COOLING

COOLING
SYSTEM
SYSTEM
CONTROL TYPE

A. Inlet Control Type

Beta
Alpha DOHC
Epsilon
Delta
Sigma
Sirius-II

B. Outlet Control Type

Alpha SOHC
Sirius
Orion
INLET CONTROL TYPE

DIAGRAM

RADIATOR

W / PUMP

CYL / HEAD CYL / BLOCK

THERMOSTAT

BY PASS VALVE T/BODY

HEATER
OUTLET CONTROL TYPE

GENERAL DIAGRAM

THERMOSTAT
WATER
PUMP

CYLINDER

ECT SENSOR

RADIATOR

RADIATOR FAN
COMPARISON

Inlet & outlet

120
TEMP (C)
100

80
Inlet
60
Outlet
40

20

0
TIME (SEC)
FUNCTION OF COOLING SYSTEM

About 1/3 of the total heat generated leaves the engine with
the exhaust gas. The remaining heat stays with the engine in
the pistons, cylinder walls and head assemblies. The heat
generated in the cylinder can reach temperatures of 2200
degrees C. In order to lower temperature, water box (jacket)
has been placed throughout the engine assembly for water
to flow and decrease engine temperature. The heated water
is directed to the radiator for it to cool then recirculated
throughout the engine again.
COOLING FAN CONTROL SYSTEM (EF,XG)

DESCRIPTION

1. Cooling fans(Rad. fan and Con. fan) are controlled by

ECM through 6 relays

2. Each Cooling fan is controlled with 3 speed

3. Factors of fan speed control are vehicle speed,

coolant temperature and A/C.
COOLING FAN CONTROL (EF,XG)

BLOCK DIAGRAM

Rad. fan
VSS

ECM Junction
ECT box
sensor
6 relays

A/C
Con. fan
COOLING FAN CONTROL (EF,XG)

VSS ECM
4 1 2 2 2
ECT
0 8 4 3 5

LOW S/W HIGH

MIDDLE S/W
FAN-LO
FAN-HI
TRIPPLE S/W

S/W
M

CON. FAN Relay

MOTOR Box
M THERMO
S/W
RAD. FAN
MOTOR

A/CON BLOWER
S/W MTR

* Middle s/w : over 15.1 0.8 kg/ -ON

under 11.5 1.2 kg/- OFF
COOLING FAN CONTROL CIRCUIT (EF,XG)

Junction box

CON 20A RAD FAN

ECM HI
B+
RAD 30A
RAD FAN HI2 L-
H-

B+ H+
CON FAN HI2
ECM LOW

RAD FAN LOW

GND
GND

RAD FAN HI1

B+

Control L-
relay H-
CON FAN HI1

H+

CON FAN LOW CON FAN

A/CON
COOLING FAN CONTROL (LC, XD, FO, SM, FC)

LC cooling fans are controled 2 speed(low, high) by ECM through 3

relays.

ECM determines cooling fan speed by vehicle speed sensor signal,

coolant temperature sensor signal, A/C middle switch and A/C
switch.

Fans run with high speed if ECT sensor faulty or VSS faulty
COOLING FAN CONTROL (LC, XD, FO, SM, FC)
COOLING
FAN
CONTROL
(LC, XD, FO,
SM, FC)
COOLING FAN CONTROL

Cooling fan control depends on driving condition

Controller : Fan are driven by duty signal from ECM
Fan operation noise decreased( 3~6dB )
Electrical power consumption ( 2.5~5.5A decreased)
Fuel economy increased( 1% )

ECT SENSOR + DUTY

E
SIGNAL
COOLING
VSS C FAN
CONTROLLER
M
A/C
PWM(PULSE WIDTH MODULATION) CONTROL

FAN CONTROLLER
ECM
B+
5V
DUTY SIGNAL + RAD
+

CON
_

L
256
COOLING FAN CONTROL

1. TPS output voltage > over 4.1V

(sudden acceleration)
ECT sensor < 110
: During 5second OFF

2. Engine stop & cranking : OFF

3. ECT sensor fault : 100% DUTY

RADIATOR FAN CONTROLLER
COOLING LOGIC
1. A/C OFF UNIT : %
VSS
LESS OVER
ECT

LESS

OVER
COOLING LOGIC
2. A/C ON UNIT : %
VSS

VSS
LESS OVER OVER
ECT

LESS

OVER

OVER
ECT SENSOR
The engine coolant temperature sensor is
installed in the engine coolant passage of the
cylinder head, detects engine coolant
temperature and emits signals to the ECM.

The ECT employs a thermistor which is sensitive

to changes in temperature. The electric
resistance of a thermistor decreases in response
to temperature rise.

The ECM judges engine coolant temperature by

the sensor output voltage and provides optimum
fuel enrichment when the engine is cold.
ECT SENSOR

CIRCUIT

Resistance
Temperature

ECM 5V

Output voltage
SENS'G

Temperature
WATER PUMP

For a cooling system to operate effectively, it must have the ability

to circulate the coolant. Engine temperature needs to be
controlled to maximize engine tolerances and to insure good
lubricating conditions.

Bearing

Impeller
WATER PUMP

If oil is too cool or too hot, inadequate lubricating conditions exist

that could result in scuffing and other wear problems. Water
pumps are usually belt driven off a crankshaft pulley. Water
pumps are die cast housing construction with a stamped steel
impeller. The pump has an inlet that leads to the center of the
impeller. The water pumps of the centrifugal-type will pump the
water outwards to the impeller tips. This flow of water is then
discharged through an outlet in the pump and into the cylinder
block. Once in the engine block it will circulate over the outside of
the cylinders and then flow upward into the cylinder head, intake
manifold and heater core.
THERMOSTAT
The thermostat has the responsibility of regulating the coolant
temperature in the engine. When the coolant is not up to operating
temperature, the thermostat will not allow the coolant to go on to
the radiator. Instead, the coolant will be directed back to the water
pump to be recirculated through the engine to be heated to
operating temperature. Think of the thermostat as a valve that
opens when its hot and closes when its cold. When the engine
water does reach the rated temperature of the thermostat, the
valve will open and direct water to the radiator for cooling.

Open Close
THERMOSTAT
The inside air of coolant passage
must be vented through the jiggle
Jiggle valve in order to prevent the
Valve engine from overheat.
The jiggle valve opens by weight
of jiggle valve when the air exists
around the jiggle valve. The air
can be vented through the jiggle
valve hole. The jiggle valve closes
when the water is reached to the
jiggle valve. If the jiggle valve is installed on bottom side, it blocks
the its hole before air ventilation. The thermostat can not open even
if the coolant temperature is over than opening temperature,
because the coolant can not be reached to the pellet by air.
Therefore, jiggle valve should be located on top side.
RADIATOR

The radiator's only function is to transfer heat from the coolant to

air by radiation. The construction of a radiator is rather simple.
There are long water tanks that are connected by thin tubes and
attached to these tubes are fins for the purpose of absorbing heat
to be cooled by air. The two most common types of radiator
constructions are the tube-fin and the ribbon-cellular.
Radiator assemblies can be made from a variety of materials. The
most common materials are copper, brass, plastic or aluminum.
RADIATOR

Construction of a
ribbon-cellular
radiator core

Construction of
tube and fin radiator core
RADIATOR CAP

The purpose of the radiator cap is to seal the radiator to prevent

contaminants from entering and to pressurize the cooling system.

Pressure Valve open Vacumn Valve open

Pressure and Steam Atmospheric Pressure
Overflow tube enters overflow tube
RADIATOR CAP

The reason for pressurizing the cooling system is to raise the boiling
point of the anti-freeze. The boiling point will increase by pressure. A
pressurized system can run hotter and dissipate heat better for
improved cooling.
The pressure relief is spring loaded to maintain 1~ 1.25 kg/cm2 and
release any pressures that exceed this operating pressure. The
valve is equipped with a rubber seal that seals the lower hole in the
filler neck of the radiator. The by-passed coolant or steam will go out
through a hose that is attached to the side of the filler neck and into
a recovery bottle. In older vehicles the overflow would spill out onto
the ground.
RADIATOR FAN
The radiator has to have air flow
through it to be able to do its job. When
the vehicle is stationary or moving at
low speeds below 60 mph, there is
insufficient air flow for cooling to be
effective. Therefore, a fan is installed to
produce adequate air flow.
The fan on some vehicles is mounted on the water pump pulley shaft
and is belt driven off the crankshaft pulley.The shroud acts as a
suction chamber to draw more air through the entire radiator surface.
Without a shroud, the area that the fan would draw air through would
be restricted to the fan diameter. The fan shroud also prevents
underhood air from recirculating behind the radiator. Both functions
help to increase the flow of cool air through the radiator.