Compatible: (6.2L)
2014 - 2019 Chevy Corvette Stingray
2015 - 2019 Chevy Corvette Z06
2017 - 2019 Chevy Corvette Grand Sport
Your vehicle requires 2 bottles of full strength coolant or 3 bottles of premixed coolant
Give your C7 the cooling boost it needs with the Mishimoto 2014–2019 Chevrolet Corvette Performance Aluminum Radiator. It’s no secret that the C7 had a spotty start and was riddled with overheating issues, and it’s no wonder with the radiator that Chevy gave it from the factory. Even though this radiator might not be pulling double or triple duty cooling the transmission and oil, like what we found in previous Corvette generations, the thin core paired with the plastic end tanks is no match for the mighty LT1 and LT4.
The Mishimoto C7 Corvette Performance Aluminum Radiator gives you some piece of mind in the cooling department. Our all-aluminum design features a 2-inch thick core sporting two rows of coolant channels which equates to a 38% increase in core volume. The Mishimoto radiator also increases the fin surface area by 135%. When coupled with the volume increase, you get a 5°F drop in outlet temperatures throughout the powerband.
The all-aluminum end tanks TIG-welded to the core mean that it doesn’t just look the part, it acts the part and is a perfect upgrade for durability on top of the performance gains. The inverted header plate and specialized AC condenser brackets mean that fitment and installation is a breeze, and like all of our products, the Mishimoto 2014-2019 Chevrolet C7 Corvette Performance Aluminum Radiator is covered under the Mishimoto Lifetime Warranty.
- Direct fit for the 2014–2019 C7 Chevrolet Corvette Stingray and Z06
- Full aluminum construction with durable, TIG-welded end tanks
- Drops outlet temperature by 5°F throughout powerband
- 135% increase in fin surface area for optimal cooling properties
- 38% increase in core volume
- Two-row, 2" thick brazed aluminum core, providing ideal fluid temperatures on the street and at the track
- Inverted header plate to maximize core size while ensuring proper fitment
- Specialized AC condenser tabs for easy installation
- Includes Magnetic Drain Plug to capture any metallic debris/fragments in your cooling system
- Mishimoto Lifetime Warranty
PRODUCT SPECS
| MATERIAL | Aluminum |
| OVERALL HEIGHT | 17.1" |
| DRAIN PLUG THREAD SIZE | (M12) x 1.5 |
| OVERALL LENGTH | 24.6" |
| ROWS | 2 |
| COOLANT CAPACITY | 3 gallons |
| DUAL PASS | False |
| OVERALL WIDTH | 3.9" |
| CORE THICKNESS | 2" |
| OVERALL LENGTH (IN) | 24.60 |
| OVERALL HEIGHT (IN) | 17.10 |
| OVERALL WIDTH (IN) | 3.90 |
| ROWS | 2 |
PURCHASE INCLUDES
(1) Aluminum Radiator
Mounting Hardware
Mishimoto Lifetime Warranty
One would think that after over 50 years of being the pinnacle of American performance some extra thought would have been put into the cooling system. That’s not the American way, though. Automotive radiators have vastly improved since 1953, and when it came time for the C5’s successor, it’s almost as if Chevy was more interested in equipping the largest V8 possible rather than overhauling the cooling system.
On top of seemingly glossing over the C6’s coolant heat exchanger, Chevy couldn’t decide which radiator to equip in their flagship sports car. Over this Corvette’s tenure we noted that there were 5 different radiators designed for the C6, each one slightly varied from the other.
We noted that there were two different core thicknesses, and about 4 different end tank configurations, all of which really threw a wrench in our plan to create one rad to rule them all. We found, however, that the early model Z51 radiator came fully stocked with the larger core, end tanks, and end-tank transmission and oil coolers, making it the ideal candidate as the base for our new design.
The stock radiator from the Z51 will merely lay the framework, however. We do intend on carrying over several features from this particular heat exchanger, but we’re still starting from the ground up with the new design. Specifically, we’re starting with the core, since that aspect is doing most of the heavy lifting when it comes to keeping your Corvette cool.
OE manufactured radiators are typically build using B-roll tubes, which more or less is a method to create two tubes from one. The idea is to disperse the hot fluid into two channels to help the transfer of heat. The trouble is, it’s still technically one tube that’s been pressed into two, so some of that heat will still be shared. The plan for our core is to run a true, two-tube core and increase the total thickness, allowing for more coolant to pass through.
It’s not all tubes when it comes to radiators, though. The fins tag in to transfer the heat from the coolant to the fresh air passing through. In order to improve on heat transfer by way of fins, we have to find the right balance of fin height and density. The ideal equilibrium is to have as many fins packed into the core while allowing the air to flow freely through the entirety of the core. Too many fins and we would only be cooling the front half of the radiator, causing even more of an overheating issue. Not enough fins and the air would flow through too quickly and wouldn’t pick up enough of the heat from the coolant, continuing the saga of high temps. Armed with our dyno fan and an anemometer, Jason set out to determine the best fin height and density.
The core isn’t the only part that we plan to overhaul. While plastic has revolutionized manufacturing in the modern age, it definitely has its drawbacks, especially when it comes to automotive radiators. The lightweight, and easily mass-produced material is a dream to big manufacturers. However, it will deteriorate over time and has a high potential to spring leaks under heavy stress. Our plan is to ditch the plastic in favor of all-aluminum end tanks, while still carrying over both the transmission and oil coolers in order to cover the wide range of updates the C6 saw over its lifespan.
With our bases covered, it was time to bring our new designs to life, and have a production sample produced. For now, our loaner Z06 is hitting the road with its factory given radiator, but with full intentions to return for its chance on the Dynapacks. For a little taste of what’s in store once it returns, make sure you check out our latest development video.
We all have that one friend that just can’t seem to make up their mind. Indecision isn’t just a bad habit for them, it’s a way of life. At any minute you’re a shrug or an “I don’t care” away from utter frustration. I have to level with you folks, I am that person. Which makes it less weird to say that I can identify with the C6. Not so much to sleek body lines and unbridled athleticism, definitely neither of those. It’s more so the fact that Chevy nor I can seem to make a lasting decision on anything.
Where deciding on a place to eat might be an example of my struggle with indecision, Chevy’s dilemma comes more in the cooling department for their flagship sports car. If you take a look back at our last post, throughout the C6’s 7-year lifespan, Chevy offered up to 5 different radiators and cooling packages in the Corvette. Granted, each one served a different purpose, but at the end of the day, it makes sorting out your cooling issues a bit tricky.
We also covered in our last update the overall idea for our improvements to the C6’s cooling package. However, just some words on a screen and some flashy 3D printed prototype end tanks only go so far. This time around, we were able to bring our C6 performance radiator design to life in order to give you a first look.
Our goal when we set out on this project was to take all of the indecision out of the C6’s cooling system and lay it all out in one option. We started with the core. Thickness is always a good thing when it comes to radiators, and none of the stock units seemed to be quite up to snuff. So, we added another row of internal tubes, giving our new design a 2-inch thick core and ultimately increasing the heat rejection capabilities for your ‘Vette’s cooling system.
As part of our quest to remove the indecision factor from the C6’s cooling packages, we got rid of the plastic end tanks. By going off the Z51’s stock unit as our framework, we were able bump up the size of our aluminum end tanks, adding both durability and maximize flow. We also incorporated provisions for both an end tank oil cooler as well as a transmission cooler, making our radiator a true one size fits all design.
While I might still be the mayor of Shrugsville, we here at Mishimoto have been hard at work to help the C6 finally make up its mind on how to keep itself cool. We’ve done the math and brought our ideas to life with our first run of the production sample, but we still need to find out how well it performs under pressure. For that we’ll put it on our simulated racetrack that’s programmed into our Dynapack system. Keep an eye out for our dyno results coming soon!
It’s been three months since our loaner Z06 last bellowed throughout the shop, but our ears are still ringing. The C6 is the very definition (more like DEAFinition) of the American sports coupe. Boisterous doesn’t even begin to describe our loaner Corvette. By now, though, we all know how hot these cars are, both figuratively and literally. We’re finally at the point where we can test and see just how much of that actual heat we can remove with our new aluminum radiator.
Ice Packs
Before we could berate your senses with the full-frontal assault that is the Z06, we had some shop upgrades to fit in. Specifically, we had to make sure that our Dynapack system was up to the task of challenging the ferocious LS7.
Our current setup is rated to handle horsepower and torque specs well above what this V8 can put out; however, as we found testing other high output vehicles like our line of Powerstrokes, excessive heat can put a real damper on our testing. Given that our loaner Corvette would likely cause the same sort of heating issues, and developing cooling products is sort of our thing, we devised a solution to keep our dyno testing on track.
With the help of our super chilled cooling solution, we were able to keep that massive LS engine screaming on the packs for longer durations, yielding more accurate and thorough results.
Bringing the Track Home
Race tracks are expensive. Whether it be owning one or just participating in a track day, it’s always a heavy toll on the bank account. While we’d love to have our own test circuit here at Mishimoto, it’s just not in the budget. Plus, we’re pretty sure our neighbors wouldn’t love the idea of turning the business park into a Grand Tour style road course. So, we did the next best thing and brought the track to us.
It’s a wonderful world of technology that we live in these days, and with testing equipment becoming more advanced and racing simulators advancing in realism, we devised a way to pull realistic testing results from our C6. Using the simulator, Project Cars 2, we were able to run our Z06 around the Brands Hatch Indy Circuit and record the engine load throughout the different points in the course without ever having to leave Delaware.
Before we dive straight into how well our radiator performed on our race program, it’s important to first go over why we decided to run our test this way. Sure, we could run a few load tests, collect heat data, and then call it a day. I don’t know about you, but I wouldn’t drive a Corvette designed for the track three minutes at a time at 70mph. These C6’s are built to whip through the bends and roar down the straights, both of which offer varying conditions for the cooling system. With that, we wanted to test how effectively our new design would reject heat both on and off throttle given differing water pump speeds.
With the simulation data collected and fluctuating engine load information entered into the system, our Dynapack control unit was ready to push our new designs and the stock radiator to the limits. The way this simulation test works is we’re able to leave our C6 in 5th gear, and the dyno system takes care of the rest. By changing the load on the rear wheels via the individual pack, we’re able to simulate the sweeping bends, gear changes, and mashing the throttle to collect our temperature data.
We didn’t take it easy on this Z06. In the week that our loaner ‘Vette spent at the R&D facility, it made plenty of trips around our simulated track, on top of several load tests. Through our rigorous testing, we found that our 50mm, two-row core performed above the rest, dropping coolant outlet temperatures 5-10°F over the stock heat exchanger when coupled with a 180° racing thermostat. For another view of our dyno testing, and to hear the LS7 in action, make sure you check out our full-length development video.
While our ears might not fully recover from the un-muffled might of Chevy’s seven liter LS engine, we found a way to help salvage hot, summer track days from being cut short. With the almost complete lack of airflow through the front cooling stack in the C6, our engineer was able to squeeze a larger core into the front of the Corvette, complete with the “Goldie Locks” standard of fin pitch and density. Make sure you upgrade your C6’s cooling package today!
Engineering Report:
Install Guide:
Warranty: