Refer to
Cell 20: Engine Cooling Fans
for complete circuit details.
Circuit Description
The cooling fan system in this vehicle provides for two separate modes of operation. These are the low speed fan and the high speed fan operating modes. The low speed mode operates both fans at half speed by using a series circuit configuration. The high speed mode operates both fans at full speed by using a parallel circuit configuration. These two operating modes are accomplished using 3 fan control relays.
This system which uses three relays to control two fan motors appears complicated. To aid in better understanding this system it is suggested to follow the circuits in the schematic as you read the description. This aids in understanding the two distinct modes of operating the relays and coolant fans.
The low speed fan operation is established when the PCM commands Fan Relay #1 ON by grounding circuit 335 with an internal driver (relays #2 and #3 are left OFF). This closes the relay switch and allows current to flow from the battery, through the switch contacts on circuit 409 to the Left Hand (LH) cooling fan. Current flow continues out of the fan motor on circuit 532 to relay #3. The un-energized relay #3 switch contacts allow current to flow to circuit 504. This provides power to the Right Hand (RH) cooling fan motor. The low side of the RH cooling fan completes the circuit to ground on circuit 250. This is a series circuit which allows half speed operation for each fan since each fan motor uses half of the supplied battery power.
The high speed operation is established when all three relays are energized. Relays #2 and #3 share the same control circuit to the PCM. This is circuit 473. As in the low speed mode, Relay #1 supplies current flow to the LH cooling fan on circuit 409. Current flow continues through the motor on circuit 532 to relay #3 which is now energized. The switch has now provided a path for current to flow through circuit 250 directly to ground. This circuit now only has the LH fan motor to power and allows it to run at full speed. Relay #2 is also energized and provides current flow on circuit 504 to the RH cooling fan. This fan now has its own dedicated circuit and will operate at full speed. This mode is operating as a parallel circuit.
Conditions for Running the DTC
| • | The engine speed is greater than 400 RPM. |
| • | The system voltage is between 6 volts and 18 volts. |
Conditions for Setting the DTC
| • | The PCM detects that the commanded state of the driver and the actual state of the control circuit do not match. |
| • | All of the above conditions present for a minimum of 5.0 seconds. |
Action Taken When the DTC Sets
| • | The PCM illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails. |
| • | The PCM records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the PCM records the operating conditions at the time of the failure. The PCM writes the conditions to the Freeze Frame and updates the Failure Records. |
Conditions for Clearing the MIL/DTC
| • | The PCM turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail. |
| • | A last test failed, or current DTC, clears when the diagnostic runs and does not fail. |
| • | A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic. |
| • | Use a scan tool in order to clear the MIL and the DTC. |
Diagnostic Aids
Important:
• Remove any debris from the PCM\TAC module connector surfaces before
servicing the PCM\TAC module. Inspect the PCM\TAC module connector gaskets
when diagnosing/replacing the modules. Ensure that the gaskets are installed
correctly. The gaskets prevent contaminate intrusion into the PCM\TAC
modules. • For any test that requires probing the PCM or a component
harness connector, use the Connector Test Adapter Kit J 35616
. Using this kit prevents damage
to the harness/component terminals. Refer to
Using Connector Test Adapters
in Wiring Systems.
| • | The following may cause an intermittent: |
| - | Poor connections; Refer to Intermittents and Poor Connections Diagnosis in Wiring Systems. |
| - | Mis-routed harness. |
| - | Rubbed through wire insulation. |
| - | Broken wire inside the insulation. |
| • | Using Freeze Frame and/or Failure Records data may aid in locating an intermittent condition. If you cannot duplicate the DTC, the information included in the Freeze Frame and/or Failure Records data can aid in determining how many miles since the DTC set. The Fail Counter and Pass Counter can also aid determining how many ignition cycles the diagnostic reported a pass and/or a fail. Operate the vehicle within the same freeze frame conditions (RPM, load, vehicle speed, temperature etc.) that you observed. This isolates when the DTC failed. |
| • | For an intermittent, refer to Symptoms . |
Cooling Fan Relay #1 Underhood Electrical Center Terminal Identification | |||
|---|---|---|---|
Front of Vehicle | |||
Driver Side of Vehicle | Control | B+ | Passenger Side of Vehicle |
Load | B+ | ||
Test Description
The numbers below refer to the step numbers on the diagnostic table.
-
Listen for an audible click when the relay operates. Command both the ON and the OFF states. Repeat the commands as necessary.
-
This test can detect a partially shorted coil which would cause excessive current flow. Leaving the circuit energized for 2 minutes allows the coil to warm up. When warm the coil may open (amps drop to 0), or short (goes above 0.75 amp).
-
Identify and test the relay coil terminals in order to avoid improper diagnosis.
-
Listen for an audible click when the relay operates. Repeat the procedure as necessary.
-
If you do not find any trouble in the control circuit or the connection at the PCM, the PCM may be faulty. However, this is an extremely unlikely failure.
Step | Action | Value(s) | Yes | No |
|---|---|---|---|---|
1 | Did you perform the Powertrain On-Board Diagnostic (OBD) System Check? | -- | ||
Does the relay turn ON and OFF when commanded? | -- | |||
Important: Replace the relay if the DMM goes to 0 during the current draw test. Does the current draw measure less than the specified value? | 0.75A | Go to Diagnostic Aids | ||
4 |
Does the DMM display infinite resistance? | -- | ||
Does the test lamp turn ON and OFF with each command? | -- | |||
6 | Probe the FC relay 1 B+ supply circuits at the underhood electrical center with the test lamp J 35616-200 connected to ground. Is the test lamp illuminated? | -- | ||
Does the relay turn ON when the control circuit is grounded and turn OFF when the control circuit is opened? | -- | |||
8 |
Did you find and correct the condition? | -- | ||
9 |
Did you find and correct the condition? | -- | ||
10 | Repair the relay control circuit. Refer to Wiring Repairs in Wiring Systems. Is the repair complete? | -- | -- | |
11 | Repair the relay B+ supply circuit. Refer to Wiring Repairs in Wiring Systems. Is the repair complete? | -- | -- | |
12 | Replace the relay. Is the replacement complete? | -- | -- | |
|
Important:: Program the replacement PCM. Refer to Powertrain Control Module/Throttle Actuator Control Module Replacement . Replace the PCM. Is the action complete? | -- | -- | ||
14 |
Does the scan tool indicate that this test failed? | -- | ||
15 | Select the Capture Info option and the Review Info option using the scan tool. Does the scan tool display any DTCs that you have not diagnosed? | -- | Go to the applicable DTC table | System OK |
