Question about BMW 318

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My 1998 bmw 318ti is heating it has a original radiator fan does not turn on it a 2 speed fan high and low one speed to cool the motor and other speed for the air condition.i change the radiator fan swicth and the fan still dosen"t turn on to cool the motor,only the fan turn on whit air codition.

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Hi! The problem will not be on the switch but the radiator fan itself. The radiator fan motor is surely faulty thats why it doesnt turn no matter what you do. You will have to replace the radiator fan to cool down the engine. Hope this helps and have a good one!

Posted on Jul 24, 2010

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Fan is not working on 2001 Chevy Silverado 2500 truck radiator fan motor?


The engine cooling fan system consists of 2 electrical cooling fans and 3 fan relays. The relays are arranged in a series/parallel configuration that allows the powertrain control module (PCM) to operate both fans together at low or high speeds. The cooling fans and fan relays receive battery positive voltage from the underhood fuse block.
During low speed operation, the PCM supplies the ground path for the low speed fan relay through the low speed cooling fan relay control circuit. This energizes the low speed fan relay coil, closes the relay contacts, and supplies battery positive voltage from the low fan fuse through the cooling fan motor supply voltage circuit to the left cooling fan. The ground path for the left cooling fan is through the cooling fan s/p relay and the right cooling fan. The result is a series circuit with both fans running at low speed.
During high speed operation the PCM supplies the ground path for the low speed fan relay through the low speed cooling fan relay control circuit. After a 3 second delay, the PCM supplies a ground path for the high speed fan relay and the cooling fan s/p relay through the high speed cooling fan relay control circuit. This energizes the cooling fan s/p relay coil, closes the relay contacts, and provides a ground path for the left cooling fan. At the same time the high speed fan relay coil is energized closing the relay contacts and provides battery positive voltage from the high fan fuse on the cooling fan motor supply voltage circuit to the right cooling fan. During high speed fan operation, both engine cooling fans have there own ground path. The result is a parallel circuit with both fans running at high speed.
Your best bet would be to take your vehicle to a qualified repair shop !
Relay Driven Dual Cooling Fan Diagnostics

Aug 19, 2016 | 2001 Chevrolet Silverado 2500

1 Answer

How do I fix cooling fans that run when car is off


Replace the fan relays. The Radiator Cooling Fan Motor Relay is located: Under hood, driver side, front side of strut tower, mounted in relay panel
Application:
High speed The Radiator Cooling Fan Motor Relay is located: Under hood, driver side, front side of strut tower, mounted in relay panel
Application:
Low speed,here's a new part.
http://www.autozone.com/cooling-heating-and-climate-control/relay-radiator-cooling-fan-motor/duralast-relay-radiator-cooling-fan-motor/plymouth/voyager-2wd/1996/6-cylinders-3-3-0l-mfi/412240_0_0

Sep 22, 2015 | 1996 Plymouth Voyager

2 Answers

FANS WONT COME ON ,,ALL FUSES,RELAYS AND ELECTRIC FAN MOTORS ARE NEW,,THERMOSTAT IS GOOD,,WHERE IS ELECTRIC FAN TEMP SENSOR LOCATION


op
why not post symptoms first and not a barrage of parts.
must we decode that to a symptom,. kinda hard right.

I will not guess. what is wrong, nor what is not working on your car. now what fans you are talking about, up to 4 fans on cars.

cab blower fan (wild guess blower is ok) and so is HVAC, ?
radiator fans
Condenser fan.

my wild guess to , engine over heats?????????
if yes, the scan it first. no not last FIRST.
it dont work like you think its not a 1988 Samurai.
sorry,
on modern cars, they got smarter, the engine goes
gee the PCM knows water temp why have a fan temp regulator.
hark , now it dont. (saves cash on useless parts)
but has a relay , (well until you have my car and the relay is now 100% electronic, called a huge transistor)
we've used this tech in industry for years, but car makers just learning how still.
i digress. but evolution and history helps diagnosis.
what is there?

Ill look for you, ive posted this 100s of times
the book is 4 bucks to see online. the real deal
lets look now.
XL-7 (the dash matters big time)
answering for , overheats engine, and fans on RAD dead.
(some are staged, PCM brains... now. and also chain ops based on if A/C is on or not) facts.
first I see 2 fans... ok.
the next page shows nice block diagram of the fan system
yup, NOT Simple.

ill post those words for you.
"The engine cooling fan system consists of 2 electrical cooling fans and 3 fan relays. The relays are arranged in a series/parallel configuration that allows the engine control module (ECM) to operate both fans together at low or high speeds. The cooling fans receive positive voltage from the cooling fan relays which receive battery positive voltage from the underhood fuse block.
During low speed operation, the ECM supplies the ground path for the low speed cooling fan relay which is fan 1 relay through the low speed cooling fan relay control circuit. This energizes the low speed fan relay coil, closes the relay contacts, and supplies battery positive voltage from the fan 1 fuse through the cooling fan motor supply voltage circuit to the left cooling fan. The ground path for the left cooling fan is through the series/parallel relay which is fan 2 relay, and the right cooling fan. The result is a series circuit with both fans running at low speed.
During high speed operation the ECM supplies the ground path for the low speed fan relay through the low speed cooling fan relay control circuit. The ECM grounds the high speed fan relay, which is fan 3 relay, and the series/parallel relay, which is fan 2 relay through the high speed cooling fan relay control circuit. This energizes the series/parallel relay coil, closes the relay contacts, and provides a ground path for the left cooling fan. At the same time the high speed fan relay coil is energized closing the relay contacts and provides battery positive voltage from the fan 2 fuse 1 on the cooling fan motor supply voltage circuit to the right cooling fan. During high speed fan operation, both engine cooling fans have their own ground path. The result is a parallel circuit with both fans running at high speed.
When the request for fan activation is withdrawn, the fan may not turn OFF until the ignition switch is moved to the OFF position or the vehicle speed exceeds approximately 16 km/h (10 mph). This is to prevent a fan from cycling ON and OFF excessively at idle.
end quote.

i bet you didnt scan it , like 99.9 % of all posters here dont.
DTC Descriptors
DTC P0480: Cooling Fan Relay 1 Control Circuit
DTC P0481: Cooling Fan Relay 2 Control Circuit
DTC P0691: Cooling Fan Relay 1 Control Circuit Low Voltage
DTC P0692: Cooling Fan Relay 1 Control Circuit High Voltage
DTC P0693: Cooling Fan Relay 2 Control Circuit Low Voltage
DTC P0694: Cooling Fan Relay 2 Control Circuit High Voltage
Diagnostic Fault Information

is the ECT showing overheat, yes no?
if yes, it must operate a fan or 2.
the book even covers all tests for fans dead, in a large truth table.
both the FSM and alldata.com have that, its no secret ,its published in 4 major places.

lets back up
if the engine coolant is low (no that side tank the engine and rad)
the ECT will lie. if that happens the fans may not come one
that is because the ECT is useless measuring air, for water.
that water must touch ECT for ECT to work.
this is FIRST
then scan the ECT does it show overheating, IT must if it IS overheating. fix that next if it lies to you,(IR gun in hand)

The system has staged fans.
i cant find the trip points in my crappyy online pages.
but is like 225f then 250f trips. is my guess...
about. if the engine over heats, check fuses first then scan it.
it will simply tell you why its bad.
eg, fan1 output dead.
or if you hot wire a fan and its dead, then it is.
(only on cars with non modulated fans,,hot wire them,else not.)

now the link to the 4 buck real book.
the non dash XL7 (my guess) you this pick yourself... cant see car.
https://suzukipitstopplus.com/Products/10182-2007-xl7-service-manual.aspx

this is how it really works
the ECU has software that decide trip points for fans.
hard coded, this is. based on how hot it is and if A/C is on not.
its way smarter than 1988 and better.
the DTC errors can see an open line, shorted to ground or stuck 12v.(runs all time error)
(tells you relay is good or not)

25839272-0kjd5huq4lpr130nt243wle5-3-0.jpg no scanner no joy , sorry, tis a fact.....

25839272-0kjd5huq4lpr130nt243wle5-3-2.jpg

Aug 27, 2015 | 2007 Suzuki XL-7

2 Answers

Where is the fuse for motor fan in uplander 2006?


there is 2 fuses that you have to check
one will be in the big fuse assembly in the engine bay, the other probably in the fuse assembly in the cab
If they prove ok then it is possible that the coolant temperature SENSOR is faulty and needs replacing
don't confuse it with the temperature sender which operates the temp gauge.

Aug 10, 2015 | 2006 Chevrolet Uplander

1 Answer

I have an 05rendezvous,need to locate switches for cooling system,fans aren't co ming on & now I'm going to need a new radiator,cuz plastic broke.But it broke before fans gave out.Which I changed stat


The engine cooling fan system is controlled by the body control module (BCM) and the powertrain control module (PCM) or engine control module (ECM). The BCM performs the calculations as to how long, when and what speed the cooling fans should turn on. The BCM then sends a class 2 message to the PCM/ECM to engage the cooling fan relays. If there is a malfunction with the BCM, the PCM/ECM will control the engine cooling fans independently. The engine cooling system consists of 2 electrical cooling fans and 3 fan relays. The relays are arranged in a series/parallel configuration that allows the PCM/ECM to operate both fans together at low or high speeds. The cooling fans and fan relays receive battery positive voltage from the underhood accessory wiring junction block. The ground path is provided at G100.
During low speed operation, the PCM/ECM supplies the ground path for the low speed fan relay through the low speed cooling fan relay control circuit. This energizes the cooling fan 1 relay coil, closes the relay contacts, and supplies battery positive voltage from the cool fan 1 fuse through the cooling fan motor supply voltage circuit to the left cooling fan. The ground path for the left cooling fan is through the cooling fan 2 relay and the right cooling fan. The result is a series circuit with both fans running at low speed.
During high speed operation the PCM/ECM supplies the ground path for the cooling fan 1 relay through the low speed cooling fan relay control circuit. After a 3 second delay, the PCM/ECM supplies a ground path for the cooling fan 3 or S/P relay and the cooling fan 2 relay through the high speed cooling fan relay control circuit. This energizes the cooling fan 2 relay coil, closes the relay contacts, and provides a ground path for the left cooling fan. At the same time the cooling fan 2 relay coil is energized closing the relay contacts and provides battery positive voltage from the cool fan 2 fuse on the cooling fan motor supply voltage circuit to the right cooling fan. During high speed fan operation, both engine cooling fans have there own ground path. The result is a parallel circuit with both fans running at high speed.
The BCM and PCM/ECM command Low Speed Fans on under the following conditions:
?€¢
Engine coolant temperature exceeds approximately 106?°C (223?°F).


?€¢
A/C refrigerant pressure exceeds 1 310 kPa (190 psi).


?€¢
After the vehicle is shut off if the engine coolant temperature at key-off is greater than 140?°C (284?°F) and system voltage is more than 12 volts. The fans will stay on for approximately 3 minutes.

The BCM and PCM/ECM command High Speed Fans on under the following conditions:
?€¢
Engine coolant temperature reaches 110?°C (230?°F).


?€¢
A/C refrigerant pressure exceeds 1 655 kPa (240 psi).


?€¢
When certain DTCs set.


The three relays are located in the under hood fuse / relay box ! You need to have it checked for DTC'S -diagnostic trouble codes ! An you need a GM Tech 2 scan tool !
This diagnostic procedure supports the following DTCs:
?€¢
DTC P0480 Cooling Fan 1 Relay Control Circuit


?€¢
DTC P0481 Cooling Fan 2 and 3 or S/P Relay Control Circuit


?€¢
DTC P0691 Cooling Fan 1 Relay Control Circuit Low Voltage


?€¢
DTC P0692 Cooling Fan 1 Relay Control Circuit High Voltage


?€¢
DTC P0693 Cooling Fan 2 and 3 or S/P Relay Control Circuit Low Voltage


?€¢
DTC P0694 Cooling Fan 2 and 3 or S/P Relay Control Circuit High Voltage


  1. Install a scan tool.
  2. Turn ON the ignition, with the engine OFF.
  3. With a scan tool, command the Fans Low Speed ON and OFF.
Do the low speed engine cooling fans turn ON and OFF with each command?
Go to Step 3
Go to Step 4

3

Important:: A 3 second delay occurs before the powertrain control module (PCM)/engine control module (ECM) changes the cooling fan speed.
With a scan tool, command the Fans High Speed ON and OFF.
Do the high speed engine cooling fans turn ON and OFF with each command?

Aug 08, 2015 | Cars & Trucks

2 Answers

2004 Venture Chevrolet minivan cooling fan circut


Are you talking about the radiator fan? How hot does the engine get in degrees F? Some makes and models, the radiator fan won't turn on till about 220 degrees F. Check for applicable trouble codes, see if any code that refers to the radiator fan circuit or coolant temp sensor? Some of the national brand auto stores will check codes for free.

Of course, as far as overheating in general, you have the thermostat--water pump and other possible issues. Are you losing coolant?

Dec 14, 2014 | Chevrolet Cars & Trucks

2 Answers

1998 Jeep Grand Cherokee 5.9 V8. Radiator cooling fan motor burnt up. Need to find replacement. What we are finding only have 2 wires coming out of motor, we had 3. Connecting wires have 3. What do these...


Since the 5.9 electric fan motor cannot be purchased anywhere but from the dealership and for several hundred dollars, here's how I replaced mine. 1998-2000 Ford Crown Vics, Lincoln Town cars and Mercury Grand Marquis have exactly the same electric motor in them with a different style 3 wire connector. The part # at Autozone is PM9069, comes with a lifetime warranty and cost me 119.99 on 8-30-08. The only trick is getting the connector from the junkyard from one of the above vehicles. I got one from a Grand Marquis and a second from a Lincoln 100 feet away (I have 2 5.9s and I'm planning for the future on the second one). If you're really pressed for cash, take the motor from the junkyard too and hope it works. Watch the Lincolns as they have the correct motor and connector on the driver's side of the radiator and a second motor on the passenger side of the radiator which only has a 2 wire connector. If you get this connector and/or motor you'll only have hi speed or low speed depending on how you wire it, but not both. I cut the connectors off with about 6 inches of wire. The 2 connectors cost me $5. Once you've removed your old fan motor from the fan blade and the shroud and you have it sitting on the top of the radiator still plugged in, sit your new motor with the junkyard plug in it beside the bad motor. The center wire is the ground. I think the right wire was the high speed and the left wire was the lo speed. The high speed wire is the red with white stripe wire. It doesn't really matter as the Lincoln wiring is a different color. As long as you cut the left or right wires at the connector on the harness side of the connector ONE at a time, strip it and attach it to the same left or right stripped wire on the connector on your new motor, it works perfectly. At the very least, put a piece of masking tape labeled either left or right on the two wires since it's easier to cut all three and then solder with the old motor out of the way. You need to solder these wires as there's a lot of juice going through them. Wire nuts will get corrosion in them and you'll have problems a couple years down the road. A pencil soldering isn't really hot enough. You need one of those trigger ones that get real hot as these wires are good size. If you happen to mix up the wires on your electric motor, it won't hurt anything. When the sensor in the driver's side upper radiator hose turns on the fan to low, it will always run on high speed instead of the intended low speed. The high speed sensor in the passenger side lower hose will basically not be doing anything because it would actually be turning on the low side of the motor. The high and low are seperate in the motor. You do not need the low side running to get the motor onto high. I've heard this debated and ran my new motor on high and low seperately with jumper cables to find out before I installed it. The only other consequence of incorrect wiring is when the AC is on which normally runs the fan on low, it will now run on high. It doesn't hurt anything and cools better, but it is noisier. I considered wiring it backwards on purpose to get more cooling earlier, but finally decided to wire it correctly and let the sensors do their job. You won't have any problems as long as you still have the original 150 amp alternator in there(56041 394AA on the silver sticker). You can't buy the 150 amp alternator at the parts stores. If somebody's put in a 90, 117, or 120 amp you could have some dimming when the fan kicks on. The 136 amp which is the biggest the parts stores list for a 96-98 grand cherokee would probably be okay. When the 150 amp ones go bad, it's fairly simple to put new bearings and brushes in them. The hard part is getting the pulley off. If you still have the factory thermostat in your 5.9 (it runs 210 on the temperature guage ALL the time), you'll notice your electric fan never shuts off. That's probably contributed to these fans burning up and seizing. The low side kicks on around 200 and the high side about 215. So with the original thermostat, the fan is on low as soon as the thermostat opens and never shuts off. Both my 5.9's had the fan running all the time when I purchased them, one with 22,000 and the other with 48,000 miles. Of course I ran to the dealership for a new sensor in the top radiator hose for one of them which did exactly nothing to fix the problem. I finally unplugged the harness from the low speed sensor, filled the sensor and harness connector with grease to keep out the corrosion, zip tied it to the power steering hose, and I've run both of them for 8 years or so with just the high speed sensor cooling things down. When the water pump went bad in one of them 2 years ago at 160,000 miles, I put in a 185 degree thermostat as well, plugged the sensor back in, and now it works perfectly. By the way, the 25 degree drop in temperature really cut down on my heat in the winter. If you live north of I-80 or so, I'd leave the original thermostat in there. Or go to a 195 degree thermostat. That's going to be real close on whether the fan will be running all the time or not. It should be okay, but you'll have the fan coming on every two or three minutes in city driving. What really wears these fans out is miles. When you're driving down the road and the fan is not running, it's still spinning like crazy in there from the air going through the radiator, and that's accumulative wear on the bearings. Back to the soldering, if you want a neat looking job, slide some shrink tubing on the wiring before you hook them together and shrink it down when you're done or use electrical tape. I ended up with 8 inches or so of excess wiring which I have zip tied to the radiator support just below the radiator cap. Now you've got a fan motor with a lifetime warranty. If it ever goes bad, you get a free one. Hope this helps other 5.9 owners, because I searched in vain for 3 months for a way to fix this. It wasn't until a Jeep mechanic mentioned certain Ford big cars had a motor like the bad one I was carring around that I got pointed in the right direction and found the years and models on my own. I was driving it around without a fan because I live in the country without much traffic. If you live in the city, you couldn't do that or risk melting the engine down.

May 17, 2010 | 1998 Jeep Grand Cherokee

1 Answer

When I switch on the ignition sometimes the 318ti ,1998 don't start. The starting motor turns over but the radiator fan does not turn. the starting motor does not click in. someone told me that it may be...


The solenoid sends power to engage the starter to turn the engine. Also the starter may not be kicking out to start all the time. Either way these two are usually connected together and will be together when you purchase a new starter. The fans turn on after your car reaches a certain temp, to cool the radiator down. It's not like the older cars that turn all the time with a belt pulley system. Newer cars have relays and sensors that signal "getting hot, turn fans on".

May 09, 2010 | 1997 BMW 318

1 Answer

I'm trying to find out how many cooling fan relays are in a 1999 Ford Taurus SE with the 3.0L Vulcan OHV engine. This model year has done away with the CCRM (Constant Control Relay Module), so the relays...


fuse #9 protects the 2 cooling fan relays.

It looks like the hgh speed cooling fan realy is in a thin box mounted sideways between the battery and fender.

It has high speed relay, autolamp relay, autolamp headlamp relay, horn relay, washer motor relay, wiper hi/lo relay, wiper park relay.

Section 03-03: Engine Cooling 1999 Taurus, Sable Workshop Manual
DESCRIPTION AND OPERATION Electrical System NOTE: With A/C ON, the cooling fan motors will run continuously. Cooling fan motors will not cycle ON and OFF with A/C clutch (2884) .

NOTE: An exception to this is when vehicle speed is over 61 km/h (38 mph) and coolant temperature is below 100°C (212°F), and A/C head pressure is below 1.71 MPA (250 psi). The cooling fan motors will then automatically shut off.

The cooling fan motors are mounted within a fan shroud (8146) behind the radiator (8005) .

Engine Cooling Fan Control CCRM Applications The PCM monitors certain parameters (such as engine coolant temperature, vehicle speed, A/C on/off status, A/C pressure, etc) to determine engine cooling fan needs. The PCM controls the fan operation through the Fan Control (FC) output (single speed fan applications) or the Low Fan Control (LFC) and High Fan Control (HFC) outputs as shown in Table 2. Although the fan control (FC), low speed fan control and high speed fan control relays are normally open relays, the FC/LFC circuit is wired through a voltage inverter inside the CCRM. The voltage inverter ensures that the PCM must turn on (ground) the FC/LFC output to turn the fan off. This is done so the cooling fan will operate in the event of an open FC/LFC circuit.

Stand-Alone Fan Control Relay Applications The PCM monitors certain parameters (such as engine coolant temperature, vehicle speed, A/C on/off status, A/C pressure, etc) to determine engine cooling fan needs. The PCM determines engine cooling fan control requirements and controls the fan operation through the Low Fan Control (LFC) and High Fan Control (HFC) outputs (Table 3).

Jun 29, 2009 | 1999 Ford Taurus

2 Answers

Engine over heating


You may need to replace your gaskets and seals now. also, get your block checked to make sure its okay...

Jun 03, 2009 | 1996 BMW 318

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