Why did the engineers feel it was better to have a Hydraulic cooling fan in the gen 3 than an electric fan? Wouldn't a hydraulic cooling fan put more stress on the P/S pump which in turn adds to parasitic power loss ?
Why did the engineers feel it was better to have a Hydraulic cooling fan in the gen 3 than an electric fan? Wouldn't a hydraulic cooling fan put more stress on the P/S pump which in turn adds to parasitic power loss ?
Why did the engineers feel it was better to have a Hydraulic cooling fan in the gen 3 than an electric fan? Wouldn't a hydraulic cooling fan put more stress on the P/S pump which in turn adds to parasitic power loss ?
theory: above.
reality: lots of problems with the PS and fan in the Gen-3s...
This was direct result of the merger between Chrysler and Mercedes Benz. Chrysler decided to try something different with the Gen III and went took some engineering queues from Benz. Though Viper Speciality is correct in his in reasoning for the hydraulic fan, the engineers at Chrysler quickly realized that the hydraulic fan did not specifically work well with Viper due to it's uniqueness as a sports car. They quickly changed back to the electric fan during construction of the Gen IV model.....
I do understand your explanation although I am inclined to say that a P/S pump takes much more power to turn than an alternator. I just hate to see that my coolant temp rise so much after I shut off my car. I would have loved for them to allow the fan to keep operating even after the motor is turned off even for a short period of time like most other modern vehicles.
So in the pursuit of performance and reliability why don't we see upgrade kits for p/s cooling conversion fans on any gen 1,2,4 or other performance oriented vehicle. People blow tons of money for mods. I am going to have to explore this potential market
I still haven't found any resources on the pros and cons of hydraulic cooling except when converting from clutch fan to hydraulic in industrial applications. I hope the Viper engineers can chime in on this.
Dan, any news or progress on an improved pressure line/fitting? ....sorry to hi-jack the thread, but this is actually the only real concern of us gen III guys for the p/s and fan system.
Thanks! The entire gen III population is ready for a cure to this weak spot.
How many pressure lines have blown out on you?
Three. ......over 50,000 miles though. the last 28,000 have been track only plus commuting. (I don't have a trailer) I have driven home from the track twice with no power steering after blowing the line/fitting. Totally *****, and the mess is terrible to clean up.
Just to build on what Allan is talking about: "blow outs" refers to the line and fitting separating, not the hose actually rupturing. This is a more recent problem as Dodge changed suppliers of their line fittings, and this issue was created during the transition. The old [and new versions] seep/leak over time, but only the new one is prone to separation problems.
yes.............the actual line is ok, I got 2 of those new jacked-up connectors in a row without realizing what was up.
Oh my bad I didn't know you were one of the engineers this is my first time asking in this specific forum. I kept on looking on the internet because I like to see sources and read up on it.Viper Specialty:3150294 said:I still haven't found any resources on the pros and cons of hydraulic cooling except when converting from clutch fan to hydraulic in industrial applications. I hope the Viper engineers can chime in on this.
I could have sworn that I answered that exact question in post number two, and replied to every single comment on this thread otherwise. If you have a specific question, ask it- I would be more than happy to answer it. I realize you are relatively new around here, but I assure you that there is no better source for these oddball questions than who you are already talking to. There is a reason that we take on the projects that we do after all, specialty application automotive engineering and manufacturing is kind of our thing.
Oh my bad I didn't know you were one of the engineers this is my first time asking in this specific forum. I kept on looking on the internet because I like to see sources and read up on it.
I have spent my whole life in engine rebuilding so if there is something I don't know about, I would like to get details. I like to research the exact benefits long term and short term. As well as the cons. Cooling efficiencies graphs, estimations you know.
The "fitting" part number does not show an update, 52088914AA still an "AA". It would be nice to have a replacement, I have noticed slow leaks over time. It is a pain to change a perfectly good line because you can't replace the fitting.
WOW three connectors, you sure everything else is ok and you don't have a restriction somewhere?
Yeah,.....the good fitting has a copper colored retainer, and jacked-up fitting has a skinny black colored retainer....................................-don't ask how I know.
You do not have to replace the entire power steering line if it is leaking at the fitting. 5 minutes with a dremel and I had the fitting removed and new one installed, if I remember the fitting was around $70.
And 0.5mm too far and you would have scrapped it. This is not something that everyone wants to do themselves, and is something we can do on a mill and save 95%+ of them without fear of damaging one by accident. However, it is a moot point: the problem isn't actually the line, it is the fitting. If a fitting can be engineered to not have a problem in the first place, THAT would be the correct solution.
Actually if you cut it with a dremel at the back of the threads that is where the c clip is, so if you do go a little far you only go into the c clip. It is actually pretty simple. Well worth the price of having to buy new lines. The dallas viper club had a good write up on this also, could probably get it dug up if someone would like it.