4500 CFM electric fan for your Titan?

Z-Hauler · 06-13-2008, 09:21 AM

I was thinking that this would be a worthwhile upgrade of the Titan's cooling system. Its a Lincoln MK VIII stock electric fan and it flows up to 4500 CFM. This would be more than enough air flow even for those off-roaders and heavy haulers. It would save gas but keeping the strain off the engine that the mechanical fan causes. Here's a link....
http://www.mustangforums.com/m_5093499/tm.htm
What do you guys think?

*roy365* · 06-13-2008, 10:02 AM

For the applications you listed they work well. For those looking for extra HP it isnt the best idea. They do keep the engine from getting heat soaked at the track.

*Mychael101* · 06-13-2008, 12:48 PM

Its expensive but requires no drilling and supposely provides a OEM fit.
http://www.jegs.com/p/Perma-Cool/749975/12051/-1

Z-Hauler · 06-13-2008, 01:06 PM

Quote:

Originally Posted by Mychael101

Its expensive but requires no drilling and supposely provides a OEM fit.
http://www.jegs.com/p/Perma-Cool/749975/12051/-1

Way to expensive to be worth it and, aftermarket fans tend to be overrated on their CFM claims. I couldn't find one on the one you posted, but I would guess its somewhere at 1240 CFM. The ford fan is way cheaper, covers more area over the radiator and flows 4500 CFM.

Z-Hauler · 06-13-2008, 04:44 PM

The dimensions are 22" X 18.5" X 6" so says a post on another site. It doesn't quite look like 6" deep. If so, it might be pretty close to the engines pulleys.

What are the dimensions for the Titan radiator?

titanss · 06-13-2008, 05:19 PM

The M8 fan IS 6" deep, a co worker put one on the V8 S-10 that i sold him, and the fan is wicked. You better have your P&Q's right when you do the wiring because it pull's 50+ amps on start up.

Link to the M8 fan install in my old V8 S-10:

http://v8s10.org/forum/viewtopic.php...st=0&sk=t&sd=a

The rad is 23.5" tall and 28" wide, with out the tanks.

TitanBlue · 06-13-2008, 05:27 PM

I have a Lincoln MK (?) Fan in the shed. Single large steel fan. I bought it from another Titan owner, but never installed it. Wasn't quite so impressive looking in the shroud fabrication, so set it aside.....

I'd like to get a Stillen and a Permacool Fan combo as 1 purchase.

What disadvantages do Electric fans have?

Z-Hauler · 06-13-2008, 06:11 PM

Quote:

Originally Posted by TitanBlue

What disadvantages do Electric fans have?

If the fan is too weak, you will over heat. A 130 amp or higher alternator is required. I can't remember what ours is, but IIRC it's higher.

Quote:

Originally Posted by titanss

You better have your P&Q right when you do the wiring because it pulles 50+ amps on start up.

Remind me what P&Q means.

eightballrj · 06-20-2008, 11:25 AM

It's kinda funny to me how people think that removing the engine driven frees up horsepower so much. Don't you know that the electric fan has to be powered by something. That something is your engine... driving your alternator(which has mechanical to electrical energy conversion losses).

Riverratt · 06-20-2008, 11:53 AM

I guess if our trucks had come from the factory with electric fans we would be replacing them with clutch fans. The clutch fans are more reliable and move more air. It's too bad we can't "mod" our trucks with clutch fans since they already have them.

rsw007 · 06-20-2008, 01:20 PM

yeah we run those and the 88-95 3.8 liter taurus fans on our stangs. you have to run a 150amp relay. the taurus fan uses the same motor on 16" fan instead of the17.5" fan on the mark VIII style. but it still pulls like 3800cfm. the mark VIII fans cost $50-100 at most junkyard where as the tauarus fans only cost about $20-30 at the junkyard.

Z-Hauler · 06-20-2008, 02:41 PM

Quote:

Originally Posted by eightballrj

It's kinda funny to me how people think that removing the engine driven frees up horsepower so much. Don't you know that the electric fan has to be powered by something. That something is your engine... driving your alternator(which has mechanical to electrical energy conversion losses).

You don't know what you are talking about. The extra draw on an alternator is a minute fraction of what it takes to rotate a belt driven fan at a couple thousand RPMs.

eightballrj · 06-21-2008, 06:25 AM

Quote:

Originally Posted by Z-Hauler

You don't know what you are talking about. The extra draw on an alternator is a minute fraction of what it takes to rotate a belt driven fan at a couple thousand RPMs.

Let me know how you know this. When it comes to fans.... flow is flow with an equally designed set of fan blades. Energy conversion is always less efficient. I hate to tell you but I'm right. However, the good thing about an E-fan is the ability to control it. You can put a switch on it so that you can leave it on constantly before a run to reduce fluid temps and then turn it off for the dyno run or strip run(this is how they test for "gains"). Also if you have a belt/clutch driven fan it can't be controlled and can have a catastrophic clutch failure which can tear up a radiator and/or a hood.

There are very good things about an E-fan. But flowrate for flowrate it isn't any more efficient.

TitanBlue · 06-21-2008, 06:32 AM

Quote:

Originally Posted by eightballrj

It's kinda funny to me how people think that removing the engine driven frees up horsepower so much. Don't you know that the electric fan has to be powered by something. That something is your engine... driving your alternator(which has mechanical to electrical energy conversion losses).

I Think, in the race application, and even on the hills of a street, E fans offer 1 advantage. Increased power can be drawn from stored (battery) source, as oppossed to direct source. So, a fully charged battery gets the load, not the Pulley. So its overall load is more spread out over time engine is running, less peak load at any one moment. Thus, more HP, lower ET's.

The E Fan setup is probably lighter than the Clutch Driven Fan, so less mass turning=more wheel spinning.

FYI: Our Alternators are rated 130A. Don't recall at what RPM. There is a chart somwhere for this.

Z-Hauler · 06-21-2008, 06:45 AM

Quote:

Originally Posted by eightballrj

Let me know how you know this. When it comes to fans.... flow is flow with an equally designed set of fan blades. Energy conversion is always less efficient. I hate to tell you but I'm right. However, the good thing about an E-fan is the ability to control it. You can put a switch on it so that you can leave it on constantly before a run to reduce fluid temps and then turn it off for the dyno run or strip run(this is how they test for "gains"). Also if you have a belt/clutch driven fan it can't be controlled and can have a catastrophic clutch failure which can tear up a radiator and/or a hood.

There are very good things about an E-fan. But flowrate for flowrate it isn't any more efficient.

You still don't get it. The resistance on the engine to physically turn the fan is many times greater than the extra load on an alternator when an electric fan is used.
I don't know what kind of fan clutches have a "catastrophic" failure, but obviously that is cause by using improper clutch or improper installation.
The electric fan set-up that I am talking about is a Ford OE product, and the intended use would be for a daily driven vehicle. If one wanted to use it for performance benefits on the strip, more power to them, but that's not the main point here. The main point here is to replace the annoyingly load stock clutch fan, gain a couple MPG, and possibly gain a little bit of power.