The engine cooling fan is a variable speed fan. The engine control module (ECM) controls the fan speed by sending a pulse width modulated signal to the cooling fan control module. The cooling fan control module varies the voltage drop across the cooling fan motor in relation to the pulse width modulated signal.

Cooling fan speed is effected by many different conditions and can be adjusted from 10% to 90% duty cycle (PWM), 90% is considered high speed fan. When multiple cooling fan speed requests are received the ECM uses the highest cooling fan speed of all the requests. The ECM commands the cooling fan ON under the following conditions:

The engine cooling system utilizes an algorithm based low coolant level system which eliminates the need for the coolant level sensor previously positioned inside the surge tank. The algorithm measures the difference in engine coolant temperature readings over time as a function of engine speed, to determine if the cooling system has a low coolant condition. After vehicle start up, the engine control module (ECM) sends an engine RPM and engine coolant temperature message through the body control module (BCM) to the HVAC control module. The HVAC control module uses engine coolant temperature and engine RPM to determine if an increase in engine coolant temperature is due to a low coolant level condition. This system is capable of losing 2 full liters of coolant before triggering the Low Coolant indicator. Because the surge tank holds approximately 0.8 liters when filled to the proper level, its possible that the Low Coolant indicator will not be triggered, even though the surge tank is completely dry.

COOLANT OVER TEMP

The IPC illuminates the COOLANT OVER TEMP indicator in the message center when the following occurs:

The cooling system's function is to maintain an efficient engine operating temperature during all engine speeds and operating conditions. The cooling system is designed to remove approximately one-third of the heat produced by the burning of the air-fuel mixture. When the engine is cold, the system cools slowly or not at all. This allows the engine to warm quickly.

Cooling Cycle

Coolant is drawn from the radiator outlet and into the water pump inlet by the water pump. Some coolant will then be pumped from the water pump, to the heater core, then back to the water pump. This provides the passenger compartment with heat and defrost.

Coolant is also pumped through the water pump outlet and into the engine block. In the engine block, the coolant circulates through the water jackets surrounding the cylinders where it absorbs heat.

The coolant is then forced through the cylinder head gasket openings and into the cylinder heads. In the cylinder heads, the coolant flows through the water jackets surrounding the combustion chambers and valve seats, where it absorbs additional heat.

Coolant is also directed to the throttle body. There it circulates through passages in the casting. During initial start up, the coolant assists in warming the throttle body. During normal operating temperatures, the coolant assists in keeping the throttle body cool.

From the cylinder heads, the coolant is then forced to the thermostat. The flow of coolant will either be stopped at the thermostat until the engine is warmed, or it will flow through the thermostat and into the radiator where it is cooled and the coolant cycle is completed.

Operation of the cooling system requires proper functioning of all cooling system components. The cooling system consists of the following components:

Coolant

The engine coolant is a solution made up of a 50-50 mixture of DEX-COOL and clean drinkable water. The coolant solution carries excess heat away from the engine to the radiator, where the heat is dissipated to the atmosphere.

Radiator

The radiator is a heat exchanger. It consists of a core and two tanks. The aluminum core is a crossflow tube and fin design. This is a brazed tube with convoluted louvered fin design. Seperate tubes and fins are stacked together with a manifold at each end. The entire assembly is then brazed forming a homogeneous unified structure. The fins allow for efficient heat transfer from the coolant to the atmosphere. The inlet and outlet tanks are molded with a high temperature, glass reinforced nylon plastic. The tank and gasket is supplied as an assembly with silicone gasket attached to the tank. The tanks are clamped to the core with clinch tabs. The tabs are part of the aluminum header at each end of the core. The radiator also has a drain cock which is located in the bottom of the passenger side tank. The drain cock includes the drain cock and drain cock seal.

The radiator removes heat from the coolant passing through it. The fins on the core absorb heat from the coolant passing through the tubes. As air passes between the fins, it absorbs heat and cools the coolant.

During vehicle use, the coolant heats and expands. The coolant that is displaced by this expansion flows into the surge tank. As the coolant circulates, air is allowed to exit. Coolant without bubbles absorbs heat much better than coolant with bubbles.

Pressure Cap

The pressure cap is a cap that seals and pressurizes the cooling system. It contains a blow off or pressure valve and a vacuum or atmospheric valve. The pressure valve is held against its seat by a spring and protects the radiator by relieving pressure if it exceeds 18 psi. The vacuum valve is held against its seat by a spring, which permits opening of the valve to relieve vacuum created in the cooling system as it cools off. The vacuum, if not relieved, could cause the radiator hoses to collapse.

The pressure cap allows pressure in the cooling system to build up. As the pressure builds, the boiling point of the coolant goes up as well. Therefore, the coolant can be safely run at a temperature higher than the boiling point of the coolant at atmospheric pressure. The hotter the coolant is, the faster the heat moves from the radiator to the cooler passing air. However, if the pressure exceeds the strength of the spring, the pressure valve rises so that the excess pressure can escape. When the engine cools down, the temperature of the coolant drops and a vacuum is created in the cooling system. This vacuum causes the vacuum valve to open, allowing outside air into the cooling system. This equalizes the pressure in the cooling system with atmospheric pressure, thus preventing the radiator hoses from collapsing.

Surge Tank

The surge tank is a plastic tank with a pressure cap mounted to it. The tank is mounted at a point higher than all other coolant passages. The surge tank provides an air space in the cooling system. The air space allows the coolant to expand and contract. The surge tank also provides a coolant fill point and a central air bleed location.

During vehicle use, the coolant heats and expands. The coolant that is displaced by this expansion flows into the surge tank. As the coolant circulates, air is allowed to exit. This is an advantage to the cooling system. Coolant without bubbles absorbs heat much better than coolant with bubbles.

Air Baffles and Seals

The cooling system uses deflectors, air baffles and air seals to increase system cooling. Deflectors are installed under the vehicle to redirect airflow beneath the vehicle to flow through the radiator and increase cooling. Air baffles are also used to direct airflow into the radiator and increase cooling. Air seals prevent air from bypassing the radiator and A/C condenser. Air seals also prevent recirculation of the air for better hot weather cooling and A/C condenser performance.

Charge Air Cooling System (LS9)

The charge air cooling systems function is to reduce the temperature of the air charge that is heated during the supercharging process which improves the efficiency and performance of the powertrain. The charge air cooling system is an air-to-water system that uses a separate charge air cooling radiator located in front of the condenser and the radiator to cool the air charge. An electric pump is used to flow coolant from the charge air cooler, through the supercharger and charge air cooler reservoir, then back to the charge air cooler where the cycle repeats.

Water Pump

The water pump is a centrifugal vane impeller type pump. The pump consists of a housing with coolant inlet and outlet passages and an impeller. The impeller is a flat plate mounted on the pump shaft with a series of flat or curved blades or vanes. When the impeller rotates, the coolant between the vanes is thrown outward by centrifugal force. The impeller shaft is supported by one or more sealed bearings. These sealed bearings never need to be lubricated. With a sealed bearing, grease cannot leak out, and dirt and water cannot get in.

The purpose of the water pump is to circulate coolant throughout the cooling system. The water pump is driven by the crankshaft via the drive belt.

Thermostat

The thermostat is a coolant flow control component. Its purpose is to regulate the operating temperature of the engine. It utilizes a temperature sensitive wax-pellet element. The element connects to a valve through a piston. When the element is heated, it expands and exerts pressure against a rubber diaphragm. This pressure forces the valve to open. As the element is cooled, it contracts. This contraction allows a spring to push the valve closed.

When the coolant temperature is below 87°C (187°F), the thermostat valve remains closed. This prevents circulation of the coolant from the radiator to the water pump and allows the engine to warm up quickly. After the coolant temperature reaches 87°C (187°F), the thermostat valve will begin to open. The coolant is then allowed to circulate from the radiator return hose, through the thermostat, and back into the water pump where the engine heat is dissipated to the atmosphere. The thermostat provides a restriction in the cooling system, even after it has opened. This restriction creates a pressure difference which prevents cavitation at the water pump and forces coolant to circulate through the engine block.

Engine Oil Cooler (Base LS3)

The engine oil cooler is a heat exchanger located inside the LH side end tank of the radiator. The engine oil temperature is controlled by the temperature of the engine coolant that surrounds the oil cooler in the radiator.

The engine oil pump, pumps the oil through the engine oil cooler line to the oil cooler. The oil then flows through the cooler where the engine coolant absorbs heat from the oil. The oil is then pumped through the oil cooler return line, to the engine block system.

Engine Oil Cooler (LS7 or L51)

The engine oil cooler is a heat exchanger located on the left side of the radiator shroud. The engine oil temperature is controlled by airflow that passes through the oil cooler.

The engine oil pump, pumps the oil through the engine oil cooler line to the oil cooler, The oil then flows through the cooler where the air absorbs heat from the oil. The oil is then pumped through the oil cooler return line to the engine block oil system.

Engine Oil Cooler (LS9)

The engine oil cooler is a heat exchanger located on the lower LH lower side of the engine block. The engine oil temperature is controlled by the temperature of the engine coolant that passes through the engine oil cooler as well as air passing by the engine oil cooler plates.

The water pump flows coolant through the engine and then through the radiator where the absorbed heat from the engine is dissipated into the atmosphere. Coolant flows back to the engine as well as to the engine oil cooler through the coolant inlet hose on the lower LH radiator end tank. Coolant flows around the EOC where is absorbs additional heat from the engine oil. Coolant then flows the cooler outlet hose into the engine block where the heat is dispersed back into the cooling system where the cycle starts again.

The engine oil pump flows engine oil through the engine block to the EOC where it disperses heat into the atmosphere and to the engine coolant. The engine oil then flows back into the engine block where the cycle starts again.

Transmission Oil Cooler

The transmission oil cooler is a heat exchanger. It is located inside the right side end tank of the radiator. The transmission fluid temperature is regulated by the temperature of the engine coolant that surrounds the oil cooler as the transmission fluid passes down through the cooler.

The transmission oil pump, pumps the fluid through the transmission oil cooler feed line to the oil cooler. The fluid then flows down through the cooler while the engine coolant absorbs heat from the fluid. The fluid is then pumped through the transmission oil cooler return line, to the transmission.

The optional engine coolant heater (RPO K05) is rated at 400 watts and supplies 1365 btu/hr. The engine coolant heater operates using 110-volt AC external power and is designed to warm the coolant in the engine block area for improved starting in very cold weather -29°C (-20°F). The coolant heater helps reduce fuel consumption when a cold engine is warming up. The unit is equipped with a detachable AC power cord. A weather shield on the cord is provided to protect the plug when not in use.