But if it’s not, which means the fan has gone bad. If it is getting 12+ volts, the fan should be coming on. You can test the voltage going from the fan relay to the fan itself. The fan wiring is some of the more vulnerable wiring in your Sierra. Your author has personally had a shredded tire completely pull the fan wiring out of his vehicle. Unless the wiring issue is fixed, the fuse will blow again. If it is blown, replacing the fuse will only solve the problem for a very limited period of time. The first thing that you would want to do is locate the fuse for your Sierra’s radiator fan and make sure that it hasn’t blown. Here are the most common reasons that your radiator fan does not turn on:īefore poking your hands around your fan, make sure to treat it like it still could come on, and and keep your hands out of its path. Although the fan itself can go bad, that’s definitely not the place to start a diagnosis. There are a few simple reasons that the fan would not be cycling on. GMC Sierra Radiator Fan Not Working Causes If your Sierra is running hot, and the fan is not running we’ve laid out the most common causes of this issue below. They are designed to only run when needed. Just because the radiator fan is not on does not mean that it is not working. If the radiator fan is not working, it’s a serious problem. It is the last line of defense between you and an overheating engine. I have the flare up when i start the truck.Your GMC Sierra‘s radiator fan has one of the most important jobs on the vehicle. Hence the reason for it being zero'd until about 2k RPMThank you for all the good info. You'll crank and the motor will flare bad until the IAC/Idle parameters trim out to a proper idle. If you have a positive value in the low part of the table, the PCM can't properly control after start flare. Otherwise, you run into an issue where you could experience true knock and timing wouldn't be removed. You just want to raise the threshold at which the PCM is enabled to pull timing for burst knock. Well you don't want to zero out the maximum knock retard values in burst knock. Hence the reason for it being zero'd until about 2k RPM So if I have 30* in a motor deal, have about 20-24* in min spark advance towards the high end minus the shift extension (RPM at which the motor drops to after a shift). Usually on a really tweaked street car/truck with lots of mods I'll set it to about 6-8* less than total timing depending on what it is. From about 2k and above you can have a positive value so the PCM won't pull to a negative commanded timing during a shift which in turn carries torque through a shift and keeps momentum. Stock it's set to a negative number throughout. The minimum spark advance table is the biggest one to change really. Need to check out your tune Well you don't want to zero out the maximum knock retard values in burst knock. It took me a while to figure out which table was doing it, back 3-4 years ago lol. Makes a huge difference when racing, the power will carry through the shift rather than pull negative timing at the shift no matter what torque management you have. ![]() The biggest change for 90% of trucks is the burst knock tables. ![]() Some are just lax or have been beaten on so long it won't change unless you use a servo. Some stock transmissions from the factory will randomly react really well to the trans pressure changes. With a corvette servo, it will firm the shift quite a bit but it's a safe comfortable level. Most stock trucks don't have corvette servos so the low load trans pressure added in the tune helps a lot with not slipping the 1-2 when just playing around or when towing. Makes them more "crisp" along with the line pressure. Between the modifiers and real world latencies the. The shift timing is a commanded timing, and the 60E really can't shift any faster than. It's hard to tell on a really heavy vehicle like a crew cab 1500HD, but in others it makes an apparent difference. These motors virtually have no torque, so the midrange timing between 2k-4k helps a lot to get them moving. It's really not too aggressive, the GenIII truck motors take a lot of timing in stock and modified form.
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