no guarantees these are the same for the other engines, but i would assume they would be similar listed as Pontiac G6 (V6) 2006 Scanner PIDs: Engine: -General --Absolute TPS (SAE) (%) On the same chart look down at 1 >0 this is where fan one will turn off. You probably won't get a whole lot of data above 10,000 Hz or below 2000 Hz, but get as much as you can. Now look at 1>2 that is where fan 2 will turn on. The idle airflow ramp out step size on a Park to Drive transition. Stock is "PWM EV", I believe it needs to be on "discrete", ill set the fan desired %'s up, turn on/up the state vs desired % and change the fan output control vs state to the correct settings. Lets take this a step at a time. Looking through my copy of HP tuners the only thing that I can see that is AC specific is the MAF under the Adaptive Idle Airflow. EGR Test Disable Time: Time to disable dynamic airmass calculation after an EGR test. If in steady state the current airmass value is MAF based, if in unsteady state the current airmass is VE based (using an offset based on the last calculated VE Correction Factor). These will be used to command the fans to off, low, or high. I used HP Tuners and EFI Live to review various Stock config files as part of my research into getting this all set up right. You have 50 entered in that spot. HP Tuners, the home of VCM Suite and the MPVI since 2003. So anything greater than 90 will turn on fan 2. 1.) Go do enough driving to log a variety of MAF frequencies. Dynamic Air Filter: Filters the current airmass value before prediction filtering. 2.) The TunerCat software interface leaves a bit to be desired compared to HP Tuners and EFI Live, but it seems to have all the tables of the big guys if not more, thus allowing me to make all the necessary changes. Make sure you log Dynamic Airflow vs MAF Frequency (Hz) In HP Tuners it is measured in lb/min so we will have to convert this later for the MAF table (g/sec). 2) Fan settings have 4 options. A desired drive % is put into the cells, and then that is the PWM output if such type selected. 0>1 is fan one turning on. Go do enough driving to log a variety of MAF frequencies. Fan State Transition Desired % vs. Current State basically translates the Fan Desired % into a "State". You probably won't get a whole lot of data above 10,000 Hz or below 2000 Hz, but get as much as you can. I dont want to spend $150+ on some wiring I can do myself and tuning I can do myself. When the PCM triggers the two additional relays, the same voltage flows through each electric fan motor. this is a list for the 06 3.9vvt. Make sure you log Dynamic Airflow vs MAF Frequency (Hz) In HP Tuners it is measured in lb/min so we will have to convert this later for the MAF table (g/sec). Now enhancing these to new heights with a new feature rich VCM Editor and VCM Scanner, coupled together with the latest generation MPVI2, this is only tuning and diagnostic solution you’ll ever need for your modern OBDII vehicle. Idle AC Delay Initial vs. RPM: This is the delay after commanding the AC clutch on before the AC compressor begins to apply load on the engine. In this way the electric fan motors are wired in a series and voltage is reduced, causing the fan motors to spin at low speed. Is there anything else to this swap? 2.) they dont give you an actual list of parameters, tables and sensors that are available for specific vehicles. So anything above 50 will turn fan one on. The LTrim Histogram Table in VCM Scanner. Idle P/N to Reverse Delay vs. Temp: The delay to transition from Park/Neutral to Reverse state in relation to a interpolation of ECT and Trans Oil Temp. 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