I will list more as I come across them in the future: I think the new lexus hotrod uses rear radiators. The one on the new gt40 might show the most thought in a mid engine application.
The first one is discussing the elise for track use.

http://www.mgf.ultimatemg.com/group2/commo...odification.htm

Electric pump and speed controller:
http://www.mawsolutions.com/html/ewp80.htm

Pressure relief remote thermostat which might be used with a pump that has more volume than needed at times:
http://wiki.seloc.org/a/PRRT

More on a remote bypass thermostat, the suby motor has several bypass circuits for the stock application as the suby is engineered with the idea of keeping all the motor at a more stable temperature to stop heat cycling but it also uses a front motor so the remote bypass might be a better solution for the suby conversion in a mid engine application:
http://web.tiscali.it/elise_s1/index.htm

YOU MIGHT WANT TO START HERE, but remember this is a 500hp motor, new gt40 cooling, this also covers waic and oil cooling, and it's not simple. check out the part about vehicle packaging, 110f ambient needs 7500cfm at 200mph
http://www.roush.com/LinkClick.aspx?fileti...212&mid=932

I know most guys don't have a 500hp street 914 but the new gt 40 really shows what the engineers went through to make a reliable high performance car in 110f temps at 200mph. They even redesigned the motor cooling passages.

I recently put a aluminum radiator in my 91 3/4 ton suburban last winter and it would cool so much the thermostat kept closing too fast and the temps would go from 250 to 160 about 10 times till the motor came up to temp. This only happened at 35-40f temps but it took a week of switching thermostats and drilling holes to get it to work like the old radiator did. I was really afraid the headgasket was going to give before I got it straightened out. Heat cycling is not near as critical on castiron stuff as aluminum parts with castiron cylinders like a suby motor for instance.

Thanks for the information,
That thermostat looks just like the one I had on my 72 Fiat 124 Spider. Very interesting

Fiat Thermostat

FYI on that Craig Davies stuff, I talked to them a few years ago and did not go with their pump as I figured it would be a helper/booster pump at best with a 500HP V8. That said, I just talked to them again at SEMA a couple weeks ago and they seem to have a much better flow rate (35 gpm now) so it might certainly be a solution and their controller seems pretty slick.

I was looking at Harrop superchargers and they were all sharing a booth so I got talking to them again I would honestly probably make a secondary plenum and run two pumps tho', one to each side of the Chevy, if I went to their stuff. My Meziere pump has been great thus far, but they are getting pricey and when it decides to die I might want another option.

Your SAE paper goes to show how important flow rate is as well... I hear talk of worrying you will flow water too fast in a system, etc etc but in terms of cooling, you aren't going to find anything that will flow too fast IMHO. You need the Reynolds # of the high flow just to scrub the heat (convection coefficient into fluid is highly dependent upon velocity and you would be surprised flow rates necessary to get huge #s from water in an auto cooling system). For example, my Meziere would be an issue in the GT-40 and frankly it gets touchy with my car running sustained high speeds like at Willow Springs. Mech pumps are the only way to get those 100+gpm flowrates. If I did a Silver State Challenge sorta deal I would boil coolant well before I got to the finish line at 55 gpm and sustained 170mph velocity.