Well, I’m going to bypass the intake manifold. In doing so I will create new ports at that location. I will just design the new ports to have an appropriate strategy for catching any bubbles. The reason big manufacturers run coolant thru the intake manifold is to help with atomization of the fuel. This is only an issue when ambient air is COLD and with a supercharger, cold ambient air isn’t really that much of a factor. As you know, the cooler you can get the intake charge the more power you will make so I am doing a few things to keep heat out of this section. If the intercooler can do it’s job, then the whole intake should be cool to the touch at almost all times.
Where the coolant bleed spots are in the intake on the GT are still the highest spot on the motor, besides the 90 degree hoses that go to thermostat housing. You must be going to do an aluminum 90 (LIKE GT500) and put a fitting on top of that to get it higher than how the hoses adapt to intake? The only thing I don't like is the fact that they did not do a x over at the back of the motor like they do on the GT500's. The reason they have it like that on the Gt500's is because that rear x-over feeds the heater core. The 03-04 cobra mustangs had problems with cylinder 7 and 8 gettin hot's so there were a few companies that made kits to knock the freeze plug out at the the back of the head on the drivers side and bypass coolant out of there to get rid of the air pockets. The Ford GT's and the GT500's do NOT have the same problem as the 03-4 cobras did. I think it is a good idea though to add the bleaders to freeze plugs by the back intake ports and I am suprised ford did not do it on the GT. (Again none have burned up from this as with 550up hp on the cobras and it was a problem) I am doing bleeders in both of the back freeze plugs on both of the builds im doing, I will return the water in to the coolant fill tank. Will I gain anything from it idk?
Also are you doing a phenolic spacer under the blower? I feel no matter what the intake is always going to be as hot as the engine temp. The blower actually gets hotter than the motor (300+ DEGREE air coming out of blower) and when the air bounces off the innercooler (also the inner cooler is a restriction of boost as hot air compress's to cold threw core) the restricted hot air before the innercooler will heat soak the intake as the air its being forced threw the I/c. There is no way to fix this xcept for cooling the air before it hits the I/C
With my centrifical blower we seen a 10psi drop of boost threw the core to make 33lbs of boost after the I/C....Also the air before it was about 350-400 degrees.
Typical with a centrifical blower its 10-14 degrees of inlet temp per pound of boost (depending on effiency of blower). Its more with a twin screw but idk how much more. If you think about it, most of the Gt's with whipples around 20lbs of boost have seen 180 degree inlet temps in the mile. That is after the I/c that is hot for the low amount of boost, They heat up way faster than a centrifcal when being worked. All Fast twin screw cars have injectors before the rotors to cool down the inlet temps during the boost process. You can't even put a whipple 5.0 on a car with out injectors before the rotors or it will lock up.
Also whipple is coming out with a new 4.5 blower for the gt500's. I'm sure a kit could be made to work on the FGT. It will be interesting to see how much power they make on the gt500's....
Nice builld Mark can't wait to c how it turn's out