I would run two relays and split the wire to trigger both replays @ 86, tee the Vintage air into one 86 so the 1 fan comes on when the trinary trips to cool the condenser.

My thoughts also.

What wired are routed from inside of the car to the outside in the ac kit? Trying to make sure I have all my wires in my harness before I route it.

So far I have the signal wire from the ecu, 12v constant, 12v ignition.

After looking at it plenty of times i know i can wire both of my fans to come on by the GMPP kit when at Temperature and run a AC override to run both fans when the AC is on. Only issue is i can not figure out a diagram to only allow the AC to override one fan instead of both of them. GMPP kit turns fans on and off not only by temperature but also by speed

Its either

1. Dual fans controlled by GMPP and AC
2. Drivers side Fan with gmpp and Passenger side fan with AC

I want Dual Fans by GMPP and Passenger side only AC override

If the GMPP kit trigger wire goes to 86 and is split and i hook the trinary trigger one to one of the 86 relays wouldn't it actually supply both of the 86 relays? Its almost like i need a relay to that accepts two triggers

which one is correct? I need the AC override to be a 12v signal which my GMPP signal is.

Feed coming from the 30 post on the Vintage air relay?

http://i30.photobucket.com/albums/c3.../Scan%202.jpeg

Or feed coming from the 87 post on the vintage air relay?http://i30.photobucket.com/albums/c3...19/Scan_3.jpeg

Although speaking more about PWM fan control (see https://lateral-g.net/forums/showthread.php4?t=40215 ), the logic used by E38, E67, E40 is capable of running dual discrete fan output drivers as well as measuring AC pressure to determine fan operation.

If you run parallel / series fan relays with discrete outputs, you can run both fans @ 50% or both @ 100% based on ECT, oil temp, IAT, AC pressure. That way you are not faced with screaming fans when not needed. Integrating AC pressure into ECM allows trinary switch to control AC compressor, but AC pressure to determine fan requirements.

There are many times with AC operation 0-50% fan is required, so why wire any fan(s) to run full blast when not needed?

Dave

i hear you there. Rather not have the fans at full blast. Thing is before i start worrying about the fans speed i want to atleast make them work the way they need to work. The GMPP kit controls the fans also based on speed, the trinity switch controls the fans based on pressure.

Yes - I hate listening to fans running more than necessary!

There are no cal's based on veh speed for fan in GMPP software. And to incorporate AC pressure, you have to use an AC pressure sensor (same part used on many GM vehicles) wired to the ECM.

Trinary switch from Vintage air will still be used to control AC compressor.

Dave

yes there is. the GMPP unit will turn off and on based on vehicle speed

From the GM rep. I wasnt aware that the fans also turn off and on based on speed

There is just the one circuit to the fan , you can parallel this circuit to two fans as long as it does not draw more than 30 amps
This word doc is description and operation of the fan circuit

LS controller, cooling fan control

Fans turn on and off by 2 things, temperature and vehicle speed.

Vehicle speed less than 15 kph.
-If coolant temp goes above 95-97C, FAN ON.
-If coolant temp goes below 95-97C, FAN STAYS ON.

Vehicle speed above 15kph
-If coolant temp goes above 95-97C, FAN ON.
-If coolant temp goes below 95-97C, FAN OFF.

Vehicle speed drops below 5 kph
-If coolant temp goes above 95-97C, FAN ON.
-If coolant temp goes below 95-97C, FAN STAYS ON.

If the fan goes off once above 15 kph, and the temp stays below the trigger temp, the fans will be off below 5 kph and not turn on until the temp reaches the trigger.

Cycling the ignition will turn off the fan if the temp is below the trigger. Vehicle speed is needed to turn OFF the fan once it is turned on.

GM E67 controllers (same as used in GMPP GENIV crate engine kits) have 3 fan output drivers - only 2 of which I am aware of ever being used. They can be set up for discrete, PWM or electronic clutch (ala Trailblazer SS). However, whatever driver you select is for all outputs (cannot have FAN1 be PWM with FAN2 be discrete). You must also select in calibration how many fan output drivers you are using.

GMPP kit wires together FAN1 and FAN2 outputs (making it only have one output). You can separate these to drive separate relays and thus create parallel/series control for dual fans - or just have each fan either on or off.

There is no vehicle speed calibration in the fan ring. Strictly temperature based (ECT, IAT, oil temp, trans oil temp, AC pressure). All these inputs have calibration table of temp to % output. Whichever temp signal has the highest output % request wins - and that determines the fan output. If you are using two discrete outputs, one will engage @ 50%, the other @ 100%. PWM or electric clutch control are infinately controllable from 0%-100% (but none are cal's to 100% due to PWM modules not liking 100% on signal).

Hope this clears things up.

So how do i separate them since i only have 1 signal coming out of my fuse box and one relay built into the fuse box? Maybe what you are saying is what PCM of NC ends up doing?