Section 6

Cooling System

Fundamentals

Cooling and Lubrication

Systems

t:

hmJ*

39. Cooling System Fundamentals

40. Cooling System Testing, Maintenance, Repair
41. Lubrication System Fundamentals
42. Lubrication System Testing, Service, Repair
The cooling and lubrication systems are designed to prevent engine damage
and wear. The cooling system removes excess combustion heat and
maintains a constant engine operating temperature. The lubrication system
reduces friction and wear between internal engine parts. If these systems are
not operating properly, an engine can destroy itself in a matter of minutes.
Aluminum pistons can literally melt and weld themselves to the cylinder
walls, bearings can seize, and major parts can crack or warp.
This section details the operation, construction, diagnosis, and repair of
modern cooling and lubrication systems. Study it carefully! This
information will help you pass ASE Test Al, Engine Repair, and Test A8,
Engine Performance.

After studying this chapter, you will be able to:

Summarize the functions of a cooling system.
[.
Explain the operation and construction of major

V
I
l'

cooling system components.

Compare cooling system design variations.
Explain the importance of antifreeze.
Discuss safety procedures to follow when
working with cooling systems.
Correctly answer ASE certification test questions
on cooling system construction and operation.

This chapter explains the design, construction, and

operation of cooling systems. You must fully understand
how different cooling systems work before learning to
service and repair them.
A cooling system must control the operating temper
ature of the engine. During startup, it must help the
engine warm to operating temperature quickly to lower
emissions. After the engine has warmed up, the cooling
system must maintain a constant engine operating tem
perature for maximum efficiency.
Without a properly operating cooling system, an
engine can self-destruct in a matter of minutes. Internal
engine parts can overheat and partially melt, causing the
engine to lock up, or seize (reciprocating assembly no
longer moves freely). For this and other reasons, it is
important that you fully understand the information in

fris chapter.

Cooling System Functions

A cooling system has several functions. It must

remove excess heat from the engine, maintain a constant

engine operating temperature, increase the temperature
a cold engine quickly, and provide a means for
the passenger compartment.

724

Removing Engine Heat

The burning air-fuel mixture produces a tremendous
amount of heat. Combustion flame temperatures can
reach 4500F (2500C). This is enough heat to melt
metal parts.
Some combustion heat is used to produce expansion
and pressure for piston movement. Most combustion heat
flows out with the exhaust gas or flows into the metal
parts of the engine. Without removal of this excess heat,
the engine would be seriously damaged in a matter of
minutes.

Maintaining Operating Temperature

Engine operating temperature is the temperature the
engine coolant (water and antifreeze mixture) reaches
under normal running conditions. Typically, an engines
operating temperature is between 180F and 210F (80C
and 100C).
When an engine warms to operating temperature, its
parts expand. This ensures that all part clearances are cor
rect. It also ensures proper combustion, emission output
levels, and engine performance.

Reaching Operating Temperature Quickly

An engine must warm up rapidly to prevent poor
combustion, part wear, oil contamination, reduced fuel
economy, increased emissions, and other problems. A

cold engine suffers from several problems.

For instance, the aluminum pistons in a cold engine
will not be expanded by heat. This can cause too much
clearance between the pistons and the cylinder walls. The
oil in a cold engine will also be very thick. This can
reduce lubrication and increase engine wear. The air-fuel
mixture will not vaporize and bum as efficiently in a cold
engine.

725

726

Chapter 39 Cooling System Fundamentals

Section 6 Cooling and Lubrication Systems

When the engine reaches operating temperature, the

Heater Operation

Cooling System Operation

A cooling system commonly circulates coolant to the

vehicles heater. Since the engine coolant is warm, its
heat can be used to warm the passenger compartment.
See Figure 39-1.

When the engine is running, the water pump f0rces

coolant to circulate through the engine water jackets
(internal passages in the engine). A drive belt
often
powers the water pump. The water pump can also be
gear-driven off the crankshaft.
While the engine is cold, the thermostat remains
closed, so coolant circulates inside the engine. This helps
warm the engine quickly.

Note!
Refer to Chapter 75, Heating and Air
Conditioning Fundamentals, and Chapter 76,
Heating and Air Conditioning Service, for more
information on heaters.

Engine
jackets

Inlet
radiator
hose

4\

Fan
relay

Filler cap

Radiator
overflow
tube

V.

sensor

Overflow

tf.

I*

hose

&;

Water pump

FJ

Liquid Cooling Systems

Coolant

Coolant

reservoir

tank

Radiator fan

Radiator

Water
jackets

Outlet '
radiator
hose
Figure 39-1 Study the basic names and locations for parts of a cooling system. This will help you as each part is explained in detai
(Mazda)

'SJure 39-2. An air-cooled engine has large fins on the cylinder

dissipate heat into surrounding air. A water-cooled engine

9s water jackets around each cylinder to collect heat.

'Robert'Bosch)

Metal
engine

part

'r?h
\

Coolant

Figure 39-3. Combustion heat transfers into the cylinder wall and
then into the coolant. Coolant carries heat away from the engine.

A liquid cooling system has several advantages over

an air cooling system, including:
More precise control of engine operating
temperature.
Less temperature variation inside engine.
Reduced exhaust emissions because of better
temperature control.
Improved heater operation to warm passengers.

Conventional and Reverse Flow Cooling

With conventional coolant flow, hot coolant flows
from the cylinder head to the radiator. After being cooled
in the radiator, the coolant flows back into the engine
block. This is the most common coolant flow direction.
Reverse flow cooling follows the opposite course:
cool coolant enters the head and hot coolant exits the
block to return to the radiator. Reversing the flow of the
coolant helps keep a more uniform temperature
throughout the engine, especially around the hot exhaust
valves. Reverse flow cooling can be found on highperformance engines.

Basic Cooling System

Cooling
fins

b
O

Heat enters '

engine parts

A liquid cooling system circulates coolant (a solution

of water and antifreeze) through the water jackets. The
coolant then collects excess heat and carries it out of the
engine.
Figure 39-2 compares liquid and air cooling.
Figure 39-3 shows how combustion heat is transferred
into the coolant.

<2?

There are two major types of automotive cooling sys

tems: air cooling systems and liquid cooling systems.

Tech Tip!
Air-cooled automotive engines are rare. Most
late-model vehicles have liquid-cooled engines.

Heat out

Cooling System Types

An air cooling system uses large cylinder cooling

fins and outside air to remove excess heat from the
engine. The cooling Jins increase the surface area of the
metal around the cylinder. This allows enough heat to
transfer from the cylinder to the outside air. Look at
Figure 39-2.
An air cooling system commonly uses plastic or
sheet metal ducts and shrouds (enclosures) to route air
over the cylinder fins. Thermostatically controlled flaps
regulate airflow and engine operating temperature.

water

Temperature

thermostat

Air Cooling Systems

Thermostat

From heater,
To heater

opens. Heated coolant then flows through

the radiator. Excess heat is transferred from the coolant
radiator.
t0 the air flowing through the

Heat in

727

The basic parts of a cooling system are shown in

Figure 39-1. Refer to this illustration as each part is
introduced.
Water pump Forces coolant through the engine
and other system parts.
Radiator hoses Connect the engine to the radiator.
Radiator Transfers engine coolant heat to out
side air.
Fan Draws air through the radiator.

728

Section 6 Cooling and Lubrication Systems

Thermostat

Chapter 39 Cooling System Fundamentals

Controls coolant flow and engine

operating temperature.

Impeller

Housing

Throttle body,
Front heater

Outlet

to water
jacket

Water Pump
The water pump is an impeller or centrifugal pump
that forces coolant through the engine block, cylinder head,
intake manifold, hoses, and radiator. It is often driven by a
belt running off the crankshaft pulley. In some cases, the
pump is gear-driven directly off the crankshaft.
Water pump impellers can be made of steel or plastic.
The impeller blades can be curved or straight. Straight
blades, like paddle wheels, are sometimes used to reduce
engine power consumption. Look at Figure 39-4.
The major parts of a typical water pump include the:
Water pump impeller Disk with fan-like blades,
the impeller spins and produces pressure and
flow, Figure 39-5.
Water pump shaftSteel shaft that transfers
turning force from the hub to the impeller.
Water pump seal Prevents coolant leakage
between pump shaft and pump housing,
Figure 39-6.
Water pump bearings Plain or ball bearings
that allow the pump shaft to spin freely in
housing.
Water pump hub Provides mounting place for
belt pulley and fan.
Water pump housing Iron or aluminum casting
that forms the main body of pump.
The water pump normally mounts on the front of the
engine. With some transverse (sideways-mounted)
engines, it bolts to the side of the engine and extends
toward the front.

Pump
shaft

if)
vT

Thermostat

t 1 f-S:

0jp
o

CPT
rwana-sra'j
J

Fan
hub

Sealed bearings1

Inlet from
radiator

into the radiator.

Electric Water Pump

rT0
radiator
/

Bypass
pipe

From radiator

Figure 39-5. Cutaway of a simplified water pump. Note how the

spinning impeller throws coolant outward to produce pressure
and flow. (DaimlerChrysler)

hose, and into the pump. After being thrown outward and
pressurized, the coolant flows into the engine. It circu
lates through the block, around the cylinders, up through
the cylinder head(s), through the thermostat, and back

ISC valve

(5

To heater

Water pump
Figure 39-7. The water pump pulls coolant out of the bottom of
the radiator and through the engine block, heads, and intake
manifold. Hot coolant then reenters the radiator for cooling. (Ford)

Shaft

An electric water pump uses a large dc motor and an

impeller to force coolant through the engines water
jackets. It replaces a belt-driven water pump. The electric
water pump assembly often bolts to the side of the engine
and has one radiator hose connected to it.
When the ECU senses that the engine has reached a
predetermined operating temperature, it will energize the
electric water pump to maintain the correct engine tem
perature. Since the electric water pump does not turn
until needed, it allows the engine to reach operating tem
perature more quickly for improved efficiency. The speed
of the electric water pump can also be controlled by the
ECU to reduce energy consumption.

Radiator and Heater Hoses

Impeller

Bearing

Seal

the central area of the pump housing. It also produces

pressure in the outer area of the housing.
Since the pump inlet opening is near the center,
coolant is pulled out of the radiator, through the lower

Radiator hoses carry coolant between the engine

water jackets and the radiator. Being flexible, hoses can

withstand the vibrating and rocking of the engine on its

motor mounts without breakage. Look at Figure 39-8.

Thermostat housing

Water pump
Upper radiator
hose

Heater

core

/
Hub

Vent
hole

729

S;h

Seal '

seat

Crank
pulley

'i\

Figure 39-6. Side cutaway view of water pump shows how the
seal keeps coolant from leaking out of the vent hole. (Chevrolet)

wi

A water pump gasket fits between the engine and

pump housing to prevent coolant leakage. RTV sealer or
a rubber seal may be used instead of a gasket.

m
'

Water
pump pulley

*1

Ribbed
belt

Impeller
Figure 39-4. The fan belt turns the water pump pulley to
operate the pump. This is a modern ribbed belt that powers all
accessory umts. (Ford)

Water Pump Operation

Figure 39-7 illustrates water pump action and

coolant flow through an engine. The spinning engme

crankshaft pulley causes the drive belt to turn the water
pump pulley, pump shaft, and impeller. The
trapped between the impeller blades is thrown outwar
by centrifugal force. This produces suction (vacuum) in

Heater
hoses

Reservoir

v:
v

Reservoir hose /
Radiator cap

coolanj

Lower radiator
hose

Radiator

39-8. Radiator hoses carry coolant between the engine and the radiator. Heater hoses carry hot coolant to heater core in

Passenger compartment, under the dash.

730

Chapter 39 Cooling System Fundamentals

Section 6 Cooling and Lubrication Systems

Wire-type clamp

Molded radiator
hose cannot be bent

Inlet tank

O-ring gasket

731

Radiator cap

Worm-drive

O-ring gasket

clamp

Filler neck

HBiiS

Banded-type
clamp

Hose clamp
pliers
Flexible radiator
hose can be bent

Outlet
tank

IT

Screwdriver
Figure 39-9. Two basic types of radiator hoses. (DaimlerChrysler)

The upper radiator hose normally connects to the

thermostat housing on the intake manifold or cylinder
head. Its other end fits on the radiator. The lower hose
often connects the water pump inlet and the radiator.
A molded hose is manufactured in a special shape,
with bends to clear the cooling fan and other parts. It
must be purchased to fit the exact year and make of car.
See Figure 39-9.
A flexible hose has an accordion shape and can be
bent to different angles. The pleated construction allows
the hose to bend without collapsing and blocking
flow. The flexible hose is also called a universal-type
radiator hose.
A hose spring is frequently used in the lower radiator
hose to prevent the hose from collapsing. The lower hose
is exposed to suction from the water pump. The spring
ensures that the inner lining of the hose does not tear
away, close up, and stop circulation.

<>

Caution!
Never remove the spring from the inside of a
radiator hose. If you do, the hose can collapse
and cause engine overheating damage.

Heater hoses are small-diameter hoses that carry

coolant to the heater core (small radiator-like device
under the dash). Refer to Figure 39-8.
Hose clamps hold the radiator hoses and heater hoses
on their fittings. Three types of hose clamps are pictured
in Figure 39-10.
A worm-drive hose clamp uses a worm gear that
engages slots in the clamp strap to allow tightening
around the hose. It is the most common type of replace
ment hose clamp.

Radiator
The radiator transfers coolant heat to the outside air.
The radiator is normally mounted in the front of the
engine. Cool outside air can then flow freely through it.
See Figure 39-11.

Figure 39-10. Three basic types of hose clamps. Worm drive

clamp is the most common. Spring-type clamp requires hose
clamp pliers with a groove cut in the jaws. (DaimlerChrysler)

Nut

Petcock

A radiator typically consists of five components:

Radiator core Center section of the radiator.
Made up of tubes and cooling fins.
Radiator tanks Metal or plastic ends that fit
over the core tube ends to provide storage for
coolant and fittings for hoses.
Radiatorfiller neck Opening for adding coolant.
Also holds the radiator cap and overflow tube.
Transmission oil cooler Inner tank for cooling
automatic transmission or transaxle fluid.
Radiator petcock Fitting on the bottom of the
tank for draining coolant.

Radiator core

Transmission
oil cooler

Washer

Figure 39-11. Exploded view of the major parts of a cooling system. (General Motors)

Inlet from engine

Cooling fins

Inlet from engine

Filler
cap

Radiator Action
Under normal operating conditions, hot engine
coolant circulates through the radiator tanks and core.
Heat transfers into the cores tubes and fins. Cooler air
flows over and through the radiator fins, so heat is
removed from the radiator. This reduces the temperature
of the coolant before it flows back into the engine.

Direction
of coolant
flow

Direction
of coolant
flow

Filler cap

h-

ry

Outlet to
engine

Core tubes

Cooling fins

Core tubes

Transmission
A oil cooler

Radiator Types
The two types of radiators are the crossflow and the
downflow. Both are shown in Figure 39-12.
The tanks on a downflow radiator are on the top and
bottom of the core, and the core tubes run vertically
between the tanks. Hot coolant from the engine enters the
top tank. The coolant flows downward through the core
tubes. After cooling, the coolant flows out of the bottom
tank and back into the engine.
A crossflow radiator is a more modem design that
has its tanks on the sides of the core. The core tubes are
arranged for horizontal coolant flow. The tank with the
radiator cap is normally the outlet tank. A crossflow radi
ator can be shorter than a downflow radiator, allowing fr
a lower hood line. Look at Figure 39-12.

Rubber
gasket

>
Transmission
oil cooler

Outlet to
engine

-L

Figure 39-12. Two types of radiators. A A downflow radiator has core tubes running up and down. B A crossflow radiator has
cooling tubes running horizontally. The crossflow radiator is more common on late-model cars. (DaimlerChrysler)

Radiator tanks can be made of metal or plastic. With

metal radiator tanks, the core and tanks are soldered
together. With plastic radiator tanks, rubber seals fit
between the tanks and core to prevent leakage.

Transmission Oil Cooler

A transmission oil cooler is often placed in the radiatpr on cars with automatic transmissions or transaxles to
prevent the transmission fluid from overheating. It is a

732

Section 6 Cooling and Lubrication Systems

small tank enclosed in one of the main radiator tanks.

Since the transmission fluid is hotter than the engine
coolant, heat is removed from the fluid as it passes
through the radiator and cooler, Figure 39-13.
In downflow radiators, the transmission oil cooler is
located in the lower tank. In crossflow radiators, the oil
cooler is in the tank having the radiator cap.
Line fittings from the cooler extend through the radi
ator tank to the outside. Metal lines from the automatic
transmission or transaxle connect to these fittings. The
transmission oil pump forces the fluid through the lines

Pressure relief valve spring

- Upper sealing gasket

Lower sealing gasket

Upper sealing
surface

IT

Lower sealing
surface
/

r,

m
y

A/C condenser

Cam locking 7
surface

Radiator Cap

>

>

Nut

V
Radiator core

Transmission

Rubber
gasket

Washer

oil cooler

Figure 39-13. Transmission oil cooler prevents overheating of

automatic transmission fluid. It is a small tank inside one of the
radiator tanks. Note transmission line fittings. (Buick)

Automatic
transmission

Direction
of flow

NJ
J

Transmission
cooler lines

Figure 39-14. Automatic transmission lines run from the trans

mission to the transmission oil cooler fittings. (Cadillac)

The radiator cap pressure valve, Figure 39-16, con

sists of a spring-loaded disk that contacts the filler neck.
The spring pushes the valve into the neck to form a seal.
When water is placed under pressure, its boiling
point increases. Normally, water boils at 212F (100C).
However, for every pound of pressure increase, waters
boiling point goes up about 3F (-16C). The radiator cap
works on this principle.
Typical radiator cap pressure is 12-16 psi
(83-1 10 kPa). This raises the boiling point of the engine
coolant to 250-260F (121-127C). Many surfaces inside
the engines water jackets can be above 212F (100C).

Closed and Open Cooling Systems

A closed cooling system uses an expansion tank, or
reservoir, and a radiator cap with pressure and vacuum
valves. The overflow tube is routed into the bottom of the
reservoir tank. Pressure and vacuum valve action pull
coolant in and out of the reservoir tank as needed. This
keeps the cooling system correctly filled at all times.
Figure 39-18 shows the operation of a closed cooling
system. When the engine heats up, the coolant expands
and opens the cap pressure valve. Instead of leaking onto
the ground, the coolant flows into the reservoir.
After the engine has been shut off, the coolant tem
perature drops and its volume decreases. This causes the
vacuum valve to open. Atmospheric pressure (system
suction) then forces coolant back into the radiator. This
compensates for any small system leaks, keeping the
system properly filled.

y
Max

Gasket retainer

Stainless steel
swivel top

Filler neck

Tr

Flow back
into reservoir

Max

Overflow

Coolant heats
and expands

lin

Radiator Cap Vacuum Valve

The radiator cap vacuum valve opens to allow flow
back into the radiator when the coolant temperature
drops after engine operation. It is often a small valve
located in the center of the bottom of the cap. Look at
Figure 39-17.

Coolant
fills
radiator

1/ Coolant pulled

3D

out of reservoir

Rubber seals
B

Main spring

Coolant temperature
and volume drops

Radiator top tank

Vacuum valve

Figure 39-17. This cutaway view shows how the pressure cap

installs and seals on the radiator filler neck. (DaimlerChrysler)

733

The cooling and contraction of the coolant and air in

the system decrease the coolant volume and pressure.
Without a cap vacuum valve, the radiator hoses and
radiator tanks could collapse from outside pressure.

If the engine overheats and pressure exceeds the cap

rating, the pressure valve opens. Excess pressure and
steam force the coolant out of the overflow tube and into
the reservoir (or onto the ground in older systems). This
prevents high pressure from rupturing the radiator, gas
kets, seals, or hoses.

The radiator cap performs several functions:

Seals the top of the radiator filler neck to prevent
leakage.
Pressurizes the system to raise the boiling point of
coolant. This keeps coolant from boiling and
turning to steam.
Relieves excess pressure to protect against system
damage.
In closed systems, it allows coolant flow between
the radiator and the coolant reservoir.
The radiator cap locks onto the radiator tank filler
neck or on the reservoir tank. Rubber or metal seals make
the cap-to-neck joint airtight. Radiator caps can be made
of metal or plastic.

Radiator Cap Pressure Valve

Radiator

\ Safety stop

Figure 39-1 6. A radiator pressure cap screws onto the radiator

filler neck or reservoir tank. Rubber or metal seals prevent
leakage. (DaimlerChrysler)

however, the condenser is usually mounted in front of the

radiator. With side-by-side mounting, cooler air flows
through the radiator.

''

Overflow tube

'

Figure 39-15. Note how this vehicle has a radiator and airconditioning condenser mounted side-by-side. Many vehicles
have the condenser in front of the radiator. (Honda)

Outlet
tank

Vacuum
vent valve

Radiator

and cooler, Figure 39-14.

Figure 39-15 shows how the radiator can be mounted
next to the air-conditioning condenser. With other vehicles,

Chapter 39 Cooling System Fundamentals

Figure 39-18. Study pressure cap operation. A When the

engine heats up, coolant expands. Excess fluid opens the cap
pressure valve and coolant enters reservoir for reuse. B When
the engine is shut off, coolant temperature drops. This causes
coolant to reduce in volume. Cap vent valve opens to let coolant
flow back into the radiator. (Ford)

r
734

Section 6 Cooling and Lubrication Systems

Note!
The reservoirs in some closed cooling systems
are under full cooling system pressure.
Pressurized reservoirs have a pressure cap rather
than a vented cap. The radiators in systems with
pressurized reservoirs generally do not have a
traditional radiator cap.
An open cooling system does not use a coolant reser
voir. The overflow tube allows excess coolant to leak
onto the ground. Also, it does not provide a means of
adding fluid automatically.
The open cooling system is no longer used on auto
mobiles. It has been replaced by the closed system, which
requires less maintenance.

Chapter 39 Cooling System Fundamentals

A fluid coupling fan clutch is designed to slip al

higher engine speeds. It performs the same function as a
flexible fan. The clutch is filled with silicone-based oil.
At a specific fan speed, there is enough load to make the
clutch slip. Figure 39-20.
A thermostatic fan clutch has a temperaturesensitive, bimetal spring that controls fan action. The
spring controls oil flow in the fan clutch. When cold, the
spring causes the clutch to slip, speeding engine warm
up. After reaching operating temperature, it locks the
clutch, providing forced-air circulation. See Figure 39-21.

Cooling System Fans

A cooling system fan pulls air through the core of the

Silicone oil

Fan hub

radiator and over the engine to help remove heat. It

increases the volume of air flowing through the radiator,
especially when the car is standing still. The fan is driven
by a fan belt or an electric motor.

Electric Engine Fan Circuits

Electric Cooling Fans

An electric cooling fan uses an electric motor and a

thermostatic switch (coolant temperature sensor) to
provide cooling action. An electric fan is needed on frontwheel-drive cars having transverse-mounted engines. In
these vehicles, the water pump is normally located away
from the radiator. Nevertheless, electric engine fans can
be used on any engine/transmission layout. Look at
Figure 39-22.
Thefan motor is a small dc (direct current) motor. It
mounts on a bracket secured to the radiator. A metal or
plastic fan blade mounts on the end of the motor shaft to
cause airflow.
An electric fan saves energy and increases cooling
system efficiency. Because it only functions when
needed, it helps speed engine warm-up. This reduces
emissions and fuel consumption. In cold weather, the
electric fan may shut off at highway speeds. There may
be enough cool air rushing through the grille to provide
adequate cooling.

Friction chamber
ii

Engine-Powered Fans

An engine-powered fan bolts to the water pump hub

and pulley. Sometimes, a fan spacer fits between the fan
and pulley to move the fan closer to the radiator.
A flex fan has thin, flexible blades that alter airflow
with engine speed. At low speeds, the fan blades remain
curved and pull air through the radiator. At higher engine
speeds, the blades flex until they are almost straight. This
reduces fan action and saves engine power, Figure 39-19.

Shaft

Temperature'"
sending unit
resistance
high

Figure 39-20. This is a fluid coupling fan clutch. A clutch plate

operating in silicone-based oil causes enough friction at low
speeds to turn fan. A high-speed load overcomes the friction,
and the fan slips to save energy. (DaimlerChrysler)

switch
open

pump

Water pump
fan spacer

pulley

ft

Temperature

f oo

)j

I (Li

c|

pulley

Thermostatic
spring

Crank

Figure 39-19. Note the construction of a flex-type radiator fan.

High rpm causes fan blades to flex (bend), reducing blowing
action. Note how a spacer is used to move fan closer to

Plastic fan

low
Airflow
through
radiator

Water pump

Flexible
blades

pulley

radiator. (Ford)

<\

sending unit
resistance

{,

e.
Fan belt

Coolant
hot

Fluid coupling

Low current
flow

Fan off

Thermo fan

Engine cooling fan

Water,

Gauge
reads cold

Coolant
still cold

Clutch plate

Water pump
assembly

No current to
fan motor

Battery

l
Gauge reads
normal
operating
temperature

1, Electric
S fan on

Current flow
through gauge
increases

. Current flow to

y
B

Thermo
switch closed

fan motor

Figure 39-22. Study electric cooling fan operation. A When

the engine is cold, the thermo switch is open to prevent electric
fan operation. This speeds engine warm-up. B When the
engine is at full operating temperature, the thermo switch
closes. Current then flows to the fan motor to remove heat from
the radiator.

Figure 39-21. A thermostatic fan clutch is similar to a fluid cou

pling fan clutch. A bimetal spring is used to control clutching
action. The fan only operates when the engine is hot and when
the spring activates the clutch mechanism. (Toyota)

735

The fan switch (thermo switch) is a temperaturesensitive switch that controls fan motor operation. With
late-model vehicles, the coolant temperature sensor
(switch), relays, and engine control module (or power
train control module) operate the engine cooling fan
motors, Figure 39-23.
When the engine is cold, the coolant sensor signals
the ECM that the engine is cold. The ECM does not ener
gize the fan relays. This keeps the cooling fan from spin
ning and speeds engine warm-up.
After warm-up, the sensor resistance changes enough
to signal the ECM of the need for cooling fan operation.
The ECU sends current to the fan relay coils. This closes
the relay contact, and high current flows to the cooling
fans to prevent engine overheating. This is illustrated in
Figure 39-23.

Radiator Shroud
The radiator shroud helps ensure that the fan pulls
air through the radiator. It fastens to the rear of the
radiator and surrounds the area around the fan. See
Figure 39-24.
When the fan is spinning, the plastic shroud keeps air
from circulating between the back of the radiator and the
front of the fan. As a result, a huge volume of air flows
through the radiator core. Without a fan shroud, the
engine could overheat.

Thermostat
The thermostat senses engine temperature and con
trols coolant flow through the radiator. It reduces coolant
flow when the engine is cold and increases coolant flow
when the engine is hot.
The thermostat normally fits under a thermostat
housing between the engine and the end of the upper
radiator hose. Thermostats can be located at either the
coolant inlet or outlet on the engine.
The thermostat has a wax-filled pellet. Figure 39-25.
The pellet is contained in a cylinder-and-piston assembly.
A spring holds the piston and valve in a normally closed
position.
When the thermostat is heated, the pellet expands
and pushes the valve open. As the pellet and thermostat
cool, spring tension overcomes pellet expansion and the
valve closes. Figure 39-26 shows the basic action of an
engine thermostat.
A thermostat rating is stamped on the thermostat to
indicate the operating (opening) temperature of the ther
mostat. Normal ratings are between 180F and 195F
(82C and 91C). High thermostat heat ranges are used in

736

Chapter 39 Cooling System Fundamentals

Section 6 Cooling and Lubrication Systems

...

|Oldsmobile only |

| Buick only |

Hot at all times

Hot at all times

Rear
fuse
block
#1

F/dr
rel
20 amp

B4'

1 ORNI840

iP107

.35BRN|?41
S346
S116

ORN/.35 BRN

,
I

840

__

241
See fuse

block/relay
center details

P100
.80 ORN/BLK 1840
.35 BRN/WHT 1241

sL

/ Rfi

Cdf

Q---A

_5

,P107

-A
Q
_
\L X
c7X

B1

87

fan diode

5 BLK 532

Engine

compartment

.8 ORN 840
.35 BRN 241

IITJ
CsX

33

rz
ml

7YC1
|C1

_ _
56

Figure 39-24. A fan shroud ensures that the fan pulls air
through the radiator core. Without the shroud, air could circulate
between the fan and the back of the radiator. Engine over
heating could result. (DaimlerChrysler)

RH
cooling

tan
(secondary

y Wax-filled pellet
5 BLK

S282

B1

I
#S126

S123

A-.

BA

C101

.35 BLK 808

.5 BLK 1 452

P107

Engine

I coolant
temperature

I X I

Aw
.35 BLK 1808
.8 BLK|
452

(ECT) sensor

Seal

1350

to open
thermostat

\
B

Hot coolant
from engine

Figure 39-26. Study thermostat action. AWhen coolant is

cold, the thermostat remains closed due to spring tension. The
water pump forces coolant to circulate in engine, but not
through the radiator. BWhen coolant is hot, the thermostat
opens. The pump can then push coolant through the engine
and the radiator. (DaimlerChrysler)

Thermostat
valve closed

G1 03

I:

IT _GrJ

Cooling fan
high speed control

Vehicle speed

sensor Input

Power train
control
module
(PCM)

Ground

7|C2
6

.35YEL

pp
A
A
I

_
j

To connector
C101 terminal K7
(not used)

Engine
coolant
temperature
(ECT)

if
Z Irl
Y Y
.8 BLK: 1452|
ft

I C1

|
C2
I C1

8
47

I 400 .35 PPL I 401

<3

I
G
\ Return spring

HI

74YC2
I C2

j" IL67.L47I Hljjfci01

See sequential

S104

S115

52

,35YEL|41

J808

.35 BLK

Thermostat
gasket
Engine hot,
pellet expands

|tos

5 LT BLU

Cold coolant
from engine

3JAC2

li

front

r -

b-\

Ic2

Cooling fan
low speed control

I
I

Engine cool
thermostat
closed

:low
radiati

Right

Cooling |underhood

35<

P107

fuel injection

C7>]/

473

5 RED 642

fan (primary)

I
32 A.0-1.

Thermostat
Spousing

__

Coolant v
circulates '
through
bypass
and back
into engine

Fan shroud
\\

- ff-A
__A

fan

BLU

LH cooling

yV,

5 BLK 1350

5 WHT 504

Fan
Electric fan motor
Ambient temperature
sensing switch

5 RED

409

S141

.35 DK

.35 DK GRN 1 335

C2

\J

maxi-fuse
block

5 LT BLU

LH cooling

S143

B2

Hot at all times

.35 DK BLU

5 WHT

5 BLK|532

Radiator tan switch

I/P
fuse
block

Cling
fan
1 0 amp

737

Figure 39-25. The thermostat is a temperature-sensitive valve.

Note the pellet of wax enclosed in a cylinder-piston chamber.
When heated, the pellet expands and pushes against spring
tension to open the valve. (Gates)

See vehicle

speed sensor

SenSOr

I
I

8 LT GRN 36

Figure 39-23. This wiring diagram shows modern electric engine fan circuit controlled by an electronic control unit. Note how the
engine coolant temperature sensor (bottom) signals the power train control module whether to turn fans on or off. To turn fans on,
the ECU sends a low-current signal to relays. The relay contact points then close to send higher current to the fan motors.

modern automobiles because they reduce exhaust emis

sions and increase combustion efficiency.

Thermostat Operation
When the engine is cold, the thermostat will be

closed and coolant cannot circulate through the radiator.

Instead, the coolant circulates around inside the engine

block, cylinder head, and intake manifold until the engine

s warm. Figure 39-27A.

As the heat range of the thermostat is reached, the hot

engine coolant causes the pellet inside the thermostat to
expand. The thermostat gradually opens and allows
coolant to flow through the system. Figure 39-27B.
Since the amount of thermostat opening is dependent
on engine temperature, the exact operating temperature
of the engine can be precisely controlled.
A bypass valve, Figure 39-28, and a bypass hose or
passage permit coolant circulation through the engine
when the thermostat is closed. If the coolant cannot cir
culate, hot spots could develop inside the engine.
A bypass thermostat has a second valve for routing.
all the hot coolant through the radiator, not just most of
the hot coolant. The main thermostat valve regulates flow
through the engine and radiator like a conventional
thermostat. The added valve blocks off the bypass
once the engine has reached operating temperature. See
Figure 39-29.
A thermostat jiggle valve is a small valve fit into a
hole formed in the thermostat. It helps prevent air pockets
from forming in the housing.

738

Section 6 Cooling and Lubrication Systems

No flow to radiator

Chapter 39 Cooling System Fundamentals

Thermostat
/ closed

Warning

Fan off

light

Fan

3
/

ml

Heater

Water pump !
Heater hose

Yellow
Violet -

Bypass

valve
closed

-Red-

Dash

connectorl

{/

Splice

ater pu

core

Fan on

Flow to
radiator

Impeller

Water
pump

hose

water pump

I Heater

Bypass

Most vehicles are equipped with a temperature

warning light. Some vehicles also have an engine tem
perature gauge. It is important that you understand the
operation of both.

Temperature Warning Light

A temperature warning light informs the driver
when the engine is overheating. When the coolant

-Red-

Battery

Water temperature
sending unit

An engine temperature gauge shows the exact oper

ating temperature of the engine coolant. A variable resis
tance sending unit and a gauge are used in the circuit.
When the engine is cold, the gauge sending unit has
high resistance and current does not flow to the gauge.
The temperature gauge reads cold.
As engine temperature increases, the resistance in the
sending unit drops. Current increases in the gauge circuit.
Current causes the gauge needle to deflect to the right,
showing engine temperature.
Again, the engine control module often acts as an
interface between the sending unit and the gauge. This
was explained previously.

spring

Cooling System Instrumentation

Starter
solenoid

Bypass
flow

"" Main
/

Water pump
housing

Main
flow

Prevents Rust and Corrosion

Antifreeze also prevents rust and corrosion inside the
cooling system. It provides a protective film on part sur
faces, Figure 39-31. Even in hot climates, antifreeze
should be used to protect internal parts from corrosion.

At

Engine Temperature Gauge

'

core

(DaimlerChrysler)

Ignition
switch

Antifreeze keeps the coolant from freezing in very

cold weather (outside temperature below 32F or 0C).
Coolant freezing can cause serious cooling system and
engine damage. As ice forms, it expands. This expansion
can produce great force. The water pump housing,
cylinder head, engine block, radiator, or other parts could
be cracked and ruined by this force.

With many late-model vehicles, the engine tempera

ture warning light is energized by the engine control
module. If the sensor detects an overheating engine, the
ECU sends current to the warning light.

drive pulley

Figure 39-27. Thermostat operation. A The thermostat does

not allow coolant to enter the radiator when the engine is below
operating temperature. BWhen the engine is at operating
temperature, the thermostat opens and allows flow into
radiator. The thermostat moves open and closed different
amounts to maintain correct engine operating temperature.

AR

(DaimlerChrysler)

I
5
7

Splice

Figure 39-30. The circuit diagram for a simple engine temper

ature warning light. The sending unit screws into the engine
water jacket. It closes when the engine overheats to light indi
cator bulb. Ignition switch lights the bulb when the engine is
started. This lets driver know the bulb is not burned out.

Thermostat
open

Yellow
|

Xfr

Prevents Winter Freeze Up

4 amp fuse

Figure 39-28. A bypass valve is sometimes used to

allow
circulation in the engine. It only opens when the thermostat is
closed and when pressure is stronger than the bypass valve
spring.

Flow to
radiator

Heater

'U
n

Thermostat open

Engine bypass open

739

spring

Thermostat

Figure 39-29. This thermostat has a conventional valve and

bypass valve on the body of the thermostat. Note that it has two
springs and valves built into one assembly. (Cadillac)

becomes t0 hot< a temperature sending unit (switch) in

the engine block closes. This completes the warning light
circuit, and the indicator light on the dash glows,
Figure 39-30.
When the engine is cold or at normal operating
temperature, the sending unit is open and the light
remains off.

Antifreeze
Antifreeze, usually ethylene glycol, is mixed with
water to produce engine coolant. Antifreeze has several

functions. It prevents winter freeze up, prevents rust and

corrosion, lubricates the water pump, and cools the

engine.

Figure 39-31. Antifreeze protects internal parts from rust and

corrosion. One example, when steel head gasket is coated with
antifreeze (left), it is protected. With only water (right), rust
occurs very quickly on the steel surface. (Fel-Pro)

Lubricates the Water Pump

Antifreeze acts as a lubricant for the water pump and
thermostat. It increases the service life of the water pump
bearings and seals. It also prevents thermostat wear and
corrosion.

Cools the Engine

Antifreeze conducts heat better than water and,
therefore, cools the engine better. It is normally recom
mended in hot weather. For example, using the air
conditioning system increases the temperature of the air
flowing through the radiator. Antifreeze can help prevent
overheating in very hot weather when the air condi
tioning is on.

740

Chapter 39 Cooling System Fundamentals

Section 6 Cooling and Lubrication Systems

741

Antifreeze/Water Mixture
For ideal cooling and protection from freeze up, a
50/50 mixture of water and antifreeze is usually recom
mended. It will provide protection from ice formation to
about -34F (-37C). Higher ratios of antifreeze may
produce even lower freezing temperatures, but this much
protection is not normally needed.

<>

Caution!
Plain water should never be used in a cooling
system or the four antifreeze functions just
discussed will not be provided.

Block Heater
A block heater may be used on an engine to aid
engine starting in cold weather. It is simply a 120-volt
heating element mounted in the block water jacket. Look
at Figure 39-32.
The heater power cord is plugged into a wall outlet.
This keeps the engine warm when the vehicle is not being
used. Then, when the owner cranks the engine, it will
start more easily.
A block heater is most commonly used on diesel
engines. Diesels are harder to start in cold weather than
gasoline engines because of their compression ignition.
Figure 39-33 shows a cutaway of a diesel engine.
Note the names of the cooling system parts.

fri

_u

21

",

Uvl

S7

rfjCHti.

Water pump
pulley

\\

Of

Ail

Fan

mLit

If

Water
jackets

m 1 i'

'

Block
heater
assembly

,1

120-volt
power cord

Crankshaft
pulley

Figure 39-32. Block heaters plug into a home wall outlet. They
heat coolant to aid starting in cold weather. Block heaters are
common on diesel engines. (DaimlerChrysler)

7* A

Cylinder
head

rcffli on Hybrids

<r

Hybrid Cooling
The high current flowing through a hybrid vehicles
electric drive system can cause the drive system com
ponents to become extremely hot. In some hybrids,
coolant is routed through the drive system compo
nents to carry heat back to the radiator for transfer to
the atmosphere. In other hybrid vehicles, refrigerant is
routed through the drive components to help keep
them cool. Many hybrids use a blower and a system of
ducts to route air around the high-voltage battery
pack. The air helps cool the battery pack and remove
dangerous hydrogen gases. Hybrid cooling was dis
cussed in detail in Chapter 38, Hybrid Drive System
Operation and Service.

Thermostat

A
:

Airflow
Blower

'-r

__

Thermostat

Ducts

: \ <
m

>

Water
jackets

>

Cylinder
block
1

1J

wt

rim

Battery

This hybrid vehicle uses a blower and ductwork to route cool

passenger compartment air over the battery pack, where it
picks up heat. The warm air is then exhausted through the duct
to the outside the vehicle. (Toyota)

Figure 39-33. Study the side and front views of this modern, four-cylinder, diesel engine. It uses an overhead camshaft to operate
the valves. Also, note cooling system water jackets in the cylinder head and cylinder block. The thermostat is located at the front,

center of engine. (Mercedes Benz)

742

Section 6 Cooling and Lubrication Systems

Summary

A cooling system must remove excess heat from

the engine, maintain a constant engine operating

temperature, increase the temperature of a cold
engine quickly, and provide a means for warming
the passenger compartment.
Engine operating temperature is the temperature
the engine coolant (water and antifreeze solution)
reaches under normal running conditions.
Typically, an engines operating temperature is
between 180F and 210F (82C and 99C).
A liquid cooling system circulates a solution of
water and antifreeze through the water jackets.
In reverse flow cooling, cool coolant enters the
head and hot coolant exits the block to return to
the radiator.
The water pump is an impeller or centrifugal pump
that forces coolant through the engine block,
cylinder head, intake manifold, hoses, and radiator.
A water pump gasket fits between the engine and
pump housing to prevent coolant leakage.
Radiator hoses carry coolant between the engine
water jackets and the radiator.
Heater hoses are small diameter hoses that carry
coolant to the heater core (small radiator-like
device under the car dash).
The radiator transfers coolant heat to the outside
air. The radiator is normally mounted in front of
the engine.
A transmission oil cooler is often placed in the
radiator on cars with automatic transmissions to
prevent transmission fluid overheating.
A closed cooling system uses an expansion tank,
or reservoir, and a radiator cap with pressure and
vacuum valves.
A cooling system fan pulls air through the core of
the radiator and over the engine to help remove
heat.
The thermostat senses engine temperature and
controls coolant flow through the radiator.
A thermostat rating is stamped on the thermostat
to indicate the operating (opening) temperature of
the thermostat. Normal ratings are between
180F and 195F (82C and 91C).
Antifreeze, usually ethylene glycol, is mixed with
water to produce the engine coolant.
A block heater may be used on a diesel engine to
aid engine starting in cold weather.

Chapter 39 Cooling System Fundamentals

Important Terms
Cooling system
Engine operating
temperature
Water pump
Air cooling system
Cooling fins

Shrouds
Liquid cooling system
Conventional coolant
flow
Reverse flow cooling
Radiator hoses
Radiator
Fan
Thermostat
Water pump impeller
Water pump shaft
Water pump seal
Water pump bearings
Water pump hub
Water pump housing
Water pump gasket
Electric water pump
Molded hose
Flexible hose
Hose spring
Heater hoses
Heater core
Hose clamps
Worm-drive hose
clamp

Radiator core
Radiator tanks
Radiator filler neck
Radiator oil cooler
Radiator petcock
Downflow radiator

Crossflow radiator
Radiator tanks
Transmission oil cooler
Radiator cap
Radiator cap pressure
valve
Radiator cap pressure
Radiator cap vacuum
valve
Closed cooling system
Open cooling system
Cooling system fan
Engine-powered fan
Fan spacer
Flex fan
Fluid coupling fan
clutch
Thermostatic fan clutch
Electric cooling fan
Fan motor
Fan switch
Thermo switch
Coolant temperature
sensor
Radiator shroud
Thermostat
Thermostat rating
Bypass valve
Bypass thermostat
Thermostat jiggle valve
Temperature warning
light
Engine temperature
gauge
Antifreeze
Block heater

Review Questions Chapter 39

Please do not write in this text. Place your answers
on a separate sheet of paper.
1 . List and explain the five major parts of a cooling
system.
2. What are the four functions of a cooling
system?
3. Typically, an engines operating temperature is
between
and
F (
. an<*

C).

4. Not using a thermostat in hot weather is accept

able because the engine would run cooler.
True or False?
5. Why has the liquid cooling system replaced the
air types?
6. List and explain the six major parts of a water
pump.
7. Which of the following does not relate to
radiator construction?
(A) Core.
(B) Filler neck.
(C) Tanks.
(D) Impeller.
8. Explain the differences between downflow and
crossflow radiators.
9. How does an automatic transmission oil cooler
work?
10. Describe the four functions of a radiator cap.
to _
1 1. Typical radiator cap pressure is
kPa), which raises the
to
psi (.
to
boiling point of the coolant to about
C).
to
F (
12. How do closed and open cooling systems differ?
is commonly used to turn an
13. A(n)
fan on and off.
cooling
electric engine
14. Summarize the operation of a cooling system
thermostat.
15. Why is a radiator shroud used?
(switch) on the engine is
16. A temperature
used to operate the temperature warning light.
17. List and explain four reasons why antifreeze
should be used in the cooling system.
18. For ideal cooling, this mixture of water and
antifreeze is typical.
(A) 30% water, 70% antifreeze.
(B) 50% water, 50% antifreeze.
(C) 80% antifreeze, 20% water.
(D) 70% water, 30% antifreeze.
19. Why could a block heater be helpful with a
diesel engine?
20. Should plain water (no antifreeze) be used in a
cooling system during warm weather? Why?

743

ASE-Tpe Questions
1. Which of the following system parts controls
coolant flow?
(A) Fan.
(B) Radiator.
(C) Thermostat.
(D) Temperature sensor.
2. An engines operating temperature is usually
between:
(A) 82 F and 99 F.
(B) 100F and I20F.
(C) 125F and 150F.
(D) 180F and 210F.
3. A water pump normally mounts:
(A) under the engine.
(B) on the back of the engine.
(C) on the front of the engine.
(D) Any of the above.
4. Which of the following may be used to prevent
coolant leakage between the water pump
housing and engine?
(A) Gasket.
(B) RTV sealer.
(C) O-ring seal.
(D) None of the above.
5. Each of the following is a radiator component
except:
(A ) core
( B) petcock.

(C) oil cooler.

(D) bypass valve.

6. Which of the following is not a radiator cap

function?
IA) Absorb heat.
(B) Seal radiator top.
(C) Pressurize system.
(D) Relieve excess pressure.
7. Which fan type is used on front-wheel-drive
cars with transverse engines?
(A) Flexible fan.
(B) Electric engine fan.
( C) Engine-powered fan.
(D) None of the above.