Engine Cooling Fan Oldsmobile Toronado IV

DESCRIPTION

The basic liquid cooling system consists of a radiator, water pump, thermostat, cooling fan, pressure cap, heater (if equipped), various connecting hoses and cooling passages in the block and cylinder head. Many cars use a fan clutch (incorporating a thermostatic control) or flexible fan blade. These reduce noise and power requirements at higher engine speeds. In addition, some cars use a thermostatically controlled electronic fan which is actuated by thermal relay switches. Some models may use a thermostatic vacuum switch to advance ignition timing in the event of overheating. Most models use a coolant recovery system to prevent loss of coolant.

DRAINING

Remove radiator cap and open heater control valve to maximum heat position. Open drain cocks or remove plugs in bottom of radiator and engine block. In-line engines usually have one plug or drain cock, while "V" type engines will have 2; one in each bank of cylinders.

CLEANING

A good cleaning compound will remove most rust and scale. Follow manufacturer's instructions in the use of cleaner. If considerable rust and scale has to be removed, flushing should be used. Clean radiator air passages by blowing with compressed air from back to front.

FLUSHING

1. Back flushing is a very effective means of removing rust and scale from a cooling system. For best results the radiator, engine and heater core should be flushed separately.
2. To flush radiator, connect flushing gun to water outlet of radiator and disconnect water inlet hose. To prevent flooding engine, use a leadaway hose connected to radiator inlet. Use air in short bursts only; this will prevent damage to radiator. Continue flushing until water runs clear.
3. To flush engine, first remove thermostat and replace housing. Connect flushing gun to water outlet of engine. Disconnect heater hoses from engine. Flush using short air bursts until water runs clean. Flush heater core as described for radiator. Make sure heater valve is set to maximum heat position before flushing heater.

REFILLING

Engine should be running while refilling cooling system to prevent air from being trapped in engine block. After system is full, continue running engine until thermostat is open, then recheck fill level. Do not overfill system.

Scheme 1

1. Visually inspect thermostat for corrosion and proper sealing of valve and seat. If satisfactory, suspend thermostat and a thermometer in a container with a 50/50 mixture of anti-freeze and water. (Scheme 1)
2. Do not allow either thermostat or thermometer to touch bottom of container as this concentration of heat could cause an incorrect reading. Heat water until thermostat just begins to open. NOTE: Support thermometer so it does not touch bottom of container.
3. Read temperature on thermometer. This is the initial opening temperature and should be within specifications. Continue heating water until thermostat is fully open and note temperature. This is the fully opened temperature. If either reading is outside of specifications, replace thermostat, as it is not adjustable. NOTE: General Motors Corp. recommends hanging thermostat in 33% glycol solution at 25°F (4°C) above temperature stamped on thermostat. Valve should open. Remove thermostat from solution and place in similar solution at 10°F (-12°C) below stamped temperature. Valve should close.

PRESSURE TESTING

A cooling system pressure tester is used to test both radiator cap and complete cooling system. Test as follows, following tool manufacturer's instructions.

RADIATOR CAP

Visually inspect radiator cap, then dip cap in water and connect to tester. Pump tester to bring pressure to upper limit of cap specifications. If cap fails to hold pressure within specifications, replace cap.

Scheme 2

Note. Wet cap gasket before testing.

Scheme 3

1. With engine off, wipe radiator filler neck seat clean. Fill radiator to correct level. Attach tester to radiator and pump until pressure is at upper limit of radiator rating.
2. If pressure drops, inspect for external leaks. If no leaks are apparent, detach tester and run engine until normal operating temperature is obtained. Reattach tester and observe. If pressure builds up immediately, a possible leak exists from a faulty head gasket or crack in head or block. CAUTION: Pressure may build up quickly. Release any excess pressure or cooling system damage may result.
3. If there is no immediate pressure build up, pump tester to within system pressure range (on radiator cap). Vibration of gauge pointer indicates compression or combustion leak into cooling system. Isolate leak by shorting each spark plug wire to cylinder block. Gauge pointer should stop or decrease vibration when leaking cylinder is shorted. CAUTION: Do not disconnect spark plug wires while engine is operating, or operate engine with spark plug shorted for more than one minute, as catalytic converter may be damaged.
4. Remove engine and transmission (automatic only) oil dipsticks and check if water drops appear in oil. If so, a serious internal leak is indicated. If all checks are negative and system holds pressure for 2 minutes, there are no serious leaks in system.

ANTI-FREEZE CONCENTRATION

Note. On models using aluminum engines or cooling system components, refer to Owners Manual for anti-freeze requirements and recommendations. Aluminum components require a different formulation of anti-freeze to prevent corrosion.

On all cooling systems, test anti-freeze concentration using anti-freeze tester. Tester should have a temperature-compensating feature, as failing to take temperature into consideration could cause an error as large as 30°F (-1°C). Follow tester manufacturer's instructions for correct use of tester.

A coolant recovery system differs from other cooling systems in that an overflow bottle is connected to the radiator overflow hose. The overflow bottle is transparent or translucent to permit checking of coolant level without removing radiator cap. The only adjustment or test required is to keep vent hole or hose clean and to check pressure relief of radiator cap.

OPERATION

As coolant temperature rises and pressure in system exceeds pressure relief valve of radiator cap, excess coolant flows into overflow bottle. As engine cools and coolant contracts, vacuum is formed in the system. Vacuum draws coolant, stored in overflow bottle, back into radiator. In a properly maintained cooling system, the only coolant loss will be through evaporation.

Scheme 4

THERMOSTATICALLY CONTROLLED ELECTRIC COOLING FANS

Note. In following diagnostic charts, illustrations and flow-charts are supplied courtesy of General Motors Corp.

Note. This article contains test charts that are part of General Motors Computerized Engine Controls. Only those charts required to test electric cooling fans are included. Other diagnostic codes may appear while performing electric cooling fan diagnosis. For complete information, see COMPUTERIZED ENGINE CONTROL article(s) in the COMPUTER CONTROLS section.

ELECTRIC COOLING FAN APPLICATIONS

All FWD, and some other vehicles, use an electric cooling fan. This fan is used for engine and A/C condenser cooling, but fan only operates under certain conditions.

All electric cooling fans operate when engine coolant temperature exceeds a certain value. The ECM completes ground path for the winding of coolant fan relay. Relay contacts then close and complete circuit between fusible link and fan motor. When the engine cools, the switch opens and fan stops. If coolant sensor fails, the ECM will command constant fan.

A/C equipped vehicles have a separate signal line to the ECM for fan control. When A/C control switch is "ON" and the low pressure switch closed, the ECM receives a signal on this line and turns on the fan. The compressor clutch does not have to engage for ECM to turn fan on.

On some models, when engine is shutdown, ECM may turn on the fan relay and run fan for up to 7 minutes. This occurs if hot conditions were present while engine was running. Hot conditions are based on Manifold Air Temperature sensor (MAT), coolant temperature, and time from start.

TROUBLE SHOOTING

Note. Refer to COMPUTERIZED ENGINE CONTROLS article(s) in the COMPUTER CONTROLS section for more information.

CHART C-12A, COOLANT FAN CHECK "3800" - VIN C

On standard duty applications, one electric cooling fan is used. It is controlled by the ECM through one low and one high speed fan relays. On heavy duty cooling systems, 2 cooling fans are used. The 2 cooling fans are controlled by one low speed and 2 high speed relays. Relay control is based on inputs from the coolant temperature sensor and A/C pressure.

The ECM controls the cooling fan by grounding circuit No. 535 (low speed fan relay), or circuit No. 536 (high speed fan relay) which turns the low or high speed relays on. Low speed relay will be engaged when coolant temperature reaches 208°F (98°C). High speed fan relay will be engage when coolant temperature reaches 226°F (108°C) or A/C refrigerant pressure reaches 275 psi (19 kg/cm 2 ). Pusher fan relay is installed as part of the heavy duty cooling package. Pusher fan relay is on anytime high speed fan is running.

Note. Test numbers refer to test numbers on diagnostic charts.

Scheme 5

1. Codes E014 or E015 could mean coolant system or sensor operation is not normal. If these codes appear, cooling fan operation can't be checked correctly.
2. ECM output EO09 grounds low speed relay through ECM for 3 seconds on and 3 seconds off. Low speed fan should be on for 3 seconds and off for 3 seconds.
3. Grounding A/C pressure switch harness terminal "B" should energize high speed relay and fan should run at high speed. (Scheme 5): Flow Chart - "3800" - VIN C (1 of 4)

CHART C-12B, COOLANT FAN CHECK - NO LOW SPEED "3800" - VIN C

On standard duty applications, one electric cooling fan is used. It is controlled by the ECM through one low and one high speed fan relays. On heavy duty cooling systems, 2 cooling fans are used. The 2 cooling fans are controlled by one low speed and 2 high speed relays. Relay control is based on inputs from the coolant temperature sensor and A/C pressure.

The ECM controls the cooling fan by grounding circuit No. 535 (low speed fan relay), or circuit No. 536 (high speed fan relay) which turns the low or high speed relays on. Low speed relay will be engaged when coolant temperature reaches 208°F (98°C). High speed fan relay will be engage when coolant temperature reaches 226°F (108°C) or A/C refrigerant pressure reaches 275 psi (19 kg/cm 2 ). Pusher fan relay is installed as part of the heavy duty cooling package. Pusher fan relay is on anytime high speed fan is running.

Note. Test numbers refer to test numbers on diagnostic charts.

Scheme 6

1. Test light should be on because harness terminal No. 2 has battery voltage with ignition on.
2. Test light should be on for 3 seconds and off for 3 seconds as EO09 cycles fan on/off at 3 second intervals.
3. Jumpering harness terminals No. 1 and No. 4 by-passes relay. If fan runs, relay is faulty.
4. If circuit No. 2 was open, test light would be off.
5. Cycling of test light proves circuits No. 532 and No. 150 are good and fan motor is faulty. (Scheme 6): Flow Chart - ("3800") No Low Speed (2 of 4)

CHART C-12C, COOLANT FAN CHECK - NO HIGH SPEED "3800" - VIN C

On standard duty applications, one electric cooling fan is used. It is controlled by the ECM through one low and one high speed fan relays. On heavy duty cooling systems, 2 cooling fans are used. The 2 cooling fans are controlled by one low speed and 2 high speed relays. Relay control is based on inputs from the coolant temperature sensor and A/C pressure.

The ECM controls the cooling fan by grounding circuit No. 535 (low speed fan relay), or circuit No. 536 (high speed fan relay) which turns the low or high speed relays on. Low speed relay will be engaged when coolant temperature reaches 208°F (98°C) High speed fan relay will be engage when coolant temperature reaches 226°F (108°C) or A/C refrigerant pressure reaches 275 psi (19 kg/cm 2 ). Pusher fan relay is installed as part of the heavy duty cooling package. Pusher fan relay is on anytime high speed fan is running.

Note. Test numbers refer to test numbers on diagnostic charts.

Scheme 7

1. Test light should be on. Harness terminal No. 2 has battery voltage with ignition switch on.
2. Test light should be on for 3 seconds and off for 3 seconds as EO09 cycles fan on/off at 3 second intervals.
3. Jumpering harness terminals No. 1 and No. 4 by-passes relay. If fan runs, relay is faulty.
4. If circuit No. 2 was open, test light would be off.
5. Cycling of test light proves circuits No. 533 and No. 150 are good and fan motor is faulty. (Scheme 7): Flow Chart - ("3800") No High Speed (3 of 4)

"3800" - VIN C

On standard duty applications, one electric cooling fan is used. It is controlled by the ECM through one low and one high speed fan relays. On heavy duty cooling systems, 2 cooling fans are used. The 2 cooling fans are controlled by one low speed and 2 high speed relays. Relay control is based on inputs from the coolant temperature sensor and A/C pressure.

The ECM controls the cooling fan by grounding circuit No. 535 (low speed fan relay), or circuit No. 536 (high speed fan relay) which turns the low or high speed relays on. Low speed relay will be engaged when coolant temperature reaches 208°F (98°C) High speed fan relay will be engage when coolant temperature reaches 226°F (108°C) or A/C refrigerant pressure reaches 275 psi (19 kg/cm 2 ). Pusher fan relay is installed as part of the heavy duty cooling package. Pusher fan relay is on anytime high speed fan is running.

Note. Test numbers refer to test numbers on diagnostic charts.

Scheme 8

1. Checks to see if circuit No. 535 is shorted to ground which would energize low speed relay at all times.
2. If relay is faulty test light will be off. If test light is on, temperature sensor, A/C high pressure switch or circuit No. 536 is shorted to ground.
3. If test light is off relay is faulty. If test light is on, A/C high pressure switch, ECM or circuit No. 535 is shorted to ground. (Scheme 8): Flow Chart - ("3800") Fan(s) On At All Times (4 of 4)

This unit is a flexible blade assembly designed to flex blades as engine RPM increases. As RPM increases, blade pitch decreases, thereby saving power and decreasing noise level. Keep fan belt adjusted to proper tension as necessary. (Scheme 9)

Flex Blade Fan Assembly. Scheme 9

Most air conditioned models use a thermostatically controlled fluid fan and torque control clutch. Thermal control drive is a silicone-filled coupling connecting fan to a fan pulley, and is operated by a control valve. The Control valve is operated by a temperature sensitive bi-metallic coil (or strip) and controls flow of silicone through the clutch.

During periods of operation when radiator discharge air temperature is low, fan clutch speeds are slowed, decreasing load on fan belt. High radiator discharge air temperature causes bi-metallic coil or strip to allow a greater flow of silicone to enter clutch. This increases drag between driven member and driving member resulting in a higher fan speed and increased cooling.

Thermostatically Controlled Fan Assembly. Scheme 10

Note. Shown with stamped face and bi-metal coil spring.

TESTING

1. In cases of engine overheating or insufficient airconditioning start with a cool engine to ensure complete fan clutch disengagement. Cover radiator grille sufficiently to induce high engine temperature.
2. Start engine and operate at 2000 RPM. Turn on air conditioning (if equipped). A fan roar will be noticed when fan clutch engages. NOTE: It takes approximately 5-10 minutes for temperature to become hot enough to allow engagement of fan clutch. While operating engine under this condition, observe temperature light or gauge to prevent overheating. If car overheats, remove cover from radiator grille.
3. When clutch engages, remove radiator grille cover and turn A/C off to assist in engine cooling. After several minutes fan clutch should disengage. This can be determined by a reduction in fan speed and roar. If fan fails to function as described, it should be replaced.