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Alex Dorne fit an electric fan from a Saab 900 Turbo and says it “replaced, and even looked better, than the original
when in place. The diameter was perfect, giving about 1/4 of an inch air around the propeller. And after removing a
metal protective ring around the prop I could use what was left of the mount and bolt the fan to the shroud using the
upper rh and lower holes. I also think this fan flows more than the original since it’s designed to cool a Turbo engine
all by itself.”
“The Turbo fan motor is flatter than on the non-Turbo because the lack of space between the radiator and the engine...
the flatter design leaves even more space between the fan and the engine in the Jag than the original fan did.”
The author used a fan from a Mercedes sedan of some sort. This was a “puller” style fan, but in the Mercedes it had
been installed in a “pusher” location, in front of the radiator. It was the only fan cooling the Mercedes; small but
extremely powerful, far more powerful than the OEM Jaguar fan. It was also very ruggedly constructed. It did require
some bracket fabrication to hold it in place.
Duncan Smith says, “UK list subscribers may be interested to know that the fan from an MGB will fit with only a
couple of minor mods (the shaft needs shortening and a hole drilling through it). The substitute fan was £40.
“One (big?) drawback is that the rear of the motor housing is open, unlike that on the Jag motor (not that its being
sealed protected mine from corroding and finally seizing!). My mechanic sealed it up with tape which he swore would
be good for the life of the car (maybe he's dropping a hint ;-). I am not entirely convinced, but given the price of the Jag
part and the age of my car I am not too bothered...”
John Goodman reports that the XJR-S has a different 11” fan than the basic XJ-S: “Seven blades high CFM part no.
EBC 4553. No part no. listed for the fan shroud so would imagine it could be retrofitted.” You can draw your own
conclusions about why Jaguar would go to the effort of providing a different fan.
ELECTRIC RADIATOR FAN SWITCH: There are apparently at least three different switches that have been used in
the XJ-S. Up through VIN 101854 (mid-’79), switch EAC1322 pressed into a rubber grommet in the water pump inlet.
I think this type of switch is called an “otter switch”. From VIN 101855 to VIN 151087, switch EAC2510 threaded
into roughly the same location on the pump inlet, so clearly the pump inlet was changed to provide a threaded hole.
After VIN 151087, switch DBC2145 was used. It is unknown what the difference between the last two switches is,
since they both fit into a threaded hole; perhaps they turn the fan on at different temperatures. Peter Cohen says, “The
thermal fan switch from my ’89 XJ-S says 85º C. It also says 909-6 and EAC2510.”
The difference between EAC2510 and DBC2145 might also be in the connector styles. Cohen reports: “Beck-Arnley
lists the same part number for the 85-91 XJ-S V12 as for the 88-90 XJ40. This part is actually an XJ40 part. It has two
wires that are potted into the switch itself, leading to a cylindrical plastic connector (2 inches long by 1 inch diameter).
This part can be used in the XJ-S V12 by cutting off the connector, and attaching blade connectors to the switch wiring.
This part may also be correct for the 92-96 4.0L XJS 6 cyl.
“The Jaguar dealer quoted $122.50 for the XJ-S switch. The Beck-Arnley part is just under $30. Here are the catalog
listings for some other sources for XJ40 fan switches that should be in the same price range:
Beck-Arnley
XJ40 and 85-91 V12
201-1151
Four Seasons (Division of Standard Motor Parts)
XJ40 36538
NAPA
88-90 XJ40
FS-222
Note that the original switch has connectors right on it -- which is a real pain to get the spade connectors on and off of.
Since this XJ40 switch has wires that you put spade connectors on the end of, it should be easier to connect the harness
to.