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Why worry about it? the only way that one can change the controlling of the fans is to reprogram the PCM.

all wiring is connected. no one talks about free sensors and connectors. the question is in the logic of turning on the cooling fans.

As both you & Chris state the compressor has electrical switches on the back of the housing then the engine wiring harness must have a sub harness that goes to those switches. So the PCM will control both switches & will command them in the manner the PCM program was written.

Yes, there are two sensors connected to the back of the compressor, low and high pressure the question is in principle about polling the pressure sensor on the tube near the dryer, according to the diagram it is indicated as a two-stage switch, on the control unit the contacts to it are marked as Hi and Lo Coolant Fan Request but the control unit does not respond to the sensor signals in my opinion, two fans should not turn on at once On my GP 1991 LQ1 the scheme is implemented on one pressure sensor, which is located near the dryer and shows the exact pressure in the system. In this case, the fans are switched on in turn depending on the pressure. And in this version, there are no sensors on the compressor.

For me...and for a 1991 W body car, it wasn't that bad really. I was expecting a lot of work but surprisingly easy.

Yay, looking forward to doing the one in my Monte. I've had the motor for weeks now

My 93 STE and 96 Cutlass sedan don't have the big rubber springs...but DO have sway bars. But...my 91 International has BOTH. Is that what you're referring too? Here's the STE. And then the International.

anyone on here that owns a cutlass with aftermarket wheels could you post a picture under this post of your ride, with wheel fitment specs. thanks to all i’m trying to figure out what type of wheels i want to put on and i was also wondering if a set of 18x8.5 +30 wheels would be too wide for the front or if the offset helps tuck enough

I have the same thing happening on my Lincoln but not other cars. Its slowly turning the steering wheel and parts of the door cards a pinkish, lavender color from the light grey it should be too. I keep a reflector screen in the windshield so most of the interior stays in the shade. So I`m not 100% convinced its just the sun causing it. A similar thing is happening with a firebird where a black tar like substance is building up inside several electrical connectors in the engine bay like the big firewall C100.

You could fill the the trunk up with bags of cement and deflate the back tires.

Very interesting, you have both a rear sway bar and the auxiliary springs. I always thought it was one or the other. Very nice find!

Hello and yes, the pwr window motor and regulator are one unit. They are riveted in from factory. You'll need to drill them out and I slid the whole assembly out thru the door cavity. I didn't have to remove the door glass. I moved the regulator or lift arm for the glass thru one end of the glass channel to remove it and left the glass in the door.

Nice color, very clean looking. if you’re looking for parts there is a group called 5th generation cutlass supreme , also another group called LQ1 3.4 twin duel cam V6. Good luck with your new cutlass

Hello there. I’m getting ready to tackle replacing the driver’s side window motor on my 91 Grand Prix SE coupe. I was curious if anyone had any experience dealing with these. It looks like I need to grind/drill out rivets, remove the seals around the window frame, and the whole assembly lifts out; window, window regulator, and motor. The window looks like it’s riveted to the regulator so the window has to come out also. Does that sound right?

^ Jeez Chris, you've got some arrangement I've not come across, even our previous '90 GP fitted with the V5 had no electrical fittings on the tail end of the compressor housing. Obviously the engine wiring harness goes to the switches?

my 1990 for sure has a pair of electric switches on the back of the compressor

Negative......... all of the early design housing of the V5 will have a pair of *mechanical* internal switches inserted into the back housing, they are held in place by a pair of inside C-clips, they work in conjunction with the swash plate to regulate the pressure differentials between the discharge side pressure & the suction side pressure. They have nothing to do with *electrical* switches and are completely self contained. Later models of the V5 (circa 1999) have a completely redesign back housing which has done away with those 2 *mechanical switches*, improvements in the compressor internal design eliminated them altogether.

That is correct, my 1990 has the same setup.

No! on 1989 model year - low and high pressure switches mount on compressor, fan pressure switch near the dryer

Normal system voltage output should be approx 14.2v, one can check that with a simple voltmeter. that voltage level is seen on the voltage gauge in the cluster, if one loads up the system at engine idle note with the meter what the system is dropping off to. I've been where you are, to get around this 2 years ago I replaced the original output 105 amp alternator with a 140 amp unit. Idle voltage issue was significantly reduced.

The v5 has only one single high pressure blow off valve mounted into the back end of the housing. The system low pressure switch is as you noted next to the receiver/dryer.

about 12v and below

low and high pressure switches mount on compressor, fan pressure switch near the dryer

How much is it dropping? These cars had a rather undersized charging system from factory. Especially a TGP with the terrible braking system.

The pressure switch is a necessary device to prevent the compressor engaging when there is not enough refrigerant in the system.