om606.962 electric cooling fan
om606.962 electric cooling fan
50harleyrider
09-28-2016, 05:43 AM #1My W210 had an electric and a full time belt driven fan. I will be using only an electric fan(s) on my F150 conversion and I wanted to know if there is enough sensor on the engine to control the fan. I'm afraid the original ecu did the control based on temperature input from the sensor and also a trip from ac compressor. Anyone know the details? Will I have to use a stand alone thermostadt?
(09-28-2016, 05:43 AM)50harleyrider My W210 had an electric and a full time belt driven fan. I will be using only an electric fan(s) on my F150 conversion and I wanted to know if there is enough sensor on the engine to control the fan. I'm afraid the original ecu did the control based on temperature input from the sensor and also a trip from ac compressor. Anyone know the details? Will I have to use a stand alone thermostadt?
I would not eliminate the engine driven fan. On my conversions I build a custom fan shroud to use the engine fan with what ever radiator is in the vehicle. I have never had a cooling problem with this setup. You can't pull the same amount of air with electric fans.
The engine fan usually pulls air from the whole radiator core, were as the electric fans usually push or pull air from a smaller area.
The electric fans on the E-300 car are mainly for when the A/C comes on or on extremely hot days. Mainly due to the narrow grill air intake.
This one is for a Jeep Cherokee XJ with a OM 606, it has a narrow radiator but you get the idea.
(09-28-2016, 05:43 AM)50harleyrider My W210 had an electric and a full time belt driven fan. I will be using only an electric fan(s) on my F150 conversion and I wanted to know if there is enough sensor on the engine to control the fan. I'm afraid the original ecu did the control based on temperature input from the sensor and also a trip from ac compressor. Anyone know the details? Will I have to use a stand alone thermostadt?
I would not eliminate the engine driven fan. On my conversions I build a custom fan shroud to use the engine fan with what ever radiator is in the vehicle. I have never had a cooling problem with this setup. You can't pull the same amount of air with electric fans.
The engine fan usually pulls air from the whole radiator core, were as the electric fans usually push or pull air from a smaller area.
The electric fans on the E-300 car are mainly for when the A/C comes on or on extremely hot days. Mainly due to the narrow grill air intake.
This one is for a Jeep Cherokee XJ with a OM 606, it has a narrow radiator but you get the idea.
I plan on 2 thermostatically(200 on 180 off) controlled 14" high performance pusher fans. Race cars and trucks use them too. I like the idea of eliminating parasitic power of the belt fan. I should be able to get the sensor Baldur is referring to talk to the thermostat like it does the early model glow control. If not, I'll add a thermocouple between radiator fins. I can't see the OM606.962 making near the waste heat the crappy 5.4 gasser did anyhow. Diesel efficiency, right?
50harleyrider
09-29-2016, 04:58 AM #5Nice shroud. My problem is the 2 extra cylinders longer of the I6 caused the original fan to hit the radiator and it's just too much added work to move the drivetrain back 2" or the radiator/ac condenser/ tranny cooler forward 2".
I plan on 2 thermostatically(200 on 180 off) controlled 14" high performance pusher fans. Race cars and trucks use them too. I like the idea of eliminating parasitic power of the belt fan. I should be able to get the sensor Baldur is referring to talk to the thermostat like it does the early model glow control. If not, I'll add a thermocouple between radiator fins. I can't see the OM606.962 making near the waste heat the crappy 5.4 gasser did anyhow. Diesel efficiency, right?
(09-29-2016, 04:58 AM)50harleyrider Nice shroud. My problem is the 2 extra cylinders longer of the I6 caused the original fan to hit the radiator and it's just too much added work to move the drivetrain back 2" or the radiator/ac condenser/ tranny cooler forward 2".
I plan on 2 thermostatically(200 on 180 off) controlled 14" high performance pusher fans. Race cars and trucks use them too. I like the idea of eliminating parasitic power of the belt fan. I should be able to get the sensor Baldur is referring to talk to the thermostat like it does the early model glow control. If not, I'll add a thermocouple between radiator fins. I can't see the OM606.962 making near the waste heat the crappy 5.4 gasser did anyhow. Diesel efficiency, right?
Yes a diesel doesn't make nearly as much heat as a petrol engine at light loads, that's where the diesel is so much more efficient. A street car typically won't need fans at high loads as it will be going pretty fast to load the engine significally. However if you're towing heavy loads up the mountains and have tail wind, that's where you start to need fans at high loads.
Baldur Gislason
(09-29-2016, 04:58 AM)50harleyrider Nice shroud. My problem is the 2 extra cylinders longer of the I6 caused the original fan to hit the radiator and it's just too much added work to move the drivetrain back 2" or the radiator/ac condenser/ tranny cooler forward 2".
I plan on 2 thermostatically(200 on 180 off) controlled 14" high performance pusher fans. Race cars and trucks use them too. I like the idea of eliminating parasitic power of the belt fan. I should be able to get the sensor Baldur is referring to talk to the thermostat like it does the early model glow control. If not, I'll add a thermocouple between radiator fins. I can't see the OM606.962 making near the waste heat the crappy 5.4 gasser did anyhow. Diesel efficiency, right?
Yes a diesel doesn't make nearly as much heat as a petrol engine at light loads, that's where the diesel is so much more efficient. A street car typically won't need fans at high loads as it will be going pretty fast to load the engine significally. However if you're towing heavy loads up the mountains and have tail wind, that's where you start to need fans at high loads.
Baldur Gislason
I wired it up to a thermostat that I bought on ebay. Thermostat sensor sat in a water jacket and there was a dial for adjusting the temperature the fan came on at.
On my Cdi conversions I kept the fan wiring and resistor.
W116 om611
On my om606 conversion, I used the twin fan from the w210. There is one motor and a belt that drives the second fan.
I wired it up to a thermostat that I bought on ebay. Thermostat sensor sat in a water jacket and there was a dial for adjusting the temperature the fan came on at.
On my Cdi conversions I kept the fan wiring and resistor.
W116 om611
50harleyrider
09-29-2016, 07:17 AM #8That's how I figure it. If I was going to haul heavy loads up mountains, I would have bought an F250 with a factory diesel. My goal here is to get 30MPG out of a 1/2 ton 4x4 most of the time empty and not towing but having the capability occasionally. Most important to me though is B100! I'll probably start as new thread but are the seals in my OE e-pump compatible with B100? The newer diesels only allow up to B15 which really sucks. I'm sure adblue has an impact there. I've run B100 for years in my VE TDI's with no reseal of the pump. I believe VW went to Viton seals around 1996. I heard MB did it around then also.
(09-29-2016, 07:17 AM)50harleyrider ... My goal here is to get 30MPG out of a 1/2 ton 4x4 most of the time empty and not towing but having the capability occasionally. ...
Just to set your expectations. The G300 which is a heavy 4x4 with an OM606 in it gets 22mpg on a good day. A manual transmission might get another 1mpg. The factory setup has 65mph at 2500rpm, which is the torque sweetspot of the engine. So plan accordingly.
(09-29-2016, 07:17 AM)50harleyrider ... My goal here is to get 30MPG out of a 1/2 ton 4x4 most of the time empty and not towing but having the capability occasionally. ...
Just to set your expectations. The G300 which is a heavy 4x4 with an OM606 in it gets 22mpg on a good day. A manual transmission might get another 1mpg. The factory setup has 65mph at 2500rpm, which is the torque sweetspot of the engine. So plan accordingly.
50harleyrider
09-30-2016, 05:04 PM #10What's the G300 weigh? 22mpg isn't horrible but not good either unless that's a combined mileage. Curious what turbo, IP, tune, exhaust and gearing you have?. I plan on a nice IC, stock turbo, stock IP, 3" exhaust, Baldurs' ecu tuned for mpg, and when I can afford it, twin vnt 17/20 turbos. With my E4OD, at 2000 RPM , 30 MPG should be no problem. I know the sweet spot of the OM606 is 2500. I have friends getting 30mpg out of 4bt 2v cummins in 5k pound trucks like mine. My expectations should be realized. Hell, I can get 18 out of my 5.4 3v! Also my 1997 F150 is more aero than a G300 (windshield is a sail), so it's hard to compare two totally different setups.
It weighs 5700-7000 depending on the trip. The G300 is basically stock, which means the same engine, turbo, transmission and settings as an E300. The exhaust has been opened a bit and greatly simplified. It averages 20mpg day-in and day-out. City driving suffers from the weight and highway driving suffers from the wind resistance. I'm a mellow driver 99% of the time. The best tank ever was 24mpg, downhill with a tailwind nearly the entire way. I've been told that the mileage I'm getting is at the high end of expectations.
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