GMC P25/P2500 Van L6/V8
- 1973-1974 GMC P35/P3500 Van L6/V8
- 1973-1975 Pontiac Grand Am L6/V8
- 1973-1976 Buick Century L6/V8
- 1966-1977 Oldsmobile Cutlass L6/V8
- 1967-1977 Pontiac Grand Prix L6/V8
- 1968-1977 Chevy El Camino L6/V8
- 1968-1977 Pontiac Lemans L6/V8
- 1970-1977 Chevy Monte Carlo L6/V8
- 1972-1977 Oldsmobile Cutlass Supreme L6/V8
- 1973-1977 Buick Regal L6/V8
- 1973-1977 Chevy Malibu L6/V8
- 1968-1978 Oldsmobile Delta 88 L6/V8
- 1975-1978 Chevy C10 L6/V8
- 1975-1978 Chevy C20 L6/V8
- 1979-1980 GMC C1500 L6/V8
- 1975-1978 Chevy C30 L6/V8
- 1975-1978 Chevy G10 L6/V8
- 1975-1978 Chevy G20 L6/V8
- 1975-1978 Chevy G30 L6/V8
- 1975-1978 GMC C15 L6/V8
- 1975-1978 GMC C15 Suburban L6/V8
- 1975-1978 GMC C25 L6/V8
- 1975-1978 GMC C25 Suburban L6/V8
- 1975-1978 GMC C35 L6/V8
- 1975-1978 GMC G15 L6/V8
- 1975-1978 GMC G25 L6/V8
- 1975-1978 GMC G35 L6/V8
- 1975-1978 GMC K15 L6/V8
- 1975-1978 GMC K15 Suburban L6/V8
- 1975-1978 GMC K25 L6/V8
- 1975-1978 GMC K25 Suburban L6/V8
- 1975-1978 GMC P15 L6/V8
- 1975-1978 GMC P25 L6/V8
- 1975-1978 GMC P35 L6/V8
- 1977-1978 GMC K35 L6/V8
- 1970-1979 Buick Estate Wagon L6/V8
- 1971-1979 Chevy Impala L6/V8
- 1973-1980 Chevy C10 Suburban L6/V8
- 1973-1980 Chevy C20 Suburban L6/V8
- 1973-1980 Chevy K10 Suburban L6/V8
- 1973-1980 Chevy K20 Suburban L6/V8
- 1973-1980 GMC Jimmy L6/V8
- 1975-1980 Chevy K10 L6/V8
- 1975-1980 Chevy K20 L6/V8
- 1975-1980 Chevy K5 Blazer L6/V8
- 1975-1980 Chevy P10 L6/V8
- 1975-1980 Chevy P20 L6/V8
- 1975-1980 Chevy P30 L6/V8
- 1977-1980 Chevy K30 L6/V8
- 1979-1980 GMC C1500 L6/V8
- 1979-1980 GMC C1500 Suburban L6/V8
- 1979-1980 GMC C2500 L6/V8
- 1979-1980 GMC C2500 Suburban L6/V8
- 1979-1980 GMC G1500 L6/V8
- 1979-1980 GMC G2500 L6/V8
- 1979-1980 GMC G3500 L6/V8
- 1979-1980 GMC K1500 L6/V8
- 1979-1980 GMC K1500 Suburban L6/V8
- 1979-1980 GMC K2500 L6/V8
- 1979-1980 GMC K2500 Suburban L6/V8
- 1979-1980 GMC K3500 L6/V8
- 1979-1980 GMC P2500 L6/V8
- 1979-1980 GMC P1500 L6/V8
- 1979-1980 GMC P2500 L6/V8
- 1979-1980 GMC P1500 L6/V8
- 1979-1980 GMC P1500 L6/V8
- 1979-1980 GMC P2500 L6/V8
- 1979-1980 GMC P3500 L6/V8
- 1967-1981 Pontiac Bonneville L6/V8
- 1967-1981 Pontiac Catalina L6/V8
- 1965-1982 Cadillac Eldorado L6/V8
- 1980-1982 Cadillac Seville L6/V8
- 1968-1984 Buick Electra L6/V8
- 1968-1984 Oldsmobile 98 L6/V8
- 1967-1985 Buick Riviera L6/V8
- 1980-1985 Oldsmobile Toronado L6/V8
- 1965-1990 Buick Lesabre L6/V8
- 1971-1990 Chevy Caprice L6/V8
- 1974-1990 Oldsmobile Custom Cruiser L6/V8
- 1973 Buick Centurion L6/V8
- 1976 Chevy Laguna L6/V8
Charts
KEY SPECS |
|
---|---|
MFG. Part # | FB134 |
Brand | Frostbite Performance Cooling |
Radiator Style | Single Pass |
Radiator Flow Direction | Crossflow |
Material Type | Aluminum |
Inlet Location | Upper driver side |
Outlet Location | Lower passenger side |
Row Quantity | 4 |
Tube Size | 0.69″ |
Overall Width Range | 33.00″ to 33.99″ |
Overall Width | 33″ |
Overall Height Range | 18.00″ to 18.99″ |
Overall Height | 18.5″ |
Overall Thickness | 3″ |
Core Width Range | 28.00″ to 28.99″ |
Core Width | 28.25″ |
Core Height Range | 17.00″ to 17.99″ |
Core Height | 17″ |
Core Thickness | 2.8″ |
Finish | Polished |
Cooling Fan | Not Included |
Transmission Cooler | No |
Shroud Included | No |
Radiator Cap Included | Yes |
GENERAL |
|
Inlet Size | 1.50 |
Outlet Size | 1.50 |
Fan Included | No |
GTIN Code | 090127730119 |
Sold in Quantity | Each |
How To Choose A Radiator For Your Car
What’s The Best Radiator For My Car or Truck?
Our technicians are often asked a multitude of cooling system questions, including “Will this radiator cool my engine?” No matter if it’s a factory engine with only 200 hp or an extreme high-performance engine making 600 or more wild ponies, this is a valid question. However, it can also be a tough one to answer. The fact is, every application is different. It is our primary objective to provide you with the best option for your hot rod, muscle car, classic truck or race car. Our techs are here to help, but ensuring they have the “whole picture” and all the details of your build will help ensure we provide the best product suggestions possible to get you on the road quickly.
There are a few things to consider before we single out the radiator as a cause of your cooling issue. The remainder of your cooling system and engine should be in proper working condition; meaning the appropriate pulley ratios, adequate airflow, proper thermostat, correct ignition timing, air/fuel ratio, vacuum and mechanical advance curves, etc. need to be addressed. This is mainly because we have found, time and time again, that many cooling issues are caused not by the cooling system components themselves, but other root mechanical engine issues creating excessive temperatures that the cooling system can’t handle.
![Speedway Radiator](https://i0.wp.com/content.speedwaymotors.com/ArticleSectionImages/181356_ArticleSection_XXXXL_1816d3e3-a1eb-4e88-a918-67c7f9342984.jpg?ssl=1)
How Does a Radiator Work To Cool An Engine?
![Radiator Core Cooling Tubes And Fins](https://i0.wp.com/content.speedwaymotors.com/ArticleSectionImages/229918_ArticleSection_M_cda54972-b4f4-45df-b8a4-b1f21281fb6e.jpg?ssl=1)
When we discuss radiators it is helpful to understand exactly how they work to cool an engine. A stock engine can produce around 42 BTU per horsepower, and it’s the job of the radiator to remove an amount of heat proportional to that. If we take a look inside the radiator’s core the main source of cooling comes from the tubes and fins. As the heat dissipates from the coolant through the tube wall, it is transferred through a joint to the fins. When air passes over the fins it carries the heat away from the radiator. Depending on the air temperature and speed moving across your radiator, it should remove about 25 to 50 degrees Fahrenheit from the coolant. You can check for proper function by using an infrared temperature gun on both the inlet and outlet ports of your radiator. Check out Longacre’s handy Infrared Thermometer for your thermal testing needs.
Is Using a Fan with a Shroud Important?
You can purchase the most expensive radiator money can buy, but if there isn’t any airflow across it then it doesn’t do you any good. Whether you’re running an electric or mechanical fan, you should always install a fan shroud that will cover as much of the core as possible. A fan shroud will not only help shield the radiator from the engine heat, but it also increases and directs the airflow.
![Electric fans with shroud](https://i0.wp.com/content.speedwaymotors.com/ArticleSectionImages/181348_ArticleSection_XXXXL_6c53df09-a95f-4dac-8ead-705677a41874.jpg?ssl=1)
Are Electric Cooling Fans Better Than Mechanical Fans?
![Cooling Fan Relay With Thermostatic Switch](https://i0.wp.com/content.speedwaymotors.com/ArticleSectionImages/229928_ArticleSection_M_26618b55-e368-477c-a8f2-40a1e8d4b3ac.jpg?ssl=1)
There are many advantages of using an electric fan vs. a mechanical fan. Not only will an electric fan save horsepower, it can be mounted directly to a fan shroud and can be automatically controlled by a thermostatic temperature switch. This will reduce fan noise and current draw when the engine is running cool enough that it doesn’t require additional airflow from the electric fan.
How Are Speedway Aluminum Radiators Made?
![Radiator Core Cutaway](https://i0.wp.com/content.speedwaymotors.com/ArticleSectionImages/230082_ArticleSection_M_3d8fe241-9f31-453b-8c39-daa23b266dea.jpg?ssl=1)
We offer a multitude of direct bolt-in and universal fit radiators that are 100% TIG-welded, which means there is no epoxy joints or seams to fail, causing leak points. All of our single and double pass radiators are extremely efficient, lightweight, and designed with two rows of large 1-inch wide aluminum tubes in the core.
Single Pass, Double Pass, Triple Pass Radiators; What’s The Difference?
What Does Your Radiator Do?
The job of a radiator is to remove as much heat from the hot engine coolant as possible. To accomplish this, the coolant is pumped from the engine to the radiator via your engine’s water pump and radiator hoses. On a crossflow radiator the coolant cycles from the inlet side of the radiator to the outlet side of the radiator and back to the engine, where it must pass through the central radiator core. A downflow radiator has the inlet at the top and outlet back to the engine on the bottom. This core is made up of one or more rows of tubes that utilize cooling fins attached to them. These fins are used by the radiator’s belt driven or electric cooling fan to direct air across these tubes, transferring the thermal energy from the coolant and the radiator tubes/cooling fins to the air around it.
![tubes](https://i0.wp.com/content.speedwaymotors.com/ArticleSectionImages/230134_ArticleSection_M_2f348c26-5b3e-4ba7-8655-cf4ebef5fd88.jpg?ssl=1)
Radiators have used many different materials and tube sizes/designs over the years. The important thing is to be able to have enough surface area and cooling capability for the thermal load of your engine.
Single pass radiators provide a flow of coolant through the radiator one time. Double pass radiators do it twice by looping the coolant path back to the inlet side of the tank. Triple pass radiators, you guessed it, they flow through the radiator three times. These radiators all utilize a crossflow style radiator design. To learn more about crossflow vs downflow radiator designs visit our Toolbox article explaining their differences. Since that is covered, we can move on to the cool stuff (pun intended).
What Do Single Pass Radiators Work Best For?
![single pass rad](https://i0.wp.com/content.speedwaymotors.com/ArticleSectionImages/227498_ArticleSection_M_bc5bb9e0-5fa4-4980-b699-020d6434f7e1.jpg?ssl=1)
Single pass radiators have one channel that goes from inlet to outlet, hence “single pass.” These work well in street applications, as well as some race applications. On these radiators, the inlet and outlet are usually located opposite of each other. The factory water pump on your vehicle should be adequate to move the coolant through a standard single pass radiator without issues.
How Does a Double Pass Radiator Work?
![double pass radiator diagram](https://i0.wp.com/content.speedwaymotors.com/ArticleSectionImages/227499_ArticleSection_M_f90e720e-85e0-405f-81d2-ce731f65772a.jpg?ssl=1)
A double pass radiator will have the inlet and outlet on the same side. This is due to the fact that there are two channels coolant will flow through on its path back into the engine. These radiators will work well in both street and race applications; however, a high-volume water pump is a recommended upgrade. Since the inlet will be on the same side as the outlet, you may have to divert your upper or lower radiator hose depending upon application. You can accomplish this either with a pivoting water neck on Chevy engines, or by changing the hose entirely.
Where Would You Use a Triple Pass Radiator?
![three pass rad](https://i0.wp.com/content.speedwaymotors.com/ArticleSectionImages/227506_ArticleSection_M_fb62dadd-3c6f-4829-bd57-6d77cbe5ee0b.jpg?ssl=1)
Triple pass radiators are more suited for race applications. Inlets and outlets will usually be on opposite sides and the flow will pass through three times. High volume water pumps, little to no restriction, and 1-to-1 pulleys are basically a requirement in order to ensure the optimal circulation and cooling effects of these high demand radiators.
Top any of these choices off with a solid fan shroud kit and a good puller type electric fan, and your engine will be running cool for years to come!