While numerous truckers will watch out for their engine coolants, the state of their Horton fan clutches is frequently ignored until a problem arises. The end result is lower fuel consumption, a faster response at upper and lower temperature thresholds, and lower exhaust emissions with reduced white smoke and less internal engine deposits.
Fans are required depending upon the speed and load of your specific engine. But when they do run, there is a cost. A typical inch multi-blade fan on a high-horsepower diesel truck can draw 25 to 30 hp. Horton fan clutch systems have a patented System Sentry, which goes about as an early cautioning fuse to alarm the administrator of possibly harming impact to the Horton fan clutch framework. Instead of replacing the fuse each time, look for the problem. One of the main reasons that a fuse blows can be traced to overheating due to a slipping fan clutch hub.
To manually activate the clutch, you simply need to plumb a compressed air line directly to the fan hub, and use a toggle switch to apply and release the air so that the internal spring can be compressed to release the clutch, with air vented to reapply it. Founded inDiesel Components Inc.
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Innovations that have allowed on-highway design engineers to reduce fuel consumption, noise and pollutants continue to shift to other markets, including stationary and mobile power generators.
If a fan clutch fails, there are plenty of options to replace it. The curve isn't as flat as leaders or citizens would like it to be.
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The results are innovative and optimized solutions. Its customer-inspired innovations — including fans, fan drives and related components — can help products last longer, run quieter and consume less fuel. World-Class Engine Cooling Solutions Optimized airflow means better performance, lower noise, fuel savings, reduced emissions and — most importantly — happy customers.
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There are three basic types of fan clutches, each of which offers various advantages in terms of function and price: automatic clutches, two-speed clutches and variable-speed clutches. Essentially, a fan clutch with automatic changeover turns on when the engine reaches a certain temperature. It then remains switched on until the temperature drops back into the optimum range -- hence "automatic changeover". The fan clutch with automatic changeover is the simplest of the three types and usually the least expensive solution.
It is widely used in Class trucks, buses and some off-highway applications. It is important to match a fan clutch, if possible, to the particular application, as the model could run continuously due to incorrect application. As a rule, the fan clutch should not be switched on more than ten percent of the time. Although continuous operation is not a problem apart from a reduced lifetimethe load on the engine increases fuel consumption -- and noise increases during constant operation.
Ultimately, the power consumed by the fan clutch reduces the power available to the vehicle. Horton offers a variety of auto-shift models to meet the needs of on- and off-highway products. A two-speed fan clutch is a good choice for applications in which the fan must run more than 10 percent of the time to cool the engine. It is ideal for heavy commercial vehicles, but is also used in some on-highway areas. Typical applications include garbage trucks, concrete mixers with a rear engine, dump trucks, etc.
The two-speed concept is aimed at limiting the number of fan clutch interventions necessary. Accordingly, it reduces fuel consumption and noise and provides more power for the vehicle in eddy current mode. They also offer shorter warm-up times in cold weather, less wear due to fewer cycles and longer life. Variable-speed fan drives usually feature viscous, or fluid, technology. When less cooling is required, it operates at a low idle speed, allowing for faster warm-up times, higher internal temperatures, significant noise reduction, more available power, and lower fuel consumption.
As more cooling is required, it accelerates faster, smoother, and with less stress on the drive, motor, and adjacent components. It is also maintenance-free no friction liner and helps OEMs meet Tier 4 requirements. Variable-speed operation also helps reduce fan abrasion from dirt, stones, and other debris as the fan clutch operates at lower speeds and runs fewer and shorter cycles.On older trucks, the signals are sent from the temperature sensor.
Horton Fan Clutch – Troubleshooting
The clutch engages and makes the fan turn when the valve opens, sending air pressure to overcome a spring and push the Piston Friction Disc PFD against the friction material. It disengages when the valve closes, allowing the clutch solenoid to exhaust air and let the spring return. Most vehicles also have a manual override switch which will allow the driver to activate the fan on the approach to a hill to bring the engine temperature down.
Conversely, on a long descent, a professional driver will manually activate the fan to help aid engine retardation because the fan soaks up 30 to 40 horsepower. This heat works its way toward the center of the fan clutch. When damaging levels of heat reach the System Sentry the fuse will melt. This allows air pressure in the fan clutch to drop, disengaging the fan clutch immediately.
When the System Sentry has released the fan clutch, it has done this to protect your investment. This protective action also alerts you that there is a problem, so you can troubleshoot and repair the problem immediately.
Catching problems in the early stages will keep damage and downtime to a minimum. Fan blades should be checked for correct clearance to the radiator, shroud and engine components. Check, locate and remove anything that may be an obstruction to the fan blade. Check that there are no cracks or splits in the fan blades that might cause the fan to run out of balance. A fan clutch needs psi 6. Look for a problem that is causing partial engagement — usually, air leaking past the solenoid valve seals into the airline causing a pressure build-up.
Is there a pressure drop causing partial disengagement? This usually is caused by an inoperative solenoid, airline blockage, up-stream air leaks, air leaks from the fan clutch body itself or low air pressure.
Routine inspection of the Horton Fan Clutch should be carried out at ,km intervals. Remove and plug airlines at the Fan Clutch input. Loosen fan belts, rotate the pulley and feel for smooth rotation of bearings.Welcome Guest Login Register. Latest Posts Popular Topics.
Fan Clutch Plumbing diagram. Flat Ascending Flat Descending Threaded. How do I plumb it in with the existing temp controlled valve?
Tags Fan Clutch Plumbing. Posted Sunday, June 07, AM. ATHS Member. A 2 way solenoid will need a shuttle check valve in the fan piping. I Don't know what Brand I have. There are 2 valves in the air line, The 1st one has a line from the governor on the air compressor to it and is threaded in to the water manifold. When I energize the 2nd valve, truck air comes out the exhaust port on the valve and the fan does not engage. Also I found that when the valve is not energized, air will pass through to the fan clutch.
I believe in the current situation, the fan clutch would not engage with high engine temp because the air on the fan side of the valves is not dumping. If the mechanical valve screwed into the water manifold is passing air at all times, then it sounds like it is bad, if it is a Horton style clutch. If air turns on the fan, and no air means no fan then I can help you wire and plumb what you already have to work.
I need to know if air turn the fan on or off. Some clutches the fan is driven unless air pressure is applied to the clutch, then the fan stops, others the reverse is true. Air turns the fan off, no air causes the fan to engauge. Also the valve is wired to a switch of some type in the AC system. Ok, that clears it up a bit. You have a Rockford style. So you need to plumb the electrical solenoid so it passes air to the clutch when NOT energized and vents air from the clutch when energized.
Air should go into the center port and out one of the side ports if it is like the one I pictured. If the ports are marked 1,2,3 that is how my book shows them marked air from the mechanical switch would go into port 3, the clutch would go to port 2 and port 1 is the vent.
My IHC works backwards, in that it turns off to turn on the fan. The IHC way is not that common, but it could be used by others. Check the leads from the switch with the AC on and the engine not running ign switch on. Posted Sunday, June 07, PM.
Is there a way to test the water Temp fan Valve while it is still in the truck? Similar Topics. Reading This Topic. Powered By InstantForum. Compression Enabled. Advanced Search. Posted Saturday, June 06, PM.
They operate by an electrical control system and optional controls. The basic electrical control system consists of a thermal switch and a 3-way solenoid valve with or without an air filter. The simplest and surest method to determine whether a vehicle equipped with a Horton fan drive has a normally open or normally closed electrical control system is to inspect the solenoid valve.
With a normally open electrical system you will have a normally closed solenoid valve. The normally closed solenoid valves are pictured in Diagrams A1 and A2.
With a normally closed electrical system, you will have a normally open solenoid valve.DM Advantage® On/Off \u0026 Two-Speed Fan Clutch Air Leak Troubleshooting
The normally open solenoid valves are pictured in Diagrams B1 and B2. Its switching circuit features mechanical load switching. It is designed for frequent or high current switching. Controls include the fan drive, radiator shutters and engine shutdown overtemp. The valve is available in both 12 and 24 VDC.
If the air inlet enters the side of the solenoid and exhaust air releases out the end, the electrical control system is normally open. If the air inlet enters the solenoid from the top and exhaust air releases out the side, the electrical control system is normally closed. It is normally open and is used with normally open electrical systems. We want your feedback! Let us know what you like about our new online catalog and what could be improved.Developed for the most extreme under-hood applications, these Solenoid Valves is the toughest valve on the market.
The solenoid valve is the key to proper fan clutch operation. If your solenoid valve is not functioning properly, your fan clutch may not be either. The Norman G Clark — Horton Solenoid Valves provides reliable, trouble-free operation, which protects your cooling system from unnecessary down time. With the increasing demands put on engines, it is critical that the cooling system is operating correctly. In addition, the Solenoid Valves have been tested to withstand the extreme heat and vibration of under-hood environments.
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All Solenoid Valves come in a multipurpose 3-way configuration, which means they can be easily plumbed normally open or normally closed. This saves time on installation and saves money with less inventory to keep on hand. Solenoid Valves are available with an internal diode in 12V and 24V configurations. Some 12V valves can also be ordered without a diode. About News Machning Capabilities Advertising.
Electronic Normally Open Solenoid. Electronic Normally Closed Solenoid.