BENDIX FD-3 User Manual

®

Bendix® FD-3™ TorqueMaster Fan Clutch

SD-09-8504

BRACKET

PULLEY

SHAFT

BRACKET

FAN PLATE

DUST

CAP

BEARINGS

PRESSURE PLATE

RETURN SPRINGS (8)

FAN HUB

PISTON

BEARINGS

LOCK NUT

DUST

CAP

PILOT DIAMETER

2.560

PISTON HOUSING

BEARINGS

LOCK

NUT

AIR INLET

PULLEY

FIGURE 1

DESCRIPTION

The Bendix® FD-3™ T orqueMaster fan clutch is an air operated
thermostat controlled clutch for the engine cooling fan. Its
purpose is to maintain engine temperature by engaging or

O-RINGS

DUST

STANDARD PILOT

DIAMETER 1.998

DRIVE PIN (2)

CAP

disengaging the cooling fan, thereby providing better fuel
economy , greater engine efficiency , faster warm-ups and a
quieter vehicle.

The FD-3™ fan clutch is produced in several different models
to accommodate the variety of installation requirements

1

resulting from the many engine, vehicle and accessory
combinations. Its fail-safe design prevents overheating in
the event of air loss for any cause.

FAN ENGAGED

OPERATION

GENERAL

The FD-3™ TorqueMaster fan clutch replaces the standard
fan hubs on the engine and interchanges with other Bendix
and competitive fan clutches. It is controlled by a
temperature sensitive air valve. (See Figure 4). The same
valves used to control radiator shutters are used to control
the FD-3
control valve directly senses coolant temperature. Provided
coolant temperature remains below the setting of the valve,
air passes through it to disengage the fan clutch. When
coolant temperature rises to the valve setting, the valve
closes and exhausts air pressure from the fan clutch which
engages the fan.

Depending upon optional equipment installed on the vehicle
such as radiator shutters and radiator mounted air
conditioning condenser, dif ferent piping arrangements are
necessary. These will be explained in the paragraph on
control systems.

™

T orqueMaster. Installed in the engine block, the

DISENGAGED

When the vehicle is started with a cold engine the
thermo-pneumatic control valve is open. As brake system
air pressure is built up, air passes through the control valve
to the fan clutch. Air enters the inlet port in the bracket of
the fan clutch and travels through the drilled passage in the
shaft to fill the piston cavity. When air in the piston cavity
reaches a pressure of 70-75 psi, the piston slides on the
shaft moving the pressure plate assembly to the disengaged
position. In this position the clutch lining is out of contact
with the fan plate and the fan is no longer driven by the
engine (see Fig. 2).

FAN DISENGAGED

PISTON SHOULD

MOVE FORWARD AS

AIR IS EXHAUSTED

FIGURE 3

ENGAGED

As the engine coolant rises in temperature, the engine
thermostat opens to circulate radiator coolant through the
engine. When the engine coolant temperature reaches the
setting of the control valve, the valve exhausts air from the
piston cavity. The fan clutch springs force the piston and
pressure plate forward on the shaft. When the lining
contacts the fan plate, the fan is engaged and is driven by
the engine (see Figure 3).

CONTROL SYSTEMS

The fan clutch, in addition to its primary function of operating
the fan as needed to maintain the cooling liquid within a
certain temperature range, must be coordinated with other
devices when installed on the vehicle.

These are radiator shutters and radiator mounted condenser
for air conditioning. Four basic configurations are possible
as follows:

FIGURE 4. F AN CLUTCH ONL Y
FIGURE 5. F AN CLUTCH WITH SHUTTERS
FIGURE 6. FAN CLUTCH WITH RADIATOR MOUNTED

CONDITIONING CONDENSER

FIGURE 7. F AN CLUTCH, SHUTTERS AND CONDENSER

The objective in the case of Figure 5 is to not engage the fan
until the engine thermostat is fully open. The thermo­pneumatic control valve should therefore be calibrated to
release the air from the fan clutch when the coolant
temperature is at least 10°F higher than the shutter opening
point. If the shutters are the modulating type, the fan
engagement should be at least 10°F higher than the full­open temperature of the shutter.

FIGURE 2

2

In the case of Figure 6 the fan must be controlled to perform
the supplementary function of pulling cooling air through
the air conditioning condenser when required, although the
engine coolant may be below the fan cut-in temperature.
This is most likely to occur at high ambient temperatures

and low road speed or idling. If the condenser is inadequately
cooled, the air conditioning system will start to build up a
higher than normal pressure. Therefore, a pressure switch
is connected into the air conditioning compressor discharge
line, as shown in Figure 6. When this pressure switch senses
a higher than normal pressure in the air conditioning system
(approximately 250 psi), it closes an electrical circuit which
in turn energizes a solenoid operated air supply valve which
exhausts the air supply for the fan control, causing the fan
to engage.

THERMO-PNEUMATIC

VALVE

AIR

CONDITIONING

SIGNAL

SOLENOID VALVES
(NORMALLY OPEN)

IGNITION

THERMO-PNEUMATIC

VALVE

BLOCK

AIR COND. COMPRESSOR

OVERRIDE

SWITCH

FAN

CLUTCH

FAN

AIR

CONDITIONER

OVERRIDE

SWITCH

RECEIVER

DRYER

FIGURE 4

FIGURE 5

AIR

CONDITIONING

SIGNAL

THERMO-PNEUMATIC

BLOCK

THERMO-PNEUMATIC

VALVES

BLOCK

FAN

CLUTCH

RADIATOR

VALVE

FAN

CLUTCH

RADIATOR

FAN

OVERRIDE

SWITCH

SHUTTER

AIR

CONDITIONING

OVERRIDE

SWITCH

RECEIVER

DRYER

SHUTTER

FIGURE 7

RADIATOR

CONDENSER

Most vehicles also have an additional dual function pressure
switch connected in series with the air conditioner clutch.
This switch is normally open, closes at approximately 30
psi and opens again at approximately 400 psi. Its purpose
is to prevent operation of the air conditioning compressor if
the refrigerant is lost or to shut off the compressor if the
system pressure reaches a dangerously high pressure
(approximately 400 psi). This switch does not normally have
anything to do with fan operation; however, it is sometimes
combined with the previously mentioned override switch.

Figure 7 depicts a combination of shutters, fan clutch and
air conditioning. This combination requires the two thermo­pneumatic controls for fan and shutters, as well as the
electro-pneumatic override for the air conditioning. With
this combination the same requirements for fan control apply
as in Figure 5 and 6 with the additional requirement that the
shutters should be controlled in such a manner that they
always open whenever the air conditioning compressor
operates.

A variation of this combination consists of a two section
shutter with one section in front of the condenser and the
other in front of the remaining portion of the radiator. In this
combination only the section in front of the condenser needs
to open when the air conditioner engages.

PREVENTIVE MAINTENANCE

SOLENOID VALVE

BLOCK

AIR COND.

COMPRESSOR

FAN

CLUTCH

RADIATOR

FIGURE 6

CONDENSER

There is no need for periodic maintenance; however, the
following service checks should be made to ensure proper
function of the fan clutch.

GENERAL

The condition of the two fan plate ball bearings should be
checked at regular intervals to ensure proper operation of
the FD-3™ fan clutch. The procedure presented here is
intended to check excessive bearing play by measuring

3

lateral movement of the fan plate relative to the edge of the
pulley or a scribed line in the dust shield.

CHECKING PROCEDURE

1. Park the vehicle on a level surface and block the wheels.

2. Shut off the engine and apply a minimum of 85 p.s.i. to
the fan clutch to disengage it. NOTE: If air brake system

pressure is above 85 p.s.i. and the engine is cool, the
FD-3™ fan clutch will be disengaged. Disengagement is

confirmed by noting that the fan can be rotated freely by
hand. DO NOT PERFORM THIS CHECK WITH THE
ENGINE RUNNING .

3. With the engine off and the FD-3™ fan clutch disengaged,
grasp the tip of one fan blade using only the thumb and
index finger. (Refer to Figure 8.) Using a moderate force,
rock the fan blade back and forth toward the radiator
and measure the total movement of the fan plate relative
to the edge of the pulley .

Replace or repair the fan clutch if the total movement of
the fan plate is 1/16" or greater.

AL TERNA TE METHOD - using thumb and index finger,
pull the fan blade toward the engine with a moderate
force and scribe a line on the dust shield along the
edge of the fan plate. After scribing the lines, push the
fan blade toward the radiator and measure the distance
between the scribed line and the edge of the fan plate.
(Alternate method not illustrated.)

Replace or repair the fan clutch if the total movement of
the fan plate is 1/16" or greater.

LINE HAUL VEHICLES

Every 50,000 miles; 1,800 hours, or every six months,
whichever occurs first, perform the service checks outlined
in this manual.

CITY DELIVERY

Every 15,000 miles, 300 hours or two months whichever
occurs first, perform the service checks outlined in this
manual.

SERVICE CHECKS

Before performing the operational and leakage checks,
apply the vehicle parking brakes or chock the wheels.

OPERATIONAL

1. With the engine cold, the ignition off and at least 75 psi
air pressure in the brake system, note that the fan is
disengaged from the pulley and can be turned by hand.
If the fan can be turned, proceed to Step #2. If it cannot
be turned;

A. Drain all reservoirs and disconnect the air control

line leading to the fan clutch and apply at least 75
psi shop air pressure to the fan clutch.

4

FAN PLATE

DUST SHIELD

PULLEY

THE TOTAL CHANGE IN THIS

DIMENSION FROM ITS
NARROWEST TO WIDEST
MEASUREMENT SHOULD

NOT BE 1/16” OR GREATER

FIGURE 8

B. If the fan cannot be turned, the clutch is defective

and must be repaired or replaced (see appropriate
section of this manual).

C. If the fan can now be turned; check the air lines

leading to and from the thermostatic control valve for
‘kinks’ or obstructions, and check the control valve
itself according to the manufacturer’s instructions.

2. After performing check #1, drain all air pressure from the
brake system. Note that the fan is now engaged and
cannot be turned by hand. If it cannot be turned, proceed
to test #3. If it can be turned, the clutch is defective and
must be repaired or replaced.

3. Check the operation of the thermostatic control valve by
running the engine up to operating temperature.
Note that the fan clutch engages when engine
temperature rises to normal or above and disengages
after fan cooling is accomplished. Normal engagement
time should not exceed two minutes. If engagement time
does not exceed two minutes, proceed to check #4. If
engagement time does exceed two minutes:

A. If this test is being performed for the first time after

installation of the fan clutch, recheck the setting of
the thermostatic control valve and compare it with
the setting of the engine coolant thermostat or in the
case of vehicles with radiator shutters, with the
setting of the shutter control. The fan clutch control
should always be 10°F higher than the highest setting.

B. If the fan clutch installation has successfully passed

this test before, but does not do so now, the
thermostatic control valve is defective and should be
replaced.

4. With the clutch in the engaged position (control air
vented), check the condition of the drive pins and mating
holes in the pressure plate by attempting to rotate the
fan clockwise and counterclockwise. If free play exceeds
5/16” (8 MM), fan clutch must be repaired or replaced.

LEAKAGE CHECKS

In order to check for air leakage past the only two sliding
o-rings in the FD-3™ T orqueMaster fan clutch it is necessary
to disconnect the single air control line.

Check for leakage by connecting a 90 cu. in. reservoir (Bendix
part number 225000) with a gauge installed to the control
port of the fan clutch. Af ter filling the 90 cu. in. reservoir with
100 psi, allow the pressure to stabilized and observe the
time required for the reservoir pressure to drop to 90 psi. If
the time required is less than 1 minute, leakage is excessive
and repair or replacement is necessary .

WARNING! PLEASE READ AND FOLLOW
THESE INSTRUCTIONS TO AVOID
PERSONAL INJURY OR DEATH:

When working on or around a vehicle, the following
general precautions should be observed at all times.

1. Park the vehicle on a level surface, apply the

parking brakes, and always block the wheels.
Always wear safety glasses.

2. Stop the engine and remove ignition key when

working under or around the vehicle. When
working in the engine compartment, the engine
should be shut off and the ignition key should be
removed. Where circumstances require that the
engine be in operation, EXTREME CAUTION should
be used to prevent personal injury resulting from
contact with moving, rotating, leaking, heated or
electrically charged components.

3. Do not attempt to install, remove, disassemble or

assemble a component until you have read and
thoroughly understand the recommended
procedures. Use only the proper tools and observe
all precautions pertaining to use of those tools.

4. If the work is being performed on the vehicle’s air

brake system, or any auxiliary pressurized air
systems, make certain to drain the air pressure from
all reservoirs before beginning ANY work on the
vehicle. If the vehicle is equipped with an AD-IS
air dryer system or a dryer reservoir module, be
sure to drain the purge reservoir.

5. Following the vehicle manufacturer’s

recommended procedures, deactivate the electrical
system in a manner that safely removes all
electrical power from the vehicle.

6. Never exceed manufacturer’s recommended

pressures.

7. Never connect or disconnect a hose or line

containing pressure; it may whip. Never remove a

component or plug unless you are certain all
system pressure has been depleted.

8. Use only genuine Bendix

®

replacement parts,
components and kits. Replacement hardware,
tubing, hose, fittings, etc. must be of equivalent
size, type and strength as original equipment and
be designed specifically for such applications and
systems.

9. Components with stripped threads or damaged
parts should be replaced rather than repaired. Do
not attempt repairs requiring machining or welding
unless specifically stated and approved by the
vehicle and component manufacturer.

10. Prior to returning the vehicle to service, make
certain all components and systems are restored

to their proper operating condition.

REMOVAL

It is recommended that the FD-3™ T orqueMaster fan clutch
be removed from the vehicle for service even though it is
possible on some installations to install kits 104937 and
104938 without clutch removal.

1. Secure the vehicle on a level surface by means other

than the brakes.

2. Drain ALL reservoirs to 0 psi (0 kPa) air pressure.

3. Disconnect the air line from the fan clutch.

4. Remove the six cap screws and lockwashers that attach

the vehicle’s fan to the fan plate of the FD-3

™

T orqueMaster.

5. Remove the fan. NOTE: Remove and retain any spacers

that may be installed between fan and fan plate
assembly.

6. Loosen, remove and retain the vehicle’s fan belts.

7. Remove the attaching hardware from the fan clutch

mounting bracket and remove the fan clutch from the
vehicle.

DISASSEMBLY (Refer to Figure 9)

1. Remove the dust cap(1) by pulling it off of the end of the

shaft.

2. Remove the cotter pin(2) from the lock nut (10).

3. Remove the locknut(10).

4. Remove the fan plate assembly and set aside.

5. Slide the piston housing(15) and piston(16) off the shaft.

6. Separate the piston(16) from the piston housing (15) and

remove the o-rings(4 & 5) from the piston.

7. Remove o-ring(3) from the shaft.

™

8. Remove pressure plate(7) from the shaft. Remove the

four o-rings(6) from the drive pin holes in the pressure
plate.

9. Remove the two 1/4”x20 Phillips head screws that secure

the spring pack(9) to the pulley . Remove the spring pack.

10. Remove the anti-rotation spring(17).

11. Using a drift punch, disengage the locktab of the

lockwasher(23) from the notch of the locknut(18).

5

PILOT DIAMETER

1.998

7

16

5

15

13

14

3

4

12 11

10 1

22

Key

No. Qty. Description

1 1 Cap
2 1 Cotter Pin
3 1 O-ring
4 1 O-ring
5 1 O-ring
6 1 O-ring
7 1 Pressure Plate Complete
8 2 1/4" Sems Screw
9 1 Spring Pack

FIGURE 9

6

21

19

PILOT DIAMETER

2.560

20

18

23

17

8

9

PILOT DIAMETER 1.998

Key

No. Qty. Description

10 1 Flange Nut
1 1 1 Ball Bearing
12 1 Spacer
13 1 Ball Bearing
14 1 Retaining Ring
15 1 Piston Housing
16 1 Piston Complete
17 1 Anti-rotation Spring
18 1 Locknut
19 2 Ball Bearing
20 1 Spacer
21 1 Retaining Ring
22 1 Retaining Ring
23 1 Lockwasher

2

7

5

16

15

3

4

14

13

12

1

11

10

2

PILOT DIAMETER 2.560

Key

No. Qty. Description

10 1 Flange Nut
1 1 1 Ball Bearing
12 1 Spacer
13 2 Ball Bearing
14 1 Retaining Ring
15 1 Piston Housing
16 1 Piston Complete
17 1 Anti-rotation Spring
18 1 Locknut
19 2 Ball Bearing
20 1 Spacer
21 1 Retaining Ring
22 1 Retaining Ring
23 1 Lockwasher

12.Using a Spanner wrench, remove the locknut(18) and
the lockwasher(23). NOTE: See Figure 10 for

instructions to fabricate a Spanner wrench.

13. Support the pulley so that the shaft and bracket assembly
can be pressed out of the pulley assembly. Since the
bearings(19) are originally installed with Loctite between
the shaft and the bearing race, a force as high as 5000
lbs. may be required to separate these parts. Press the
shaft and bracket assembly out of the pulley assembly .

PULLEY DISASSEMBLY (see Figure 11)

1. Support the pulley so that the tapered retaining ring(22)
is visible. Displace the bearing spacer(20) so that it is
eccentric to the bearing bore as far as possible. Insert

6

a round pressing tool through the I.D. of the bearing(19)
until it contacts the spacer. Press out the lower
bearing(19) and bearing spacer(20). Discard the
bearing.

2. Remove the tapered retaining ring(22).

3. Turn the pulley over and press the remaining bearing(19)
out of the pulley . Discard the bearing.

4. Remove the retaining ring(21) from the pulley .

FAN PLATE DISASSEMBLY WITH PILOT
DIAMETER OF 1.998

1. Support the fan mounting surface of the fan plate
assembly making certain sufficient space is left beneath
to permit the ball bearings(11) to be pressed out.

27/32” DRILL THRU
(2 HOLES FOR 3/4”

BAR”

2.125 + .010

FIGURE 10

PULLEY

2-3/4”

MATERIAL O.H.T.S. TUBING

HDN. & DRAW. RC 40-45

.235 + - .002 CENTERED

(4 LUGS)

1/32” FLAT

REASSEMBLY

ASSEMBL Y OF PULLEY (Refer to Figure 11)

1. Install snap ring(21) using Waldes tool #6500 or
equivalent.

2. Support the pulley on the drive pin end and press one
of the bearings(19) (seal side up) into the pulley until it
contacts the snap ring(21). Use a pressing tool that
contacts the outer race of the bearing.

3. Turn the pulley over and position the spacer(20)
concentric with the inner race of the previously installed
bearing. Pack grease (Exxon Unirex N-2 or equivalent)
around the spacer making certain not to overfill the
volume. Support both the inner and outer race of the
previously installed bearing. Press in second
bearing(19) (seal side up) using a tool that contacts
both the inner and outer race until the inner race of the
bearing contacts the spacer(20).

4. Turn the pulley over and install the tapered snap ring(22)
(flat side towards the bearing) making sure the snap
ring is fully seated in its groove.

DRIVE PINS

19

20

22

SEAL

21

FIGURE 1 1

19

SEAL

Displace the bearing spacer(12) so that it is eccentric
to the bearing bore as far as possible. Insert a round
pressing tool through the I.D. of the ball bearing(13)
until it contacts the spacer(12). Press the ball
bearing(11) and the bearing spacer(12) out of the fan
plate. Discard the bearing because it will be damaged
by disassembly .

2. Remove retaining ring(14) using Waldes tool #6500.
Turn fan plate over and press out remaining bearing(13).
Discard the bearing.

FAN PLATE DISASSEMBLY WITH PILOT
DIAMETER OF 2.560

1. Remove the retaining ring(14) from the fan plate. Place
the fan plate on a firm surface and utilizing a round
pressing tool, press out the two ball bearings(13) and
the spacer(12). Discard the bearings.

ASSEMBL Y OF PULLEY ONTO THE BRACKET
AND SHAFT

1. Support the bracket with the shaft pointing up. Apply
one bank of Loctite RC609 around the shaft at the
location of inner races of the bearings(19) in the pulley .
Also put a band of the Loctite on the inner races of the
bearings(19). NOTE: Parts must BE free of oil and

grease for Loctite to properly bond.

2. Slide the pulley onto the shaft, making sure the bottom
bearings inner race(19) contacts the bracket. Allow 24
hours for complete curing of the Loctite to take affect.

3. Place locking ring(23) on the shaft and install locknut(18)
using the same tool as Step 12 of ‘Disassembly’. T orque
locknut to 100-150 ft. lbs. until one of the tangs of the
lockring(23) can be bent up into one of the slots of the
locknut. Never back the torque off to align parts.

ASSEMBL Y OF F AN PLATE WITH 1.998 PILOT
DIAMETER

1. Support the fan plate on the fan mounting surface (nose
down) and press bearing (13) into the housing until it
bottoms against the shoulder of the fan plate. NOTE:

Use a pressing tool that contacts the outer race of the
bearing, do not use a load greater than 1100 lbs. to
press bearing into bore.

2. Turn fan plate over and fully support the previously
installed bearing (13) both inner and outer race. Install
spacer (12) concentric with the inner race of bearing
(13). Press in bearing (11) with a tool that contacts
both the inner and outer race and with a force no greater
than 1 100 lbs. until the inner race cont acts the sp acer.

7

The spacer (12) should be tight against both bearing
inner races, yet be able to be moved by a finger load.

3. Turn the fan plate over and install snap ring (14) with the
flat side towards the bearing, making certain the snap
ring is fully seated in its groove.

ASSEMBL Y OF F AN PLATE WITH 2.560 PILOT
DIAMETER

1. Support the fan plate on the fan mounting surface (nose
down). Using a pressing tool that contacts the outer
bearing race only, press ball bearing (13) into the fan
plate using a force no greater than 1100 lbs. Until it
contacts the fan plate shoulder. Install the bearing
spacer(12) (as illustrated in Figure 1) concentric with
the inner race of the ball bearing previously installed.

2. Continue to support the fan plate (nose down) and press
bearing (1 1) using a pressing tool that contacts the outer
race of the bearing only. Carefully press the bearing
with a force no greater than 1100 lbs. until the inner
bearing race contacts spacer (12). Do not continue
pressing the bearing once the inner race has touched
the spacer; severe damage to the bearings may result.
As a check after assembly, the bearing spacer should
be tight against each bearing race yet able to be moved
by a finger load.

3. Turn the fan plate over and install snap ring (14) with
the flat side towards the bearing, making certain the
snap ring is fully seated in its groove.

8. Install fan plate assembly onto the shaft and retain with
the locknut(10). NOTE: On unit with 2.560 diameter
hub, washer(11) to be inst alled before the locknut. T orque
to 90 to 100 ft.lbs.

9. Install cotter pin(2) and bend to hold in place. Replace
cap(1).

INSTALLATION

1. Attach fan clutch unit to vehicle by installing cap nuts
and lockwashers through mounting bracket holes into
mating holes in engine bracket.

2. Reconnect air line to unit.

3. Adjust fan belts per vehicle manufacturer’s
recommendation.

4. Replace fan on pressure plate with six cap screws and
lockwashers. T orque to 300-360 inch pounds. (Be sure
to install any spacers that were removed during
disassembly .)

5. Perform service checks as previously outlined.

TEST

1. With no air pressure applied, the torque required to rotate
the clutch must not exceed 150 in. oz.

2. With 70-75 psi applied, the fan plate must separate from
the pulley and rotate freely .

3. Perform the leakage checks outlined in the manual.

ANTI-ROTATIONAL

SPRING

ONE END OF SPRING

INSTALLED IN NOTCH

IN SPRING COLLAR

FINAL ASSEMBL Y

1. Support the bracket, shaft, and pulley assembly with
the shaft pointing up.

2. Install spring pack (9) onto the pulley assembly and
retain with the two 1/4"x20 Phillips screws. Torque to
50-75 inch pounds.

3. Install the anti-rotational spring(17) making sure one
end of the spring is engaged in the notch of the shaft.
(See Figure 12)

4. Apply a thin film of silicone lubricant BW-655M to the
four o-rings(6). Position the o-rings into the grooves
located in the drive pin holes of the pressure plate(7).
Apply the same lubricant to the drive pins on the pulley .

5. Install the pressure plate(7) onto the pulley assembly
making sure the end of the antirotational spring(17) is
engaged in the notch of the spring collar on the I.D. of
the pressure plate. Holes in the pressure plate must
slide over the drive pins.

6. Lubricate the I.D. of the piston housing(15) and the
three o-rings (3,4, & 5) with lubricant used in Step 4.
Install o-rings (4&5) onto the piston and o-ring (3) onto
the shaft.

7. Install piston(16) into the piston housing(15) and install
unit onto the shaft.

8

BW1452 © 2004 Bendix Commercial Vehicle Systems LLC All rights reserved. 4/2004 Printed in U.S.A.

ONE END OF SPRING INSTALLED

IN NOTCH OF THE SHAFT

FIGURE 12

RETROFIT INSTALLATION
INFORMATION

To determine which fan clutch piece number should be
purchased when retrofitting existing equipment, consult the
nearest authorized Bendix distributor for assistance.
Complete installation instructions and piping diagrams are
packed with each FD-3™ T orqueMaster fan clutch.
It is recommended that only cooling fans approved by the
vehicle or fan manufacturer be installed on the
FD-3™ T orqueMaster .
Maximum weight of fan blade assembly is 30 lbs.
Maximum R.P.M. of 28 inch fan is 2700.
Maximum R.P.M. of 34 inch fan is 2100.
Maximum thickness of spacers between fan and hub plate
is 1-1/2".