Get Blown ?

My clutch fan is basically dead so I decided to raid the junkyard and picked up a 3rdgen single fan setup. So the question is how to I wire up the stock v6/tbi relay?

heavy black w/ red stripe goes to the fan
heavy red goes to battery, use 20 amp fuse????
green w/ white stripe goes to the coolant temp sensor (still need one)
brown w/ white stripe goes to acc or ign fuse panel or other?????

Do I have all of this listed correctly? Also do I cross the green w/ white stripe wire into my A/C control panel for the fan to kick on when A/C is used? If so what wire do you recomend I tap into?

Danno

Rather than be reduntant if you browse you will find lot's of wiring diagrams. Don't ask for a coolant temp sender or you will get the wrong thing, you need a fan switch. I do have one question, why in the world would you want to do this work as opposed to just getting another clutch at a boneyard. Personally the clutch fan is a better setup in my opinion.

Get Blown ?

I already looked at a diagram, that's why I have a basic list of wire locations. I thought it would be best to confirm any of this before I kill the battery or worse. Next, I dislike clutch fans. With a clutch fan you need force to cool your engine, not the case with a elec fan. I've never heard of a clutch fan that spins on it's own when the motors off, on the other hand with an elec fan all you have to do is ground the green wire and your set. Makes sense when you want to cool down your car at the track, doesn't it? Not to mention that you free up a few HP using one. My turn, what trouble? If you consider this trouble I'd hate to see what you think of a CC-Q-Jet to vacuum advance feed Holley carb is. (Nightmare?) Sorry if I sound like an ***, but I've had a bad day and I hate it when people assume things (like they didn't research their question first before asking).

Danno

Sorry to hear you had a bad day, my question was out of curiosity since many problems we have with the TG's are related to cooling fan problems. Your wiring is correct. As far as the AC goes single fan models use an additional wire from the fan switch side of the relay coil(grn/wht) to energize the relay. Non ECM controlled models use a switch in the AC control head that directly grounds that wire. That is also where you would put in a manual switch. I would get a new relay, we had tons of problems with reliability. The latest version incorporates a redesign making it more reliable. The NAPA # is AR-279. My question was only because clutched fans are beautifully simple devices and provide a more stable operating temp than do electric units. The HP issue, well that's up for debate. I have dual fans on my 89 rock and when those things kick on you should see the voltmeter drop. I would be willing to bet that the HP required by the alternator is more than a clutched fan. Full field an alternator, then TRY to turn it. I just helped on a project for the aircraft industry requiring 48 volt alternators. With an average of 60 amps output it removed 9 HP from the engine. Hope today is a little better, Dan

Get Blown ?

Yes, I've been reading that the factory relay sometimes fails. Since I already have a factory relay I'll stick with that one for now and if I have any problems switch over to an aftermarket one, like the one shown in the dual fans article. Personally, I never noticed a power spike with my RS when the electric fan kicked on. But did when the lighting was turned on, the needle would drop from roughly 13.5 to 12. So I'd imagine that won't be too much of an issue. While the engine temp won't be as constant, I don't think that will be a major issue using a 195/185 fan switch and a manual bypass for track use.

Now, since my basic under standing of the relay wiring was correct, should the brown wire tap into the ACC or IGN fuse panel?

Danno

Either one will work. I would go with the IGN if it were me.