1968-1972 GM A-Body,1967-1972 C10, 1973-1987 Chevy/GMC Truck 3 Row Radiator 33″x19″ Automatic Transmission

1968-1972 GM A-Body,1967-1972 C10, 1973-1987 Chevy/GMC Truck 3 Row Radiator 33″x19″ Automatic Transmission

OVERVIEW

The factory copper/brass radiator in these GM platforms was designed for a stock engine at 1960s power levels. A rebuilt 327. A 383 stroker. An LS swap with twice the displacement. Any of these puts a demand on the cooling system that the OEM core was never spec’d to handle.

The Fluidyne GM A-Body / C10 / Square Body radiator line is built in aluminum — lighter, more corrosion-resistant, and a stronger heat exchanger than the factory unit — in three core configurations to match what’s under your hood.

Fits: – 1968–1972 GM A-Body: Chevelle, El Camino, Malibu, Monte Carlo – 1967–1972 C10 pickup trucks – 1973–1987 Chevy/GMC Truck (Square Body)

Available in 3 Row, 4 Row, and LS Swap 3 Row. Each configuration is offered with or without an integrated transmission cooler for automatic or manual transmission applications.

WHICH VARIANT IS RIGHT FOR YOUR BUILD?

3 Row | Automatic or Manual The baseline upgrade over the stock copper/brass unit. Correct for street-driven builds running factory or mild rebuilt engines — 327, 350, 383 — where the goal is a reliable, corrosion-free cooling system that fits the OEM envelope without fabrication.

4 Row | Automatic or Manual Adds core depth and coolant capacity for builds making more heat. The right choice for higher-compression engines, supercharged or turbocharged applications, heavy-duty towing use, or any build where sustained high-load operation is part of the picture. Same overall envelope as the 3 Row — fits within the stock radiator support without modification. Recommended at >900HP

LS Swap 3 Row |Engineered specifically for LS-series engine swaps (LS1, LS2, LS3, LQ4/LQ9, and related variants). LS engines run their coolant ports in different locations than the original small-block and big-block engines these vehicles were built around. This variant repositions the inlet and outlet to match LS routing — eliminating the need for custom hose fabrication or adapter fittings. Good for up to 900HP.

Automatic vs. Manual: The automatic transmission variants include an integrated transmission cooler loop in the lower tank — the factory-style fitting for your trans cooler lines. If you’re running a manual transmission or an external standalone transmission cooler, select the manual variant; it omits the integrated cooler loop and provides a clean lower tank. Note- you can use an automatic radiator without any modifications as they cooler circuit is sealed from coolant and no plugs are needed.

KEY DIFFERENTIATORS

Full Aluminum Construction

The factory core is copper/brass with plastic or metal end tanks. Aluminum is lighter, handles thermal cycling better over the long term, and eliminates the tank-to-core joint that is the most common failure point on aged OEM radiators. No plastic. No corrosion risk at the seams.

Extruded Aluminum Tubes

Fluidyne uses extruded aluminum tubes — formed as a single continuous extrusion with no longitudinal seam. Conventional tube construction creates stress points at every brazed joint. Under repeated thermal cycling — heat soaking at idle, cool-down, heat soaking again — those joints are where cracks initiate. Extruded tubes eliminate that failure mode entirely. No seam. No joint to fail.

Direct Fit to OEM Radiator Support

Designed to the factory envelope for each of these body styles. The radiator drops into the stock support without cutting, welding, or fabricating brackets. The fan shroud, A/C condenser, and factory hose routing are all maintained.

TIG-Welded Tank-to-Core Interface

The joint between the tanks and the core is TIG welded, not crimped or clamped. Under sustained high coolant pressure — particularly on high-compression or boosted engines — a welded joint is significantly more reliable than mechanical retention.

Dual-Pass Coolant Flow on LS Swap Variant

Coolant makes two passes through the core before exiting, extending dwell time in the heat exchanger and increasing the amount of heat extracted per cycle. More effective cooling within the same physical envelope.

FEATURES

• Full aluminum construction — tanks, core, and extruded tubes
• 4 Row variant: increased core depth for higher heat load applications
• LS Swap variant: repositioned inlet/outlet for LS-series engine routing
• Dual-pass coolant flow for extended dwell time and improved heat extraction
• TIG-welded tank-to-core interface
• Automatic variants: integrated transmission cooler loop in lower tank
• Manual variants: clean lower tank, no transmission cooler loop
• Direct fit to factory radiator support — no modification required
• Includes high-pressure radiator cap, billet cover cap and magnetic drain plug
• Natural aluminum finish

FITMENT NOTE

This radiator is designed for naturally aspirated and mildly modified small-block and big-block applications (3 Row / 4 Row variants) and LS-series engine swap applications (LS Swap variant). It is not intended for diesel conversion or EV conversion applications. For high-boost forced induction builds, the 4 Row variant is recommended.