Hi Guys

I read the post about the new mark 7 ford fan. I have a 18 in monster fan from vintage air that pulls 3600 cfm. My question is this the same fan. vintage air says there fan came out of a 1988 thunderbird. Does any one know what cfm the mark 7 fan pulls. I called several ford dealerships and they have no answers. I have a 1969 camaro with a 502 and 671 in texas heat. It is alright now but when it gets hot and the ac comes on it wont be. Can anyone help me on ideas or a contact at ford to find spec on that mark 7 fan. thank you in advance

Its actually a Lincon Mark VIII, and its out of a '96. Hey, I just posted this in reply to yours on Team Chevelle !! :D

It is somewhere over 5000 CFM.

Here is a link with all the information you might need: http://www.geocities.com/smithmonte/Auto/MarkVIII_Fan.htm graemlins/thumbsup.gif

the info i need is not there. How did you get the cfm info. I need the specs on the depth & size of the fan. thanks for the info. saw your post on team chevelle. thanks again

22W x 18.5L x 6.25D

I have heard from the guys at Roush Racing that this fan flows about 5500 CFM on its second speed and around 3800 CFM on its first speed. I have done some Instrumentation on some of their cars and the stated numbers are believable as I know of the fixture they tested it on.

And out of the ones I have used, I have been running a 60amp relay and breaker.

chicane67 you are giving me some hope. the fan i have is a 18 in blade, do you know the blade size in diameter. Houston performance is the only info i have as to who carries the fan and they dont have the cfm #. of course ford is no help. thanks again

Available from Ford Motor Company:

93-96 use p/n F3LY 8C607 A @ $245.80
The 93-96 spin 1100 rpms on low and 1850 on highspeed.

97's use p/n F7LZ 8C607 AB @ $196.23
98's use p/n F8LZ 8C607 AA @ $140.11
The 97-98 spin 1800 on low and 2225 on high.

They all look the same, all come with a shroud. The 93-96 spin slower according to the Ford Motorsport Tech line.

The fan is a 7 blade, and measured about 18" fan diameter. This fan has the highest CFM rating of all fans currently available, no question.

I have heard alot about the Mark VIII and agree that it has probably the most CFM production out there. But 5000 cfms is too much based on the physics of the technology! If that were the case with an 18"fan the motor would be sucking down easily over 50 amps, even with the most efficient blade and enclosure design(s).

A good way to measure CFMs (assuming that the blade and shroud designs are excellent) is amperage of the motor at full tilt. This translates to watts and then to work being done at the business end.....CFMs.

From what I have gleaned, this fan requires about 40 amps at 13vdc and that means the fan is producing about 3800 to 4100cfms at 0" h20! Still the reining champ of air movers tho!

If you use one, make sure you use a 70 amp rated relay with the monster!

Orignally, my guesstimation was about 4800-5000 CFM a 0" (static load). But the guys at Anitrol (Roush Racing) said at static load it most likely was a little higher. But without hard, instrumentated data, these are open approximations.

This isnt too much based on the physics of technology, because the answer is derived from the fan blade surface aera and the rolling pitch change of the blade itself. Compared to other fans, there is about a 45% increase in blade surface aera. Also thinking that this fan pulls @ 100 amps a start-up......50 amps is not out of reach.

I would safely say that this fan would realistically have a CFM rating of 4500CFM at 14.4V @ 40+ amps.

Considering that this fan is also rated to 18Vdc, this is most likely where they derived the 5000+ CFM ratings. graemlins/beers.gif

[ 03-13-2003, 07:43 PM: Message edited by: chicane67 ]

Pontiac Fiero fan is supposed to be the strongest fan out there because the cars fan was not in the open(no grille)! :rolleyes: :confused:

How are the LS1 fans? I'm hoping they're good too.. that's what I'm putting in.

i talked with vintage air today and they said they run the fan i have in there 1000 hp dynoed
car and it cools it? Be cool said there rad would cool this app. from wat i have been told a 22.5 in core rad with2600cfm willcool 7583 btu's of heat amin. there has to be a calculation that figures out btu's per hp on a 100temp day. any help on cooling this beast will help. dont want to spend more $$$$ unless i have to. i talked to electric fan engineers and they say to buy there fan and it will work.

Well if all of our engines were in an open 'Dyno' atmosphere.......it may cool just as well as theirs did.

If you are really THAT worried about cooling, call C&R radiators and get it over with. There must be some reason why 85% NASCAR/BUSCH chassis builders use them......

I have used about every radiator out there and I think for the money a 'bolt-in' Griffen has so far been the best......for a bolt in. I did one for a guy at my shop (70 1/2 502 solid cammed Camaro) with a bolt in Griffen and It has never seen over 180* (So Cal). I also installed one in a 67 Firebird with a more than stout 455 (Tulsa OK), with the same results. The bolt in radiators go for about $450.00...both were auto trans radiators.

For the more cooling 'sensitive' projects, I now use strictly C&R radiators. They have a model with a 13 plate heat exchanger built in to one of the side tanks. Now I dont have to go buy another $250.00 cooler, the $350.00 in AN fittings and hose to install it somewhere in the air stream. Two birds......one stone. Although, it is more than the previously mentioned prices for the other radiators......but if you are considering the use of an engine oil cooler, this type is the cats meow. I have used this radiator in 1000+ HP cars that reside in Arizona and drive in 120* temperatures......and they dont see over 185* either.

There is more to cooling than just a radiator. And the cooling fan is a major part of it. I am sure that you could talk to every fan manufacturer on the planet, and they all will tell you that their fan will work.

Now for reality......use what has already been proven by people that have been where you are right now.

FWIW, I eeeked out a friend of mine who I put a Mark VIII in and we went over what I measured at the fan in so far as amps were concerned on his application when installed. The measurement was 39 amps at 14.1 volts or about 550 watts. This measurement can vary due to radiator thickness and pressure gradients.

Physics wise, this means that at best the fan will pull around 3900+ CFMs (550watts X 7.7 (this is a design constant for certain fan applications for conversion of watts to CFMs) X f (f= 1 being the best design factor where the f factor is considered the best blade and shroud design to move air and this fan is at best a .93 f factor out of 1.0) whereas the fatter and more rake or turn in rate to the blade actually can decrease efficiency due to eddy production (have you ever noticed turbine blades?...relatively small surface areas with low pitch progression rates and high RPMs make for very high efficiency). This does not take into account the pressure gradient BTW but can be added if known. If you take a good look at some of the aftermarket SPal fans with straight blade technology and some skewed blades as well....these designs are far superior to the bold cord length blades with high rate pitches.

However, after it's all said and done, and regardless of all this minutia, the Mark VIII is the best at moving the most!

Also, good info 67.....I had forgotten the 18 volt rating which is another motor winding I believe. I am wondering if it runs at the very same RPMs as the 12/14volt hookup? The reason is that the design of the shroud and blades are usually made to optimize their performance within a strict operating RPM range :confused: I will have to ask around to see if anyone has made the comparisons?

thanks chicane67, hotrodsr i think i will call c &r and see what they say

From what I have learned.....@ approx. 34amps/12.2Vdc:

93-96 p/n F3LY 8C607 spin 1100 rpms on low and 1850 on highspeed.

97's p/n F7LZ 8C607 AB; 98's p/n F8LZ 8C607 AA 1800 on low and 2225 on high.

HOTROD- Good math. Kinda funny, I'm in the Turbine business now but didnt want to go over board in the math/theory, to keep it light. The big difference with Turbine engine blades, in relation to efficiency, is that they have spin at un-godly RPMs and the air post blade is going sonic in the HP sections......engine cooling fan blades of the streight design have the requirements....they gotta spin!!

Skewed blade designs are skewed to interupt the eddy product.

Anyway.....good info from, and for all!!!

The 18Vdc reference is the same motor.

Faster spinning means more centrifugal force and over time, material creep comes into the picture, as well as material fatigue. And balance of the assembly, static & dynamic remaining constant as age increases with creep & fatigue.