Cooling

systems
Rationale
Why is it important for you to learn this skill?
You must have a thorough understanding of the foundational principles that cooling
systems operate on and be familiar with proper testing equipment and procedures. Also,
because of stringent environmental and health concerns, you must be aware of and
practice approved handling and disposal procedures for coolants.

• Outcome
• When you have completed this module, you will be able to:
• Diagnose and repair cooling systems and related components.
Objectives

1.Describe the physical principles involved in heat transfer.

2.Describe the purpose, construction and operation of cooling systems

and related components.

3.Diagnose and repair problems related to cooling systems and related
components
 Objective 1

COOLING systems
Principles of Heat Transfer
Because of engine design, only 33% of the heat
created by the burning fuel is used to produce
power. As illustrated in Figure 1, the cooling
system dissipates 33% of the heat and 33% of
the heat is transferred to the atmosphere by the
exhaust system.
 Objective 1

COOLING systems
Principles of Heat Transfer
 Objective 1

COOLING systems
Principles of Heat Transfer

https://youtu.be/mpln434igr4

https://youtu.be/kNZi12OV9Xc
 Objective 1

COOLING systems
Principles of Heat Transfer
The extreme heat developed within the combustion
chamber needs to be removed from the engine as
quickly as possible to prevent combustion chamber
and related component damage. Heat transfer is the
principle used to remove excessive heat from the
engine. Heat transfer refers to the natural tendency
of heat to move from a hot area to a cool area.
 Objective 1

COOLING systems
Principles of Heat Transfer
The physical principles involved in heat transfer
are:
• convection
• radiation
• conduction.
 Objective 1

COOLING systems
Principles of Heat Transfer
Heat is transferred to and from objects -- such as you
and your home -- via three processes: conduction,
radiation, and convection.
Conduction is heat traveling through a solid material.
On hot days, heat is conducted into your home through
the roof, walls, and windows. Heat-reflecting roofs,
insulation, and energy efficient windows will help to
reduce that heat conduction.
 COOLING systems
Objective 1

Principles of Heat Transfer

Radiation is heat traveling in the form of visible and non-
visible light. Sunlight is an obvious source of heat for homes.
In addition, low-wavelength, non-visible infrared radiation can
carry heat directly from warm objects to cooler objects.
Infrared radiation is why you can feel the heat of a hot burner
element on a stovetop, even from across the room. Older
windows will allow infrared radiation coming from warm
objects outside to radiate into your home; shades can help to
block this radiation. Newer windows have low-e coatings that
block infrared radiation. Infrared radiation will also carry the
heat of your walls and ceiling directly to your body.
 Objective 1

COOLING systems
Principles of Heat Transfer
Convection is another means for the heat from
your walls and ceiling to reach you. Hot air
naturally rises, carrying heat away from your
walls and causing it to circulate throughout your
home. As the hot air circulates past your skin
(and you breathe it in), it warms you.
 Objective 1

COOLING systems
Principles of Heat Transfer
Convection
Convection is the movement of warm gases or liquids from a hot
area to a cooler area (Figure 2). As the air is heated by the heat
source, its molecules expand, making it less dense and lighter. The
lighter (hotter) air rises and as it does it moves away from the heat
source and cools. As the air cools, its molecules contract and it
becomes more dense and heavier and begins to fall. As it descends
it moves in to take the place of rising heated air. The cooler air is
now exposed to the heat source and begins to absorb heat,
continuing the cooling cycle.
 Objective 1

COOLING systems
Principles of Heat Transfer
Convection
 Objective 1

COOLING systems
Principles of Heat Transfer
Convection
The convection principle is applied to the flow of
coolant through the radiator. Hot coolant from
the engine (heat source) enters the radiator at
the top, cools in the radiator and is drawn out
the bottom back into the engine (heat source).
 Objective 1

COOLING systems
Principles of Heat Transfer
Radiation
Heat dissipation that is caused by vibrations in the
molecular structure of an element is called radiation. In
simpler terms, if you place your hand near a hot iron
you can feel the heat. The radiator uses this principle to
radiate engine heat to the surrounding air. The heat felt
near a hot engine (Figure 3) is also a form of radiant
heat.
 Objective 1

COOLING systems
Principles of Heat Transfer
Radiation
 Objective 1

COOLING systems
Principles of Heat Transfer
Conduction
Within an object, heat may be transferred from one molecule
to another. For example, if you hold one end of a metal rod
and heat the other end with a flame, you will soon feel the
heat at the opposite end. The metal components within and
around the combustion chamber conduct heat directly to the
coolant passages (water jackets). The coolant carries the heat
away as it circulates through the cooling system (Figure 4).
 Objective 1

COOLING systems
Principles of Heat Transfer
Conduction
 Objective 1

COOLING systems
Principles of Heat Transfer
Conduction
Some materials conduct heat better than others
do. Good heat conductors are copper, aluminum
and steel. Poor heat conductors are glass, wood
and air.
 Objective 1

COOLING systems
Principles of Heat Transfer
Liquid Boiling Points
As a liquid increases in temperature, it reaches a point
where it begins to boil and turns to a vapour. Water in
an open container boils at 100°C (212°F) at sea level. If
a liquid is in an enclosed container, the boiling point is
increased due to the pressure increase created by the
expanding liquid within the enclosed container (Figure
5).
 Objective 1

COOLING systems
Principles of Heat Transfer
Liquid Boiling Points
 Objective 1

COOLING systems
Principles of Heat Transfer
Liquid Boiling Points
An engine cooling system is a sealed, pressurized system.
The ability to pressurize the system allows the coolant
temperature to exceed the normal boiling point of water. A
coolant temperature of 110°C (230°F) may be reached when
the engine is operating, but the coolant remains a liquid and
does not vaporize. This is because the pressure in the
cooling system increases the boiling point of the coolant.
 Objective 1

COOLING systems
https://youtu.be/c7AAeqeIV3w

https://youtu.be/HPVckPH6o-w
 Objective 2

COOLING systems
Cooling Systems
During normal engine operation, energy is released from the
fuel burned in the combustion chambers. One third of the
energy is converted into useable power, one third goes out
the exhaust pipe unused and the remaining third becomes
heat energy. Combustion temperatures can reach up to
2200°C (4000°F), although normal operating combustion
temperature is about 1200°C (2000°F). Without a cooling
system, some parts would melt or warp and pistons would
expand in their cylinders and seize.
 Objective 2

COOLING systems
Cooling Systems
The purpose of the engine cooling system is to: 
remove the excess heat from the engine
 maintain the most efficient engine operating
temperature
 help bring the engine up to the correct
operating temperature as soon as possible after
cold starting.
 Objective 2

COOLING systems
Cooling Systems
The most efficient operating temperature range for modern
automobile engines is 90°C to 104°C (190°F to 220°F). The cooling
system maintains this engine temperature regardless of the
operating conditions. Large amounts of heat are absorbed by parts of
the engine, such as the cylinder walls, pistons and cylinder heads. If
the engine temperature climbs above operating temperature, parts
of the engine get too hot, the oil film fails to protect, and metal to
metal contact can ruin the engine. At temperatures above 204°C
(400°F), which is the flash point of some engine oils, the oil would
begin to burn in the crankcase, leading to rapid engine failure.
 Objective 2

COOLING systems
Cooling Systems
At the other end of the scale, if an engine operates below
71°C (160°F), excessive condensation builds up, contaminating
deposits rapidly form in the crankcase, horsepower drops off,
the engine runs less efficiently and the amount of harmful
emissions increases. To establish and maintain the correct
operating temperature, a complex and elaborate cooling
system must be incorporated into the engine. Almost every
automobile that you will service or repair during your career
will be equipped with a liquid-cooled system.
 Objective 2

COOLING systems
Cooling Systems
https://youtu.be/7lKHkptSssE
 Objective 2

COOLING systems
Operating Principles
Liquid-cooled systems use a coolant
composed of water and ethylene glycol
based antifreeze. The coolant circulates
through water passages, often referred
to as water jackets, which surround the
hot areas in the engine.
 Objective 2

COOLING systems
Path of Coolant Flow
Cooled liquid is drawn into the inlet side of the coolant pump
or more commonly the water pump, from the lower radiator
hose. The water pump forces the coolant into the lower
engine block and through the water jackets surrounding the
cylinders. The coolant absorbs heat from the cylinders and as
it is heated it rises and absorbs even more heat from the
cylinder head and combustion chambers. From the cylinder
head, the coolant exits the engine through the thermostat
housing into the upper radiator hose (Figure 6).
 Objective 2

COOLING systems
Path of Coolant Flow
 Objective 2

COOLING systems
Path of Coolant Flow
As the cool outside air flows through the
radiator core the liquid cools, moves down
the radiator, out the radiator outlet and
enters the inlet side of the water pump where
it begins the cycle over again by absorbing
heat from the cylinders and combustion
chambers.
 Objective 2

COOLING systems
Path of Coolant Flow

https://youtu.be/jgkPzDRITFE
 Objective 2

COOLING systems
Cooling System Components
Engine coolant circulates through the engine and absorbs excessive
heat, carrying it to the radiator and transferring it to the
atmosphere. The engine coolant must remain liquid even when the
outside temperature drops below freezing. Water is unsuitable as
an engine coolant because it expands when it freezes and the
expansion could crack the engine block and cylinder heads and
damage the radiator and heater core. Engine coolants can contain
ethylene glycol, propylene glycol or carboxylate. Engine coolant is
normally a 50/50 solution of water and antifreeze. This gives a
freezing temperature of –34°F (–37°C) and a boiling temperature of
about 225°F (107°C).
 Objective 2

COOLING systems
Cooling System Components

https://youtu.be/8-cRNy0k3CI
 Objective 2

COOLING systems
Distribution Tubes and Nozzles
Some engine manufacturers install distribution tubes
and very small nozzles within some of the coolant
passages (Figure 7). These tubes carry pressurized
coolant to the nozzles, which direct coolant at areas
that require extra cooling. The area around the exhaust
valve seat in the cylinder head, for example, is a very
hot area. The small size of the nozzles makes them
particularly prone to clogging from scale and other
particles suspended in the coolant.
 Objective 2

COOLING systems
Distribution Tubes and Nozzles
 Objective 2

COOLING systems
Radiator
The radiator is a liquid-to-air heat exchange unit that
transfers heat from the engine to the atmosphere. The
radiator is made up of the core and two tanks, one on either
side (Figure 8). The most common core construction uses an
elaborate series of fins and thinwalled tubes to create a large
surface area that exposes the hot coolant in the tubes to the
passing air stream. These tubes are made of yellow brass or
aluminum.
 Objective 2

COOLING systems
Radiator
 Objective 2

COOLING systems
Radiator
The inlet tank brings hot coolant from the engine through its
inlet fitting and directs it to the tubes in the core. The outlet
tank collects coolant that has passed through the many tubes
in the core and funnels it out the outlet fitting to the inlet of
the water pump. The outlet tank contains the drain plug and
may contain the automatic transmission cooler, if so
equipped. Radiators may be of the cross-flow or down-flow
design (Figure 9).
 Objective 2

COOLING systems
Radiator
Most radiators are cross-flow design. The inlet and outlet
tanks are on the ends of the core and the coolant flows
across the radiator. This design has two advantages over the
down-flow design:
 all the coolant passes through the fan air stream, which
provides maximum cooling
 the cross-flow design allows for a lower hood line and
improved aerodynamics, leading to increased fuel economy.
 Objective 2

COOLING systems
Radiator
 Objective 2

COOLING systems
Radiator

https://youtu.be/Q56k37FsRcA
 Objective 2

COOLING systems
Coolant Recovery System
The purpose of the coolant recovery system is to recover
coolant that might be lost during normal operation and
during hot soak. The coolant volume in a cold engine expands
by at least 10% as it reaches operating temperature. The fluid
displaced by the expansion flows from the radiator, through
the pressure valve in the radiator cap, through the overflow
tube, and to the overflow tank, which also might be called the
recovery reservoir or recovery tank. When the pressure is
relieved, the pressure valve in the cap closes and the flow
stops.
 Objective 2

COOLING systems
Coolant Recovery System
Hot soak occurs just after an engine that has being running at
normal operating temperature is shut off. The engine is still
hot, but the water pump stops circulating the coolant,
resulting in a rapid rise of the coolant temperature. This also
results in a corresponding rise in pressure within the system.
If the heat is sufficient, it creates enough pressure to unseat
the pressure relief valve in the radiator cap, allowing coolant
to escape through the overflow tube to the overflow tank
(Figure 10).
 Objective 2

COOLING systems
Coolant Recovery System
 Objective 2

COOLING systems
Coolant Recovery System
As the coolant cools it contracts in the system and creates a low
pressure (suction). The low pressure draws coolant from the
overflow tank, through the overflow tube, past the (unseated)
vacuum valve in the radiator cap and into the radiator. The overflow
tank is usually made of see-through plastic that allows you to check
the coolant level without removing the radiator cap. If you have to
add coolant to the system, do so through the overflow tank rather
than through the radiator. As the coolant expands and contracts in
the system, these changes can be seen in the overflow tank. Two
marks on the side of the tank indicate levels the coolant should be
maintained at when the system is cold and when the system is hot.
 Objective 2

COOLING systems
Radiator Cap
The radiator cap serves several important functions:
 It seals the coolant in the radiator and prevents it from
splashing out
 It raises the boiling point of the coolant by pressurizing the
cooling system
 It prevents cavitation at the water pump by pressurizing the
cooling system
 It prevents boiling around the cylinder walls
 It compensates for low pressure (vacuum) created by cooling.
 Objective 2

COOLING systems
Radiator Cap
A rubber gasket seals the radiator cap to the top of the
radiator filler neck (Figure 11). This gasket is backed with a
diaphragm spring, which ensures the gasket seals the cap to
the top of the radiator filler neck and prevents coolant loss.
 Objective 2

COOLING systems
Radiator Cap
 Objective 2

COOLING systems
Radiator Cap
Cooling systems are pressurized to increase the boiling point
of the coolant. The boiling point increases 3.25°F (2°C) for
every 1 psi (6.89 kPa) of pressure applied to the cooling
system. The pressure relief spring controls the maximum
pressure in the system.
Current vehicles operate with radiator caps that are designed
to hold between 14 psi and 17 psi (96.5 kPa and 117 kPa).
 Objective 2

COOLING systems
Radiator Cap
A 14 psi (96.5 kPa) cap increases the boiling point of coolant
by 45.5°F (3.25°F x 14 = 45.5°F) or 28°C (2°C x 14 = 28°C)
which brings the boiling point of coolant from 212°F to
257.5°F (100°C to 128°C). This increase in boiling
temperature allows the engine to operate safely even under
severe loading or temperature conditions without the
coolant boiling.
 Objective 2

COOLING systems
Radiator Cap
When the pressure in the system exceeds the predetermined value
of the pressure relief spring, the spring compresses allowing the
rubber seal between the cap and the seat at the bottom of the
filler neck to open and vent excess pressure to the overflow tank.
This pressure relief protects the radiator hoses, heater hoses, and
radiator and heater core from blowout damage. Pressurizing the
cooling system prevents cavitation at the water pump. Cavitation is
the formation and subsequent collapse of air bubbles in a liquid. If
cavitation occurs, air fills some of the space in the pump, which
reduces its efficiency by about 15% and causes premature wear to
the pump.
 Objective 2

COOLING systems
Radiator Cap
NOTE: Unpressurized engine coolant (50/50 water and
antifreeze mixture) boils between 220°Fand 230°F (104°C
and 128°C).
 Objective 2

COOLING systems
Radiator Cap
Pressurizing the system also ensures that the water jackets
are completely filled with coolant. If air pockets occur in the
water jackets around the cylinders, hot spots develop,
causing the coolant to boil and damage to result. The
vacuum relief valve (Figure 12) is held closed by a light
spring. The valve allows the system to begin building
pressure as soon as the coolant starts to expand.
 Objective 2

COOLING systems
Radiator Cap
 Objective 2

COOLING systems
Radiator Cap

https://youtu.be/8I8luZTK2hw
 Objective 2

COOLING systems
Hoses and Clamps
Hoses are used in the engine cooling system to transport
coolant to and from the radiator and heater core. They are
made from butyl or neoprene rubber and must be able to
withstand extreme heat and extreme cold. They must also
withstand the antifreeze solution and the corrosion inhibitors
in the coolant.
 Objective 2

COOLING systems
Hoses and Clamps
Radiator hoses are designed with expansion bends to protect
radiator connections from engine motion and vibration
(Figure 13). The upper radiator hose is exposed to the
harshest conditions in the system. It is subjected to more
engine movement and higher temperatures than the other
hoses. When the hot coolant is at its highest temperature it
enters the radiator through the upper hose for cooling. Lower
radiator hoses are often wire reinforced because the suction
created by the water pump is sufficient to collapse the hose.
 Objective 2

COOLING systems
Hoses and Clamps
 Objective 2

COOLING systems
Hoses and Clamps
Clamps fasten coolant hoses to the:
 inlet and outlet fittings of the radiator
 inlet and outlet fittings on the heater core and  fittings
on the engine block and water pump.
All cooling system hoses are installed the same way. Figure
14 shows the types of clamps that are in common use today.
 Objective 2

COOLING systems
Hoses and Clamps
 Objective 2

COOLING systems
Water Pump
The water pump is a centrifugal impeller-type pump mounted
on the front of the engine. It consists of housing, an impeller,
an impeller drive shaft and hub, and a drive pulley (Figure 15).
The housing includes mounting holes, passages that match the
engine block and an inlet fitting for the lower radiator hose.
The impeller shaft rotates on sealed bearings pressed into the
housing. Usually a serpentine belt drives the pulley that is
attached to the impeller shaft hub. Some vehicles are now
using electric water pumps. Regardless of how it is driven, the
operation of the pump is the same for all applications.
 Objective 2

COOLING systems
Water Pump
 Objective 2

COOLING systems
Water Pump
The impeller is a rotating paddle wheel inside a housing. As the
impeller turns in the housing, centrifugal force draws coolant from
the inlet into the centre of the pump and forces it out the outlet
and into the engine block. The water pump can circulate coolant at
7 500 gallons per hour. When the engine is cold, the thermostat is
closed and stops coolant from circulating through the radiator. In
order to permit circulation through the engine block during
warmup, a bypass passage below the thermostat leads back to the
water pump. The bypass also directs coolant to the thermostat; so,
as the coolant heats up to operating temperature the thermostat
opens.
 Objective 2

COOLING systems
Thermostat
The primary purpose of the thermostat is to regulate the
coolant temperature. It controls engine temperature by
routing the coolant through the radiator or through the
bypass or a combination of both. It also controls the flow of
coolant through the engine. The thermostat slows down
coolant flow through the engine even when it is open.
Without the thermostat to slow the coolant down, the
coolant flows too quickly through the engine and does not
spend enough time around the cylinders to absorb heat.
Overheating, hot spots and engine damage result.
 Objective 2

COOLING systems
Thermostat
A third function of the thermostat is to prevent sludge
formation in the crankcase by helping provide quick and even
engine warm up. An engine that warms up slowly tends to
produce a large amount of condensation that finds its way into
the crankcase and produces sludge. A thermostat can be
located in a variety of different places, but it is often located at
the front of the engine at or near the top of the engine block.
The thermostat housing (water outlet) covers the thermostat
and holds it in place (Figure 16). The thermostat housing also
provides a connection to the upper radiator hose.
 Objective 2

COOLING systems
Thermostat
 Objective 2

COOLING systems
Thermostat
In the centre of the thermostat is a wax and powdered metal
pellet that is tightly encased in a heat conducting copper cup.
The pellet sits down in the engine coolant and is connected
to a valve through a piston. As the coolant heats up, the wax
pellet expands and acts on the piston, forcing it upward to
open the valve (Figure 17).
 Objective 2

COOLING systems
Thermostat
 Objective 2

COOLING systems
Thermostat
The wax pellet element is calibrated to open the thermostat
at a specific temperature stamped on the bottom of the unit.
The thermostat permits a small amount of coolant to leak by
when it is closed.
 Objective 2

COOLING systems
Thermostat
Two styles of thermostat are prevalent on current models.
The first is the reverse poppet (Figure 18A) that opens
against the coolant flow. When the coolant is cold, the water
pump pressure helps hold the thermostat closed to prevent
leakage. The second style is called balanced sleeve (Figure
18B). It allows pressurized coolant to circulate around all of
its working parts, which reduces pressure shocks even during
the most difficult operating conditions.
 Objective 2

COOLING systems
Thermostat
 Objective 2

COOLING systems
Thermostat

https://youtu.be/PGkSfPbGr3Y
 Objective 2

COOLING systems
Cooling Fans and Clutches
The efficiency of the cooling system is based on the amount
of heat that can be removed from the system and transferred
to the air. During highway operation, the speed and volume
of air passing through the radiator is sufficient to maintain
proper cooling. At low speeds and when the engine is idling,
additional airflow through the radiator is needed. This
additional airflow is supplied by the cooling fan.
 Objective 2

COOLING systems
Cooling Fans and Clutches
Cooling fan designs vary with engine design and airflow
requirements. They can be made of different materials, have
different diameters, blade pitch and numbers of blades. They
can also vary in the number of fans. Usually one is sufficient,
but some vehicles have two. At one time, cooling fans were
mounted on the engine water pump and were beltdriven.
Many late-model applications use electrically-driven fans.
 Objective 2

COOLING systems
Cooling Fans and Clutches
Number of Blades and Pitch: Basic fan blades made from
stamped steel are rigid and retain their shape regardless of
engine cooling needs. They are constant in their operation
and use up some engine horsepower through the vehicle
operating range.
 Objective 2

COOLING systems
Cooling Fans and Clutches
Number of Blades and Pitch: The greater the pitch of the
blades the greater the airflow generated and the more
horsepower required to turn them. Figure 19 is a six-bladed
fan that has flexible trailing edges on each blade. As the
engine rpm and fan speed increase, the trailing edges
straighten out. At low rpm the blades have the greatest pitch
and as the speed and centrifugal force increase the pitch of
the blades decreases. This type of fan is called a variable pitch
fan, a flexible or flex fan. The blades are staggered or offset,
to break up air pulsations and reduce noise.
 Objective 2

COOLING systems
Cooling Fans and Clutches
Number of Blades and Pitch:
 Objective 2

COOLING systems
Cooling Fans and Clutches
Number of Blades and Pitch:
Flex fans are used to improve fuel economy because when
the fan speed increases to the point where the fan is no
longer needed, the flexible edges straighten out (Figure 20),
reducing the pitch of the blade and the amount of
horsepower required to turn it.
 Objective 2

COOLING systems
Cooling Fans and Clutches
Number of Blades and Pitch:
Fans may be made from steel,
nylon or fibreglass and are
precisely balanced to prevent
vibration, noise and water
pump bearing damage.
 Objective 2

COOLING systems
Cooling Fans and Clutches
Electric Fans: Electric fans rob very little horsepower from the
engine and can be turned on and off easily to suit the cooling
needs of the engine. Electric cooling fans are driven by 12-
volt motors mounted in the centre of the fan assembly.
Brackets or frames that include a shroud and mounting
attachments support the motor and fan assembly (Figure 21).
The assembly is bolted to the radiator support. Electric fans
may have eight blades and usually the frame and the fan are
made of plastic.
 Objective 2

COOLING systems
Cooling Fans and Clutches
Electric Fans:
 Objective 2

COOLING systems
Cooling Fans and Clutches
Fan Shroud: Fan shrouds are used on belt-driven and electric
cooling fans to improve the efficiency of the fan. They
prevent recirculation of air around the ends of the fan blades.
Without the shroud, when the fan is turning air tends to
circulate around the tips of the blades instead of drawing air
through the radiator. The shroud prevents recirculation by
breaking up the natural circulation and it ensures a proper
flow of air through the radiator.
 Objective 2

COOLING systems
Thermatic Fan Thermostat and Shutters
Horsepower and fuel are consumed needlessly to turn the
fan when the engine temperature is below operating
temperature. Thermatic or thermostatic fans sense engine
temperature and when the fan is not required disengage it
from the drive pulley so that it freewheels on its shaft and
does not waste engine power or fuel.
 Objective 2

COOLING systems
Thermatic Fan Thermostat and Shutters
Thermatic Fans: Figure 22 is an example of a thermostatic fan
clutch. The water pump shaft, drive pulley assembly and the
drive portion of the thermostatic fan clutch are under power
from the fan pulley whenever the engine is running. The fan
and the driven side of the thermostatic fan clutch are
powered only when the coolant temperature is high. When
the coolant temperature is low, the fan clutch mechanism
disconnects the fan from the engine.
 Objective 2

COOLING systems
Thermatic Fan Thermostat and Shutters
Thermatic Fans:
 Objective 2

COOLING systems
Thermatic Fan Thermostat and Shutters
Thermatic Fans: The thermostatic fan clutch uses a special
silicone fluid as the medium to connect the drive and driven
components when fan operation is required. The
temperature-sensing mechanism is a bimetallic spring, as
shown in Figure 23. The spring senses radiator and
underhood temperatures and activates an internal valve that
controls the movement of the silicone fluid.
 Objective 2

COOLING systems
Thermatic Fan Thermostat and Shutters
Thermatic Fans:
 Objective 2

COOLING systems
Thermatic Fan Thermostat and Shutters
Thermatic Fans:
When the fan clutch is in the disengaged position, the
silicone fluid is confined to a chamber on the drive side of the
clutch. When the bimetallic spring heats up, it moves an
internal valve that allows the silicone fluid to move into a
second chamber on the driven side of the assembly (Figure
24). The fluid transfers the motion from the drive side to the
driven side of the fan clutch, causing it to move as a single
unit.
 Objective 2

COOLING systems
Thermatic Fan Thermostat and Shutters
Thermatic Fans:
 Objective 2

COOLING systems
Thermatic Fan Thermostat and Shutters
Thermatic Fans:
Thermostatically controlled fan clutches are called
temperature-sensitive clutches, but they also respond to
engine rpm through slippage in the fluid chamber. Even when
they are in the disengaged mode, centrifugal force tends to
drive the driven side about 35%. When they are in the
engaged mode, they are about 90% locked.
 Objective 2

COOLING systems
Thermatic Fan Thermostat and Shutters
Viscous Coupling: Some manufacturers use a viscous coupling
to connect and disconnect the fan from the fan pulley. This
type of clutch is not as efficient as the thermostatically
controlled style because it is only sensitive to engine speed.
When the resistance of the air coming though the radiator is
high, such as at highway speeds, the viscous coupling slips
and disengages the fan from the fan pulley.
 Objective 2

COOLING systems
Thermatic Fan Thermostat and Shutters
Electric Shutters: The active grille air shutter actuator closes louvers
at the front bumper to enhance vehicle aerodynamics in driving
situations where cooling and A/C loads are relatively low and high
levels of front end airflow are not required. The reduction in air flow
reduces drag, making the car slip through the air more easily. This, in
turn, reduces the amount of energy needed to push the car along,
increasing gas mileage. If the engine gets too hot, the active shutter
system can automatically reopen the grille, ensuring much-needed
air can reach the radiator and prevent engine overheating. In cold
weather the shutters will remain closed helping to maintain
optimum engine temperature.
 Objective 2

COOLING systems
https://youtu.be/LpzJsav3rsw
 Objective 2

COOLING systems
Heater Core
The heater core is similar to the radiator. It is a small liquid-
to-air heat exchanger in the passenger compartment. Engine
coolant circulates through it and a blower forces air across its
tubes and fins, transferring heat from the engine to the
passenger compartment. The heater core is supplied with
engine coolant through two hoses. One hose directs hot
coolant from the engine to the heater core. The second hose,
the return hose, carries the coolant back to the engine to be
reheated (Figure 25).
 Objective 2

COOLING systems
Heater Core
 Objective 2

COOLING systems
Drive Belts
Serpentine belts are very common on today's models and
generally only one is used to drive all of the belt-driven
accessories (Figure 26). They have multiple V-shaped ridges
that mate with matching ridges on the pulleys.
 Objective 2

COOLING systems
Drive Belts
Cooling System Service
• The engine must operate within a specific temperature range. If the
engine runs too cool, engine emissions rise, sludge builds in the
crankcase, fuel economy drops off, and excessive engine wear may
occur. Overheating can also cause serious engine damage.
• Excessive heat in the engine breaks down the protective lubricating
film between moving parts.
•
• When servicing a cooling system, examine every part carefully and
thoroughly. Figure 27 illustrates common cooling system problems.
Coolant Level

• The first thing to check when diagnosing a cooling system is the

coolant level. This can usually be done by glancing at the see-through
coolant recovery reservoir

• DANGER
removing the radiator cap when the engine is hot. When you relieve
the pressure, the coolant will boil, instantly spewing the hot
pressurized coolant in every direction. This can cause severe burns
If it is absolutely necessary to remove the radiator cap when the engine is hot, first cover
the cap with a heavy cloth and wear a glove (Figure 28). While pushing down on the cap
against the spring pressure, turn it slowly counter-clockwise to the safety detent ( 1¤4
turn) to relieve the pressure. Most of the coolant will be directed to the recovery tank
Radiator Cap
• The radiator cap plays an important role in the cooling system. Inspect the following.
• rubber gaskets for condition,
• pressure spring for rust damage and freedom of movement,
• vacuum valve to make sure it is not stuck, broken or plugged and the seal is in good condition
and
• cap to make sure it holds the pressure specified by the manufacturer.

• Pressure Testing
• Pressure testers identify if components within the cap are performing correctly.
Install the cap and adapter on the tester and pump the handle to obtain the highest
reading. The cap should hold the pressure marked on the top of the cap. The
pressure relief valve should exhaust above this value but hold the pressure at the
rated value. Replace the cap if it fails this test or any part of the visual inspection.
Figure 29 illustrates inspection points and pressure testing.
Coolant Strength and Condition
Test the strength of the antifreeze solution with a suitable antifreeze hydrometer or a
refractometer (Figure 30). Observe the colour of the antifreeze. When the rust and foam
inhibitors are used up, the coolant becomes rust-coloured. This is a signal that the
coolant is old and should be replaced.
When using a hydrometer, insert the tube into the coolant and squeeze the bulb. Slowly
release the bulb to draw coolant into the clear section of the tester. Bring the coolant to the
proper level indicated on the tester and the floating dial will point to the strength of the
antifreeze (Figure 31).
When using a refractometer, use the spoon to take a small sample of coolant and place it on the testing surface. Close the cover, hold the refractometer horizontal and look through the eyepiece.
Adjust the focus by turning the eyepiece until the scale becomes clear (Figure 31). The antifreeze strength shows as colour change on the scale.

• Radiator
• Perform a thorough visual inspection of the radiator. Check for bent
fins, flaking, leaks and damage to the filler neck seat. Clean out any
obstructions to airflow such as tree fluff or insects on the front of the
radiator. Spray water from a garden hose on the engine side of the
radiator. Look at the overflow tube and hose to make sure they are in
good condition and are not plugged.
•
• Inspect the sealing surfaces of the filler neck to make sure they are
free from burrs or nicks that would prevent a good seal.
• Pressure Test
• Install the pressure tester on to the filler neck of the radiator. Pump
the handle until the gauge reads the value of the cap. While the
system is under pressure, examine the radiator, heater core,
thermostat housing, all of the hoses, hose connections, core plugs
and water pump for leaks. If the system is in good condition the
needle on the gauge should hold steady at the initial pressure for five
minutes. If the system was hot, as it cools it contracts and the
pressure will drop off slightly.
If the pressure drops off rapidly, there is a leak in the system. If a visual inspection does not reveal
the source, add florescent dye to the coolant. Be sure to use the correct dye, as the dye for coolant is
not the same dye as for engine oil. Run the engine to bring the coolant to operating temperature.
Shut the engine off and pressurize the system again using the pressure tester. Use a black light
(Figure 32) to identify where the dye- contaminated coolant is leaking
• The cause of the pressure drop during the pressure test could be internal. A cracked cylinder head,
cylinder wall, engine block or broken head gasket may also cause coolant leaks.

• An internal leak may allow coolant to flow into the cylinder when the engine is shut off, as well as
during an intake event. When the engine is running, combustion pressures are high enough to
force exhaust gas into the cooling system. Remove the pressure cap to look for bubbles in the
coolant if you suspect there is an internal leak.

• Bubbles may also be present in the coolant if the system is drawing in air. The lower radiator hose
is on the suction side of the water pump and air can be drawn into the system here even if no
coolant leak is evident. When there is air in the system, corrosion occurs at about three times the
normal rate. If you see bubbles in the coolant, you can eliminate the lower radiator hose as the
cause by loosening the drive belt to prevent the pump from turning. If bubbles are still present,
they must be coming from an internal leak and not from the lower hose
 .

• Hoses
• Visually inspect all hoses and squeeze each one. No hoses should be brittle, soft or swollen. Bend
heater hoses and look for surface cracking, swelling and hardness. If you see any signs of
deterioration, replace the hose.
•
• The lower radiator hose is a moulded hose reinforced with a steel spiral wire. Over time, the steel
corrodes and under hard acceleration or high rpm the lower hose can collapse and cut off the flow
of coolant. If the hose is cracked or loose, air can be drawn into the system causing aeration of the
coolant.
•
• Hoses that deteriorate or rot from the inside shed tiny pieces of rubber that get carried by the
coolant to the radiator where they can clog the fine tubes.
•
• When replacing hoses, always use approved replacement hoses and clamps. Make sure the
replacement hoses are of the correct inside diameter. Upper and lower radiator hoses must be able
to accommodate the normal movement of the engine and may have an alignment mark to follow.
Clean the metal fittings and coat the fitting with a thin layer of non-hardening sealer. Do not apply
sealer to the hose. Force the hose all the way over the raised portion of the fitting and clamp it
securely behind the raised portion, using the correct clamps.
Drive Belts
Drive belts can appear to be in good condition even when they are near failure. You
should thoroughly inspect all drive belts for cracks, oil saturation, glazing and damage
such as tearing or splitting. Several damaged drive belts are illustrated in Figure 33.
If your inspection shows the drive belts to be in good condition, make sure they are properly
tensioned. Serpentine belts often have an automatic tensioner that does not require
adjustment (Figure 34).
Both serpentine and V-belts require a specific tension that can be measured
with a tension gauge (Figure 35). Some manufacturers recommend using the
deflection method. Lay a straight edge across the belt between the pulleys. With
reasonable force, push down on the centre of the belt and measure the
deflection between the belt and the straight edge.
Compare the result against the manufacturer's specifications.
Some engines, with either V-belt or serpentine drive systems, have a 1/2" square hole used to
tension the drive belt. You insert a torque wrench in the square hole and apply the amount
of torque specified by the manufacturer to bring the belt to the proper tension (Figure 36).
All drive belts must be in good condition and properly adjusted.
Overtightened belts will cause premature bearing wear. Loose belts will
slip, driving accessories too slowly and leading to premature belt failure

• NOTE
• If the drive belts are replaced, they stretch and will need to be
retensioned in about two weeks.
Cooling Fans and Clutches
There are different styles of fans, but the blades and purpose are similar. Regardless of
the style, pay careful attention to the cooling fan whenever you perform routine service
or cooling system repairs. Cooling fans can be categorized in one of two groups, either
mechanically or electrically-driven. A cooling fan is shown in Figure 37.
• Mechanically-Driven Fans
• Mechanically-driven fans are mounted on the drive shaft of the coolant pump and
are driven by the pump belt. Fan assemblies, whether they are made of stamped
steel, aluminum, plastic or combinations of these materials, are balanced and
should be replaced whenever blades are damaged, bent or cracked.
•
• Out of balance fan assemblies can contribute to coolant pump bearing failure.
Damaged blades, loose blades or blade fragments can do severe damage to you
and the vehicle.
NOTE:
Do not weld or braze fan blades. Do not straighten a bent blade. Keep fingers
away from rotating fan. Never stand in line with a rotating fan

• Many mechanically-driven fans are actually mounted on the

thermostatic clutch unit. These units are sealed and are usually not
serviced. You should check them visually for leaks. These units are
filled with silicon fluid and if the fluid leaks out, they will not function.
If you locate a leak, the unit must be replaced. Figure 38 is an
example of one other check that should be made. With the engine at
operating temperature, rotate the fan from stop to stop. No more
than ½ turn movement is allowed.
Electrically-Driven Fan
Most front wheel drive vehicles have electrically-driven cooling fans. The fan
motor is turned on and off by the powertrain control module or, as in Figure 39,
by a thermostat and a relay. In Figure 39A, the contacts in the thermostat and
relay are open so the fan is off. In Figure 39B, both sets of contacts are closed so
the fan is on.
• The engine coolant temperature (ECT) sensor is usually in the engine block cylinder head. When the
coolant temperature rises high enough the PCM turns the fan relay on to start the fan. If the vehicle
is equipped with air conditioning, the fan turns on when the air conditioning system requires it,
regardless of engine temperature.
•
• To properly inspect the cooling fan(s), run the engine to bring the engine to operating temperature.
The fan should turn on when the temperature reaches the value predetermined by the
manufacturer and published in the service manual. Turn the air conditioning on, if the vehicle is
equipped with air conditioning, and the fan should come on regardless of engine temperature.
•
• Electrically-driven fans, like belt-driven fans, should not be soldered, welded or glued if they are
cracked, broken or suffer from other damage. If they are damaged or if the motor does not run,
they should be replaced with a unit recommended for the vehicle. Follow the service manual for
proper testing and replacement instructions.
Thermostat
• Use a scan tool to observe the ECT value. If the thermostat is operating correctly, you should see the
temperature rise to operating temperature and then drop slightly as the thermostat opens. You can
also use an infrared thermometer to measure the temperature of the thermostat housing. When the
thermostat opens, the temperature of the housing starts to rise. The ECT reading at this point is the
opening temperature of the thermostat.
•
• If the engine does not ever reach operating temperature, either the thermostat is leaking or is the
wrong thermostat for the vehicle; replace the thermostat.
•
• If the thermostat sticks closed, the engine overheats. There are many possible causes of engine
overheating, so test the thermostat opening temperature if you suspect it is the cause. This may
eliminate time wasted looking at other possible causes for overheating.
•
• Suspend the thermostat in a container of water so that the pellet is downward, the thermostat is fully
submerged and it does not touch the sides or bottom of the container. Also suspend a thermometer
in the water and make sure that it does not touch the sides or bottom of the container either. Move
the container over a source of heat (Figure 40).
.
• Gradually raise the temperature and gently stir the water as the
temperature rises. Carefully watch the thermostat and note the
temperature at which it just begins to open. It should open within 3°C to 6°C
(5°F to 10°F) of the rating stamped on it.
•
• Keep heating the water and watching the temperature. At 11°C to 13°C (20°F
to 24°F) above the initial opening temperature, the thermostat should be
wide open. If the thermostat does not function as described, it is defective
and may be the cause of the engine overheating. Replace the thermostat.