LT4 Crossover Delete + Reservoir Package
By popular demand, we have married our popular universal “crossover delete” package and our universal “heat exchanger reservoir” package in to it’s first turn-key package designed to bolt and splice right into your OEM cooling system. This package will not only help you maximize the effectiveness of the HX system, but will upgrade the appearance of your 1.7L engine bay. Our goal when developing of our Stage.III Super Charger Cooling System was simple. Improve the efficiency and effectiveness of the heat exchanger system by finding and eliminating the major restrictions, as well as adding and replacing components to improve volume and overall efficiency all while utilizing the OEM pump. Although we were seeing great results with our Stage.II system with a flow rate up to 4.0GPM we knew there was more restriction in the system, and we aimed our sights at the restrictive crossover tube. Knowing that we wanted our kit to look as good as it performed, and still be able to offer a bundle discount, it was critical to get the part combination perfect. After testing several combinations and hose configurations we settled on what you see now. A universal kit that not only adds that upgraded richer look, but also unlocked another 20% increase in HX coolant flow bumping our test car up to 5.1GPM (thats a 54% increase from our 2.8GPM baseline) all while utilizing the OEM pump.
The next step was finding a reservoir solution. For that, the location was critical to it’s effectiveness, and we did not stop testing until we were able to check all the boxes. Our goal was to keep it away from the heat of the headers which eliminated it from the common location on the drivers side strut brace which unfortunately places is directly above the red hot headers, and seems to be counter intuitive to the efforts of keeping this fluid as cool as possible. The other easy location is directly in front of the thermostat, but that is where most of the catch can offerings are used (including my Might Mouse Catch Can). That left us only one small space to try and use. One that required the perfect size reservoir, and a custom 2-piece bracket design in order for it to fit. After several weeks and 6 iterations, the solution was not only complete, it was effective, looked OEM and costs ½ of what some of the other customs solutions cost.
This location now provides the perfect place to add fluid in order to prime the pump, and keeps the canister away from the direct heat of the headers, while providing large 3/4” hose barbs which allows us to upgrade all of the hose in the HX system to 3/4” between the pump, fender tank and heat exchangers for even more flow, and system capacity.
For those who already have or wish to use our DMS fender tank, they do work great in combination, but the fender tank does not replace the need for this reservoir. Although the DMS Fender Tank allows for easy system filling, and easy bleeding due to the “high point” of the system factor, it does not provide a pressure cap, and does not allow for easy pump priming. Which is why we added this perfectly fit Edelbrock coolant reservoir to the system and mounted it in a way that allows for easy pump priming as it’s placed between the ECU and engine coolant tank using a custom bracket that bolts to the top of the OEM PCV box.
When it comes time to fill / prime the system, we always begin filling from the reservoir while keeping the fender tank lid open until the system fills enough to remove all major air pockets, and the coolant reservoir is nearly full, and flowing freely. At that point we tighten the 16psi pressure cap, and allow the system to continue to bleed and burp from the fender tank and pressure relief valve provided for the top of the main front HX. Once the system is bleed and the fender tank is approximately 90% full we cap the fender tank and continue to circulate the system allowing it to build pressure and move any air bubbles to the highest point (the fender tank) After 5 minutes we crack open the tank to allow the air to escape, then cap and repeat a few more times for good measure. Note; once the system is full we do not recommend opening the small reservoirs pressure cap, as it sits below the supercharger bricks and will be full and under pressure. The reservoir is only opened when the system has been emptied and is ready to refill. Periodic fillings should be serviced from the fender tank.
Note; Although this is technically an expansion tank, I am refraining to use that term, as it’s not designed to add capacity, it’s designed to be a filling / pump priming point. That said, this reservoir does holds approx. 3.5 cups or .85L of fluid and includes a bottom center mounted 3/4” barb and a top side inlet 3/4” barb. Expansion tank? not really…
SYSTEM BENEFITS
Dedicated IN/OUT manifolds prevent passenger side supercharger brick coolant starvation by feeding each brick its own balanced pressure and flow rate thanks to our Y-block fittings.
Manifolds are precision cut from billet aluminum for a perfect fit and beautiful finish. Can be easily powder coated to coordinate with your specific under-hood color theme.
54% increase in HX coolant flow observed in our test vehicle while using the OEM pump with our triple HX package and upgraded 3/4” silicone hoses.
Easy Pump Priming with the location of our reservoir.
Perfect addition to a MAX EFFORT 1.7L supercharger build.
Better flow and balanced distribution gets your cold fluid into the bricks faster for better heat transfer and supercharger cooling efficiency.
Works best with Triple HX Package + 2 Gallon Fender Tank + Upgraded HX Fitting Package… for maximum flow, and reduced restrictions.
Save $185 vs purchasing parts separately !!!
A little about the Raceflux Fittings.
RaceFlux's aluminum AN fittings were designed specifically for use in motor sports where maximum fluid flow and reliability are paramount. The fittings are reusable and their black anodized finish offers a fresh, stealthier look over traditional red and blue fittings.
The low-profile design allows for additional clearance in vehicles where where spaced is limited.
Features and Benefits
Male straight AN thread O-Ring Boss (ORB) fitting with Viton o-ring, to male AN / JIC flared 37-degree thread or smooth hose barb.
Compliant with SAE J1926-1 / MS16142 as well as SAE AS5202 / MS33649.
Shorter than standard straight thread (O-ring) side maximizes clearance.
Lightweight black anodized aluminum construction.
1 year manufacturer's warranty against defects in materials or workmanship.
A little about Flexlab Silicone Hose.
Flexlab silicone coolant hose is engineered for hostile engine environments, this coolant hose is ideal for extreme temperature and pressure ranges where high-performance levels are required. Silicone resists hardening, cracking, cold leaks, aging, and a number of chemicals, making it a durable, long-lasting solution for your applications.
Benefits.
Extreme Temperature Resistance.
Extreme Duty Cycle Tested for Hostile Engine Environments.
Durable Construction for Various Pressure Ranges.
-65F to 350F temperature range.
Extremely flexible and easy to work with.
A little about Raceflux Braided Hose.
RaceFlux's RH1 lightweight racing hose is 33% lighter than stainless braided hose and much easier to assemble and work with. This 4-layer hose is SAE J30 R9 rated and features a Viton Fluoroelastomer (FKM) inner layer for compatibility with nearly all automotive fluids including fuel, engine oil, gear oil, transmission fluid, coolants, water, air and vacuum.
Features and Benefits
NHRA Approved.
33% lighter than traditional stainless steel braided hose
Smooth bore Viton FKM fluroeslastomer rubber inner layer composed of vinylidene fluoride (VDF), hexafluoropropylene (HFP) and tetrafluoroethylene (TFE) with a high fluorine content for excellent chemical resistance
Reinforced with a lightweight embedded stainless steel inner braid for use in vacuum applications
-40°F (-40°C) to 302°F (150°C) operating temperature
300 PSI max operating pressure & 1,000 PSI burst pressure
For use with traditional reusable AN fittings (not for use with push-on style barbed fittings)
Whats in the box;
(2) -10 AN 45 degree Fittings
(4) -10 AN 120 degree Fittings
(2) -10 AN 130 degree Fittings
(1) 16psi Pressure Release Cap
(4) 3/4” Constant Tension Clamps
(4) Feet of 3/4” Black Silicone Hose
(1) 3/4” to 5/8” Hose Splice Connectors
(2) -12 AN to -10 AN Y-Block Connectors
(2) -10 AN Billet Coolant Manifold Adapters
(1) Edelbrock Coolant Reservoir “expansion tank”
(1) Pair of Powder Coated Brackets with SS Hardware
(12) feet of -10AN RaceFlux's RH1 lightweight racing hose
What YOU will need to provide:
Patience and attention to detail for installation... or, someone like that, who you trust with your beloved, adorned, magnificent, earth shaking, alarm sounding Camaro ZL1.
Cut-off wheel or large cable cutters in order to cut your braided lines to fit.
Additional connectors, hoses and fittings may be needed depending on your existing system design or preferred routing path.
More 50/50 coolant.
Fitment: 2017+ Camaro ZL1 / 2016+ CTS.V
By popular demand, we have married our popular universal “crossover delete” package and our universal “heat exchanger reservoir” package in to it’s first turn-key package designed to bolt and splice right into your OEM cooling system. This package will not only help you maximize the effectiveness of the HX system, but will upgrade the appearance of your 1.7L engine bay. Our goal when developing of our Stage.III Super Charger Cooling System was simple. Improve the efficiency and effectiveness of the heat exchanger system by finding and eliminating the major restrictions, as well as adding and replacing components to improve volume and overall efficiency all while utilizing the OEM pump. Although we were seeing great results with our Stage.II system with a flow rate up to 4.0GPM we knew there was more restriction in the system, and we aimed our sights at the restrictive crossover tube. Knowing that we wanted our kit to look as good as it performed, and still be able to offer a bundle discount, it was critical to get the part combination perfect. After testing several combinations and hose configurations we settled on what you see now. A universal kit that not only adds that upgraded richer look, but also unlocked another 20% increase in HX coolant flow bumping our test car up to 5.1GPM (thats a 54% increase from our 2.8GPM baseline) all while utilizing the OEM pump.
The next step was finding a reservoir solution. For that, the location was critical to it’s effectiveness, and we did not stop testing until we were able to check all the boxes. Our goal was to keep it away from the heat of the headers which eliminated it from the common location on the drivers side strut brace which unfortunately places is directly above the red hot headers, and seems to be counter intuitive to the efforts of keeping this fluid as cool as possible. The other easy location is directly in front of the thermostat, but that is where most of the catch can offerings are used (including my Might Mouse Catch Can). That left us only one small space to try and use. One that required the perfect size reservoir, and a custom 2-piece bracket design in order for it to fit. After several weeks and 6 iterations, the solution was not only complete, it was effective, looked OEM and costs ½ of what some of the other customs solutions cost.
This location now provides the perfect place to add fluid in order to prime the pump, and keeps the canister away from the direct heat of the headers, while providing large 3/4” hose barbs which allows us to upgrade all of the hose in the HX system to 3/4” between the pump, fender tank and heat exchangers for even more flow, and system capacity.
For those who already have or wish to use our DMS fender tank, they do work great in combination, but the fender tank does not replace the need for this reservoir. Although the DMS Fender Tank allows for easy system filling, and easy bleeding due to the “high point” of the system factor, it does not provide a pressure cap, and does not allow for easy pump priming. Which is why we added this perfectly fit Edelbrock coolant reservoir to the system and mounted it in a way that allows for easy pump priming as it’s placed between the ECU and engine coolant tank using a custom bracket that bolts to the top of the OEM PCV box.
When it comes time to fill / prime the system, we always begin filling from the reservoir while keeping the fender tank lid open until the system fills enough to remove all major air pockets, and the coolant reservoir is nearly full, and flowing freely. At that point we tighten the 16psi pressure cap, and allow the system to continue to bleed and burp from the fender tank and pressure relief valve provided for the top of the main front HX. Once the system is bleed and the fender tank is approximately 90% full we cap the fender tank and continue to circulate the system allowing it to build pressure and move any air bubbles to the highest point (the fender tank) After 5 minutes we crack open the tank to allow the air to escape, then cap and repeat a few more times for good measure. Note; once the system is full we do not recommend opening the small reservoirs pressure cap, as it sits below the supercharger bricks and will be full and under pressure. The reservoir is only opened when the system has been emptied and is ready to refill. Periodic fillings should be serviced from the fender tank.
Note; Although this is technically an expansion tank, I am refraining to use that term, as it’s not designed to add capacity, it’s designed to be a filling / pump priming point. That said, this reservoir does holds approx. 3.5 cups or .85L of fluid and includes a bottom center mounted 3/4” barb and a top side inlet 3/4” barb. Expansion tank? not really…
SYSTEM BENEFITS
Dedicated IN/OUT manifolds prevent passenger side supercharger brick coolant starvation by feeding each brick its own balanced pressure and flow rate thanks to our Y-block fittings.
Manifolds are precision cut from billet aluminum for a perfect fit and beautiful finish. Can be easily powder coated to coordinate with your specific under-hood color theme.
54% increase in HX coolant flow observed in our test vehicle while using the OEM pump with our triple HX package and upgraded 3/4” silicone hoses.
Easy Pump Priming with the location of our reservoir.
Perfect addition to a MAX EFFORT 1.7L supercharger build.
Better flow and balanced distribution gets your cold fluid into the bricks faster for better heat transfer and supercharger cooling efficiency.
Works best with Triple HX Package + 2 Gallon Fender Tank + Upgraded HX Fitting Package… for maximum flow, and reduced restrictions.
Save $185 vs purchasing parts separately !!!
A little about the Raceflux Fittings.
RaceFlux's aluminum AN fittings were designed specifically for use in motor sports where maximum fluid flow and reliability are paramount. The fittings are reusable and their black anodized finish offers a fresh, stealthier look over traditional red and blue fittings.
The low-profile design allows for additional clearance in vehicles where where spaced is limited.
Features and Benefits
Male straight AN thread O-Ring Boss (ORB) fitting with Viton o-ring, to male AN / JIC flared 37-degree thread or smooth hose barb.
Compliant with SAE J1926-1 / MS16142 as well as SAE AS5202 / MS33649.
Shorter than standard straight thread (O-ring) side maximizes clearance.
Lightweight black anodized aluminum construction.
1 year manufacturer's warranty against defects in materials or workmanship.
A little about Flexlab Silicone Hose.
Flexlab silicone coolant hose is engineered for hostile engine environments, this coolant hose is ideal for extreme temperature and pressure ranges where high-performance levels are required. Silicone resists hardening, cracking, cold leaks, aging, and a number of chemicals, making it a durable, long-lasting solution for your applications.
Benefits.
Extreme Temperature Resistance.
Extreme Duty Cycle Tested for Hostile Engine Environments.
Durable Construction for Various Pressure Ranges.
-65F to 350F temperature range.
Extremely flexible and easy to work with.
A little about Raceflux Braided Hose.
RaceFlux's RH1 lightweight racing hose is 33% lighter than stainless braided hose and much easier to assemble and work with. This 4-layer hose is SAE J30 R9 rated and features a Viton Fluoroelastomer (FKM) inner layer for compatibility with nearly all automotive fluids including fuel, engine oil, gear oil, transmission fluid, coolants, water, air and vacuum.
Features and Benefits
NHRA Approved.
33% lighter than traditional stainless steel braided hose
Smooth bore Viton FKM fluroeslastomer rubber inner layer composed of vinylidene fluoride (VDF), hexafluoropropylene (HFP) and tetrafluoroethylene (TFE) with a high fluorine content for excellent chemical resistance
Reinforced with a lightweight embedded stainless steel inner braid for use in vacuum applications
-40°F (-40°C) to 302°F (150°C) operating temperature
300 PSI max operating pressure & 1,000 PSI burst pressure
For use with traditional reusable AN fittings (not for use with push-on style barbed fittings)
Whats in the box;
(2) -10 AN 45 degree Fittings
(4) -10 AN 120 degree Fittings
(2) -10 AN 130 degree Fittings
(1) 16psi Pressure Release Cap
(4) 3/4” Constant Tension Clamps
(4) Feet of 3/4” Black Silicone Hose
(1) 3/4” to 5/8” Hose Splice Connectors
(2) -12 AN to -10 AN Y-Block Connectors
(2) -10 AN Billet Coolant Manifold Adapters
(1) Edelbrock Coolant Reservoir “expansion tank”
(1) Pair of Powder Coated Brackets with SS Hardware
(12) feet of -10AN RaceFlux's RH1 lightweight racing hose
What YOU will need to provide:
Patience and attention to detail for installation... or, someone like that, who you trust with your beloved, adorned, magnificent, earth shaking, alarm sounding Camaro ZL1.
Cut-off wheel or large cable cutters in order to cut your braided lines to fit.
Additional connectors, hoses and fittings may be needed depending on your existing system design or preferred routing path.
More 50/50 coolant.
Fitment: 2017+ Camaro ZL1 / 2016+ CTS.V
By popular demand, we have married our popular universal “crossover delete” package and our universal “heat exchanger reservoir” package in to it’s first turn-key package designed to bolt and splice right into your OEM cooling system. This package will not only help you maximize the effectiveness of the HX system, but will upgrade the appearance of your 1.7L engine bay. Our goal when developing of our Stage.III Super Charger Cooling System was simple. Improve the efficiency and effectiveness of the heat exchanger system by finding and eliminating the major restrictions, as well as adding and replacing components to improve volume and overall efficiency all while utilizing the OEM pump. Although we were seeing great results with our Stage.II system with a flow rate up to 4.0GPM we knew there was more restriction in the system, and we aimed our sights at the restrictive crossover tube. Knowing that we wanted our kit to look as good as it performed, and still be able to offer a bundle discount, it was critical to get the part combination perfect. After testing several combinations and hose configurations we settled on what you see now. A universal kit that not only adds that upgraded richer look, but also unlocked another 20% increase in HX coolant flow bumping our test car up to 5.1GPM (thats a 54% increase from our 2.8GPM baseline) all while utilizing the OEM pump.
The next step was finding a reservoir solution. For that, the location was critical to it’s effectiveness, and we did not stop testing until we were able to check all the boxes. Our goal was to keep it away from the heat of the headers which eliminated it from the common location on the drivers side strut brace which unfortunately places is directly above the red hot headers, and seems to be counter intuitive to the efforts of keeping this fluid as cool as possible. The other easy location is directly in front of the thermostat, but that is where most of the catch can offerings are used (including my Might Mouse Catch Can). That left us only one small space to try and use. One that required the perfect size reservoir, and a custom 2-piece bracket design in order for it to fit. After several weeks and 6 iterations, the solution was not only complete, it was effective, looked OEM and costs ½ of what some of the other customs solutions cost.
This location now provides the perfect place to add fluid in order to prime the pump, and keeps the canister away from the direct heat of the headers, while providing large 3/4” hose barbs which allows us to upgrade all of the hose in the HX system to 3/4” between the pump, fender tank and heat exchangers for even more flow, and system capacity.
For those who already have or wish to use our DMS fender tank, they do work great in combination, but the fender tank does not replace the need for this reservoir. Although the DMS Fender Tank allows for easy system filling, and easy bleeding due to the “high point” of the system factor, it does not provide a pressure cap, and does not allow for easy pump priming. Which is why we added this perfectly fit Edelbrock coolant reservoir to the system and mounted it in a way that allows for easy pump priming as it’s placed between the ECU and engine coolant tank using a custom bracket that bolts to the top of the OEM PCV box.
When it comes time to fill / prime the system, we always begin filling from the reservoir while keeping the fender tank lid open until the system fills enough to remove all major air pockets, and the coolant reservoir is nearly full, and flowing freely. At that point we tighten the 16psi pressure cap, and allow the system to continue to bleed and burp from the fender tank and pressure relief valve provided for the top of the main front HX. Once the system is bleed and the fender tank is approximately 90% full we cap the fender tank and continue to circulate the system allowing it to build pressure and move any air bubbles to the highest point (the fender tank) After 5 minutes we crack open the tank to allow the air to escape, then cap and repeat a few more times for good measure. Note; once the system is full we do not recommend opening the small reservoirs pressure cap, as it sits below the supercharger bricks and will be full and under pressure. The reservoir is only opened when the system has been emptied and is ready to refill. Periodic fillings should be serviced from the fender tank.
Note; Although this is technically an expansion tank, I am refraining to use that term, as it’s not designed to add capacity, it’s designed to be a filling / pump priming point. That said, this reservoir does holds approx. 3.5 cups or .85L of fluid and includes a bottom center mounted 3/4” barb and a top side inlet 3/4” barb. Expansion tank? not really…
SYSTEM BENEFITS
Dedicated IN/OUT manifolds prevent passenger side supercharger brick coolant starvation by feeding each brick its own balanced pressure and flow rate thanks to our Y-block fittings.
Manifolds are precision cut from billet aluminum for a perfect fit and beautiful finish. Can be easily powder coated to coordinate with your specific under-hood color theme.
54% increase in HX coolant flow observed in our test vehicle while using the OEM pump with our triple HX package and upgraded 3/4” silicone hoses.
Easy Pump Priming with the location of our reservoir.
Perfect addition to a MAX EFFORT 1.7L supercharger build.
Better flow and balanced distribution gets your cold fluid into the bricks faster for better heat transfer and supercharger cooling efficiency.
Works best with Triple HX Package + 2 Gallon Fender Tank + Upgraded HX Fitting Package… for maximum flow, and reduced restrictions.
Save $185 vs purchasing parts separately !!!
A little about the Raceflux Fittings.
RaceFlux's aluminum AN fittings were designed specifically for use in motor sports where maximum fluid flow and reliability are paramount. The fittings are reusable and their black anodized finish offers a fresh, stealthier look over traditional red and blue fittings.
The low-profile design allows for additional clearance in vehicles where where spaced is limited.
Features and Benefits
Male straight AN thread O-Ring Boss (ORB) fitting with Viton o-ring, to male AN / JIC flared 37-degree thread or smooth hose barb.
Compliant with SAE J1926-1 / MS16142 as well as SAE AS5202 / MS33649.
Shorter than standard straight thread (O-ring) side maximizes clearance.
Lightweight black anodized aluminum construction.
1 year manufacturer's warranty against defects in materials or workmanship.
A little about Flexlab Silicone Hose.
Flexlab silicone coolant hose is engineered for hostile engine environments, this coolant hose is ideal for extreme temperature and pressure ranges where high-performance levels are required. Silicone resists hardening, cracking, cold leaks, aging, and a number of chemicals, making it a durable, long-lasting solution for your applications.
Benefits.
Extreme Temperature Resistance.
Extreme Duty Cycle Tested for Hostile Engine Environments.
Durable Construction for Various Pressure Ranges.
-65F to 350F temperature range.
Extremely flexible and easy to work with.
A little about Raceflux Braided Hose.
RaceFlux's RH1 lightweight racing hose is 33% lighter than stainless braided hose and much easier to assemble and work with. This 4-layer hose is SAE J30 R9 rated and features a Viton Fluoroelastomer (FKM) inner layer for compatibility with nearly all automotive fluids including fuel, engine oil, gear oil, transmission fluid, coolants, water, air and vacuum.
Features and Benefits
NHRA Approved.
33% lighter than traditional stainless steel braided hose
Smooth bore Viton FKM fluroeslastomer rubber inner layer composed of vinylidene fluoride (VDF), hexafluoropropylene (HFP) and tetrafluoroethylene (TFE) with a high fluorine content for excellent chemical resistance
Reinforced with a lightweight embedded stainless steel inner braid for use in vacuum applications
-40°F (-40°C) to 302°F (150°C) operating temperature
300 PSI max operating pressure & 1,000 PSI burst pressure
For use with traditional reusable AN fittings (not for use with push-on style barbed fittings)
Whats in the box;
(2) -10 AN 45 degree Fittings
(4) -10 AN 120 degree Fittings
(2) -10 AN 130 degree Fittings
(1) 16psi Pressure Release Cap
(4) 3/4” Constant Tension Clamps
(4) Feet of 3/4” Black Silicone Hose
(1) 3/4” to 5/8” Hose Splice Connectors
(2) -12 AN to -10 AN Y-Block Connectors
(2) -10 AN Billet Coolant Manifold Adapters
(1) Edelbrock Coolant Reservoir “expansion tank”
(1) Pair of Powder Coated Brackets with SS Hardware
(12) feet of -10AN RaceFlux's RH1 lightweight racing hose
What YOU will need to provide:
Patience and attention to detail for installation... or, someone like that, who you trust with your beloved, adorned, magnificent, earth shaking, alarm sounding Camaro ZL1.
Cut-off wheel or large cable cutters in order to cut your braided lines to fit.
Additional connectors, hoses and fittings may be needed depending on your existing system design or preferred routing path.
More 50/50 coolant.
Fitment: 2017+ Camaro ZL1 / 2016+ CTS.V