Freezing my ass of is much easier

You're welcome glad it helped.

thank you this is Very informative So dont use a metal conductive thermal cutoff. use a Ceramic one . im about to do this instead of buying a 110$ one from autozone.

Correct, short at either end of the thermal fuse to the heat sink shorts 12v to the transistor control line (Pin 1). The motor would run continuously. This results from the voltage divider created by R1 and R2 providing a gate voltage of 10.9V, turning the transistor on full-time (Vth=2V). Imperative, you select a thermal fuse encased in ceramic with no metal or leads in contact with the heat sink. See attached link: drive.google.com/file/d/1-NagFeXUDYTD_3wMkdKTkmdWsdw6GuNy/view?usp=sharing

The voltage is varied at the gate 0 - 9.5 Vdc, they did not use pulse width modulation.

@@eetech_fix2393 Thank you Sir. I appreciate your videos. Have a blessed and safe week.

Correct, the 1K @ 1/2W resistor in series with the control line coming from the ECU, Protects ECU from a short to ground at the gate of the E-MOSFET transistor. The associated 10k resistor is a pulldown resistor, which prevents the motor from continuing to run due to gate charge if the thermal fuse blows or a break in the control.

Side note that one 1K resistor provides another function; however, less relevant in this case; when your E-MOSFET first switches on, you’ll have a current charging the E-MOSFET’s gate-source capacitance. So for a small fraction of a second, there can be a lot of current flowing. To make sure this short burst of current isn’t too high for whatever you’ve connected to, you need to add a resistor in series. 1K is the general rule. Any higher than that could affect your on-off switching, especially at higher frequencies.

The Subaru Tribeca has a transistor module for the front AC blower and a resistor module for the rear AC blower. Most newer model automobiles after 2008 incorporate the transistor module controller as opposed to the old discrete resistor modules. Transistor control is more efficient, more compact, and controls fan motor current directly at the motor. The discrete resistive modules required routing the total distribution current directly through both the fan switch and motor. Not feasible to exchange the resistor module with the transistor module or vice versa. The transistor modules are electronically the same incorporating an E-MOSFET transistor allowing high current to flow through the fan motor under the digital control of a low power microcontroller in the control panel. The main differences being the shape and size of the module casing to accommodate the air duct of the particular automobile. The modules being your main concern making sure it fits. LINK: drive.google.com/file/d/1ZnqBRMcrLbGnjdrmXsdtvLgWEkysjF4H/view?usp=sharing

They're still called blower resistors; however, most Honda vehicles after 2003 utilize transistor-based modules. They sometimes take different sizes and shapes, but they're normally all 4-pin modules that work the same way. Honda 2006 Ridgeline RT, RTL, and RTS all have 4-pin transistor-based modules with slightly different pin arrangements. All connectors and connections are subject to oxidation and moisture. Remove the connector from the module and spray the module pins and connector pins with some contact cleaner; that may solve the wiggle problem.

Taken from the dealer’s technical documentation. Analyzing, and deconstructing their hardware to reveal its designs and architecture. fundamentally, reverse engineering and documenting the resultant component analysis.

Subaru, What year and model? Any thing prior to 2007 maybe a resistor unit.

See the description section below the video, and click “SHOW MORE,” Listed are links to the individual parts and the transistor blower module.

The The electronics of the blower motor transistor are the same in most cases. The size and shape are the only real difference that makes it compatible with the ductwork of any particular automobile. However, some newer models may still use the old resistor network. The 2016 Honda HR-V LX uses the resistor network, vs. the 2016 Honda HR-V EX using a transistor module and appears to be the same electrically as in my video with a different pin number arrangement. Denso Japan OEM produced the modules for Honda for about $3 - $5 (US) each. They are consumable items; there’s no part list; you just have to open it up and research it out. If you replace your cabin air filter as recommended, you should get 200,000 miles out of that transistor and a resistor unit a bit less. LINK: drive.google.com/file/d/1YGwGCa1Xb7krX6Fjd-w5CLhWahBBXgs2/view?usp=sharing

the a/c compressor will not engage If the Heater Control Panel senses the blower fan isn't turning (i.e.blower motor transistor is not switched on). However, this does not rule out any blown fuse or breaker issues. Check the blower motor wiring schematic on page 2 in the comment section above. That Heater Control Panel controls most of the operations of the HVAC system. The feedback signal from the transistor is at pin A8 of the Heater Control Panel (electronic module).

Follow the video sequence between 14:35 - 15:59. I'm removing the screw that holds the transistor and metal clip securing the thermal cutoff to the heat-sink. Also, follow the sequence between 18:25 - 18:35 as I install the new thermal cutoff. The video didn't show the screw and metal clip's reinstall holding the thermal cutoff. However, you can see the screw and black metal clip at the top of the screen (18:27) next to the old thermal cutoff. The heat sink wasn't in danger of breaking. The transistor didn't need a replacement; however, I completed a general overhaul since the unit was already open.

Short at either end of the thermal fuse to the heat sink shorts 12v to the Transistor control line (Pin 1). The motor would run continuously. This results from the voltage divider created by R1 and R2 providing a gate voltage of 10.9V, turning the transistor on full-time (Vth=2V). Imperative, you select a thermal fuse encased in ceramic with no metal or leads in contact with the heat sink. See attached link: drive.google.com/file/d/1-NagFeXUDYTD_3wMkdKTkmdWsdw6GuNy/view?usp=sharing

That’s not a common failure with the transistor modules: however, it’s possible. The older resistor network modules normally fail with the blower operating only in the high position or stuck in some lower position. You should verify which module you have, a transistor or resistor. What year, make, and model?

@@eetech_fix2393 it's a 2005 4 door, 4-cyl 5-speed honda accord it's stuck full on whenever the ignition is on thanks for and advice you can give 👍

@@shiddy. Accord 2005s have transistor modules. Check out the links below-general wiring from the control unit to the transistor module. There's a link to the transistor module test. With an ohm meter check between pins 2 and 4. If reading short (zero ohms) that's your problem. drive.google.com/file/d/1rsuh4t3EfnG7eeJ8Xcl8_A5eduR3qjCt/view?usp=sharing kzfaq.info?event=video_description&redir_token=QUFFLUhqbjJROEZuRldtdFZ5bnZjOUJCQ0JfcGVMaHA2Z3xBQ3Jtc0trWXlqTzZCNkRzRXFiX3gyVHF6Z04yRENMZVVtMUFQQWtFcWNVbmE1SnBuUUNXN0VUeVo3c2djbjhSTEt0WjJ3S3E1MGxaX1FWOUdOb3V6RUUwR29vcloxLTBuOWlQbTVHYjNuck81ZnBsb2NGNXdxYw&q=https%3A%2F%2Fdrive.google.com%2Ffile%2Fd%2F1u2d3_BE0IlePQrb1HfBnxZir6aF8kAhU%2Fview%3Fusp%3Dsharing&v=9teJFYfhUdk

Click the "SHOW MORE" under the description section above for parts info. Also, eBay is a good source.

@@eetech_fix2393 👍