|
After finally experiencing the melted connector on my corvette, I decided to upgrade to a more reliable solution that won't derate with high under hood temperatures.
I ended up going with a Anderson Power connector rated at 75A. https://imagizer.imageshack.us/v2/12...539/VN0DH7.jpg If you are interested you can read my post at the link below. http://www.corvetteforum.com/forums/...connector.html |
I wonder why those factory connectors fail. Hard to imagine that it is simply current draw. The Corvette fan is said to be 400watts, so it should draw less than 35 amps. Heat? Moisture? Other causes of failure?
As I posted, I plan to use the Delphi GT480 series connector, which is rated at 42 amps. Where did you source the 3 cavity Anderson connectors and terminals? Andrew |
Quote:
Got my parts from Mouser. Detailed parts list is in my corvette forum thread. Total cost was less than $35 for the connectors and terminals. |
Quote:
http://forums.holley.com/showthread....ling-Fan/page2 Andrew |
Quote:
Factory fans are rated in watts, stock C6 fan is a 400W (so @ 12.5 volts = 32 amps). Newer 850W fans we've been using on higher output applications are ~68 amps (850/12.5). They use the connector that was shown a couple posts back. That and 10mm wire (between 6 and 8 ga). Have to consider generator output capability with all the high electrical loads. Another benefit of PWM fans is they never have onrush of current draw since they ramp-up to output. Discrete fans can have considerable spike in amperage when turning on. (hard on electrical, idle stability, etc.) Dave |
Quote:
|
Just saw this on FB, here is another option for integrating the GM AC pressure switch. https://www.facebook.com/pages/BP-Au...53192731414826 BP Automotive sell a dryer that has a metric port built in.
|
Today I finished the mounting of my C6 fan to my radiator and I filled the coolant system. Started the engine and brought it up to temp. The fan gently started to run as the temps rose. It was beautiful.
Does anyone have an idea of what the ramp up table might look like? Andrew |
|
Is there a % vs. VSS table? What's the thermostat temp on the Corvette?
Andrew |
I only see fan speed related to temp & to AC pressure. I dont know if fan speed related to VSS exists or not, maybe there & I just dont know where it is in the tune.
|
Quote:
http://i1101.photobucket.com/albums/...ps0fn4uxia.jpg Quote:
|
I just got my 17" brushless fan and I am going to try to figure out how to have my factory ECM control it. Since these brushless fans are supposed to be factory on the 2014+ Corvette, I was able to compare the 2014 tune for brushless fan against the pre 2014 fans that have a separate PWM controller as seen in this thread.
In HPTuners the 2014 fan is listed as a PWM EV fan operating at 100Hz where the pre 2014 fans are PWM electric operating at 128Hz. I'm thinking that I can just change the fan type and frequency in my tune and it should work. Any thoughts? http://i1101.photobucket.com/albums/...psfgm315se.jpg http://i1101.photobucket.com/albums/...psqqg5j5ma.jpg |
Quote:
Andrew |
I have a little update. I've been driving the Cougar quite a bit and working on the tune, so I decided to play with the fan settings a bit. I had the fan set to 40% in the 190 and 200 degree cells, but I wanted to see how low I could go with the fan speed at idle and still maintain temps in the 193-195 range. So I lowered fan speed to 25% in the 190 and 200 degree cells and let the car idle for 5 minutes. No change in temps. This fan just kicks ass...
I also scaled the temps above 40 mph so that the fan doesn't kick on at all until 200 degrees. I think for me, having a hole in the hood helps a lot...LOL My ultimate goal is to cycle that fan as little as needed... Andrew |
Great info here guys!
|
Quote:
Bottom line, the factory ECU can control these fans. Since I had already replaced by previously burnt up fan connector I was able to quickly connect the brushless fan to my car with another connector. Its just as simple as connecting the B+, B-, and PWN wires together. The factory ECM commands 128Hz, and the brushless fan is recommended for 100Hz. SPAL tech support says 128 should be OK, but 100Hz would be optimal. This can easily be changed with HPTuners or EFI Live. Changing the PWM type was not required. PWM Electric is what is required, not PWM EV like the C7 Corvette. Once connected I fired up the Tech2 and commanded the fan on. Below you see it running at 90% duty cycle. I had the fan facing down to create restricted airflow (to simulate radiator, condenser and heat exchanger). Notice it only dropped .3v at 90%. Not bad considering the vehicle wasn't even running. I didn't have time to test fit Dewitt's fan shroud with my EForce. Hopefully it fits, it's a beautiful shroud. But if it doesn't fit I might be able to make the brushless fan work with the original shroud with an adapter. The fan blade is the same dimension as the OEM blade, but the motor is a little smaller in diameter. I'll cross that bridge when I have to, if I have to. Hopefully the Dewitt's shroud doesn't interfere with my coolant lines and I don't have to. |
Quote:
|
Quote:
|
Quote:
|
Quote:
|
After a considerable amount of debugging, testing components, and general frustration and angst... I called GM Powertrain today.
Here's why: my system doesn't work. I can get discrete fans to work, no problem. But not a PWM fan. I've tested all the components individually and together. I built test harnesses and even sent my fan controllers off to be individually tested by a small company in Wisconsin. All work fine. Today, I got the GMPP help number and talked with tech support. They tell me that the fan PWM circuit is disabled in the GMPP crate motor ECMs in an effort to simplify tech support and reduce warranty claims. So: you guys with GMPP crate motor E67s... how did you get your PWM fans to work? |
Related: I called back and asked about AC pressure input support, along with reverse lockout.
The tech claimed there was no AC pressure support, and wasn't sure about reverse lockout. I managed to get him to take the action to ask Engineering, and I'm to get an email response. |
So, here's what I've learned last night/today. My E67 (GM PN 12636660) started life intended for 07-08 Hummers. I think it's true that 07-08 E67s are incompatible with OS's written for 09+ E67s.
Given that, it seems I'm stuck. Getting a later E67 and a newer OS (like from a ZR1) is beyond my current abilities, I think. I have read that HPTuners has an OS patch to support PWM fans, but I can't seem to find any such animal. Anyway, that's the situation as I see it. Am I wrong? Would it be doable to get GM's ZR1 tune working with my crate motor LS9 if I got a newer E67? Paging Dave Mikels, paging Dave Mikels. Dave Mikels to the E67-challenged section, please! thanks! |
The GM tech was right. The ECU isn't reading the A/C pressure.
And, so, continuing on with this thread where I'm talking to myself, I've picked up a salvage yard E67 (from a 2011 Malibu) and it's on its way to Austin where I'm having a 2011 ZR1 OS loaded on it. From there, I'll move my GMPP LS9 tune to the ZR1 tune. I'm hopeful that this new setup will read A/C pressure and support PWM output. |
Thanks for posting john.
|
Quote:
|
Quote:
|
Another (related) question: does anybody have a line on the voltage vs pressure map of the GM AC refrigerant sensor (AC Delco pn 15-51258)? I've been in contact with a vendor about a standalone fan controller for AC and engine coolant temp.
I've done some googling without much luck, though why I would expect anything other than bad luck is a good question. :bang: |
Quote:
Don |
1 Attachment(s)
Sensor data, just pulled from the car:
|
Quote:
|
Thanks for explaining it. I was puzzled a little. Pretty clever measuring it in the car.
Don |
Quote:
|
Quote:
https://www.omega-usa.com/client/ima...ns%20Flyer.pdf |
Thanks! My lab data was close enough, but I appreciate the engineering data.
I'll use the official data, rather than my experimental stuff. |
Finally.
I bought a salvage yard E67 off a V6 Malibu, sent it to a fellow in Austin TX who flashed a 2013 ZR1 OS on it, picked up a special copy of HP Tuners (2.25.xxx, still in beta), and copied my tune from the crate motor tune, and wrote the calibration out. Voila, PWM fans. Finally. Geez, what a bunch of walls to knock down! Net: The GMPP crate motor E67 OS does not and can not support PWM fans or AC pressure sensors. You have to use a late model passenger car E67 or E38 and OS, and deal with all the extra equipment implied in that. I've got a bunch of work left to deleted all the DTCs that don't apply, plus puzzle out all the differences in the tuning tables. |
Glad you got it fixed.
The question I have is this, Mikels reworked the E67 for the Lous Change car, and I thought that was a GMPP harness and ECM for the LS9, so what did he do that you didn't? |
Thanks Donny.
Quote:
|
Yesterday, I transferred the tune from the old GMPP file to the new ZR1 OS tune file. I moved every single table, one by one, and did a complete audit of all the DTC codes and their behaviors. The end result was unexpected, in a good way.
I finally fired up the car, monitoring all the usual parameters, including fan desired/fan %/AC pressure. With an identical tune (as near as I can tell) the car runs better. The idle is smoother, throttle response is better, TPS % at idle is better (27% to 19%), fuel trims are markedly improved, and O2 voltages are smoother. There's no doubt the car runs better with the ZR1 OS than with the GMPP OS, with an identical tune. Oh, and the fans function perfectly. AC and ECT desired both work exactly as documented. Anyway, after 4 weeks' delay, the project is back on track. I'll never use a GMPP crate controller or OS again. From now on, I'll make my own harness, and get my own controller. |
| All times are GMT -7. The time now is 06:18 AM. |
Powered by vBulletin® Version 3.8.11
Copyright ©2000 - 2026, vBulletin Solutions Inc.
Copyright Lateral-g.net