Essentially the 10-12 and 13-14 are the same chassis, so virtually any component can be swapped between cars. Some will be more complex than others. Most electrical will require a later wiring harness or some portion thereof.
Speaking of which, here's how I retrofit a 13-14 intercooler pump in my 2012. Adventures in IntercoolingFrom a cooling standpoint, I would think the higher flow 2013/14 I/C pump would be a nice upgrade with the 2013/14 S/C coolant plumbing that the SVT Engineers designed to keep the majority of the S/C coolant flow away from the degas bottle. As mentioned previously, the larger radiator cool fan/shroud assy., a nice plug-n-play piece to the earlier cars and then the I/C and H/E upgrades, but the 2013/14 I/C has been out flowed by the Kenne Bell BIGUN, so if a person is at the point of changing their I/C, there is no reason other than a couple of hundred dollars to install the lower flowing 2013/14 I/C in an earlier car. The H/E's offered aftermarket with fans far surpass what was oem for 2013/14 and can have a much larger area for heat transfer, depending upon the aftermarket H/E that is chosen.
Speaking of which, here's how I retrofit a 13-14 intercooler pump in my 2012. Adventures in Intercooling
If you read the thread you'll see I made my own free-flowing bypass similar to that used in the 13-14 but with fewer bends and the use of downsized adapters at a mere fraction of the cost of the factory by-pass hose. It even incorporates the 3x reservoir. I elected to mount the pump out of the path of heated fan wash and mounted it in a much cooler location.
I got a plastic sleeve from McMaster Carr to put inside the hose to the reservoir to restrict flow, but my hose from the intercooler adapter to the reservoir was too short to pull that off. My reservoir is set back closer to the engine because of the larger C&R radiator. My solution was to thread the inside of the circled area with a 3/8" NPT tap and use a fitting inside to close up the i.d.Also, the 2013/14 by-pass hose shown below.......The red arrow is pointing at the clamp which is holding the restrictor in place at the upper end reservoir attachment.
The restrictor inside of that upper hose is an important part of this by-pass system to limit coolant flow to, and through the S/C reservoir.
If you look at Robert's pic of the by-pass hose, you'll see the by-pass terminates into the tee in a way that it could impede flow direction and/or volume, which may be necessitating the need for the restrictor.
View attachment 1507962
Routing it like this doesn't give the coolant a straight path into the reservoir, so it's possible a restrictor isn't necessary.
View attachment 1507963
I'm confident the pressure differential will be the same on either end of the pump. Fluid dynamics are pretty predictable in a closed system. All those 90* turns in that hose just serve to make more pressure in the system. More pressure just serves to reduce the amount of coolant that can be circulated efficiently by the pump. Since I"m pushing at least another 200 rwhp over what Ford designed, in addition to 50% more coolant, I'm looking for more improvement. If Ford Engineering was the end all be all, there would be no need for the aftermarket. Ford's mission was to design a high horsepower "affordable" Mustang, nothing more nothing less. If you think the factory by-pass is worth Ford's $375 list price, by all means, go for it.Since the pump is sucking at that lower point, I would guess that it is sucking/flowing all that it needs through that T? If it were pushing at or to that T, then yes there could be a restriction. I would guess the SVT Engineers R&D'ed this to work the way it should for a 200mph capable Mustang from the assy. line?
It may be as simple as where can we install the pump where it's most serviceable. The by-pass may have been an afterthought to fix to the problem of coolant frothing in the reservoir. I'm sure a lot of owners with burnt pump wires are wondering whether theit R&D went far enough. Are the wires too small. Is here too much vibration being mounted on the engine? Is it a product of too much heat? Hmmm....Another Great question would be.......Why did the SVT Engineers, with all of the Ford R&D resources at their disposal choose to put the 2013 I/C pump on the timing cover in the heat and attached to the hot engine??
Not to mention the factory heat exchanger list price is over $2,800. What's a $300 intercooler pump compared to that? Unless road debris rips off my bumper cover, my pump is well out of harm's way and would be the least of my worries if that happens.I know that road debris would also be a concern to the engineers, you wouldn't want to take the chance of a truck tire recap (or anything else) flying up and taking out the I/C pump and/or plumbing. but then again, there was no protection on the 2013/14 in front of the H/E........and a few have been damaged from loose items on the road.
You’re correct, the return style pumps continue to run KOEO. If you go with a Fore kit, you tap into the green/violet wire on the FPDM harness in the trunk to activate your pumps with KO. If one of the other wires in that harness provides KOEO power for a few seconds and then shuts off you would just need to tap that one instead.I think the stock fuel pumps will work in just about all pump gas applications with a booster and bigger injectors. If you need more than that, just go with a return style pump hat and big pumps.
Does anyone know if there is a way to make return style pumps shut off on KOEO after a few seconds like the stock pumps? I'm under the impression that return style pumps will continue to run in KOEO.
I posted list prices. Tasca has the by-pass hose for ~$250, plus whatever they charge to get it to you. No telling what local dealerships charge common folk. I'm not a mechanic by trade, so I don't get any breaks. I'm sure with shipping and ordering on-line I pay less.
Robert, there actually have been some 13/14 pump failures, but it's not actually the pump. It has been inadequate wiring from Ford for the demand of the pump, even at 50% flow.
I built my intercooler system with the Bigun brick, and a 10gal rear ice tank and incorporated a second stock pump in the rear.
Those '13-14 specific tanks I believe are sold through Revan Racing.
-J