[Diy_efi] AIR fitting and A/C (off topic)

[Rick McLeod]

What would be a good source or donor of this
compressor, should I want to 'play' with this as a
project?

--- David Allen <davida1 at hiwaay.net> wrote:

>   The V5 compressor is a variable displacement,
> pressure-compensated unit.
> It has a swashplate that moves and changes the
> stroke length the pistons
> travel for each revolution of the compressor shaft. 
> It has a compensating
> element that senses the low side pressure and varies
> the swashplate angle to
> maintain 28 to 32 PSI evaporator pressure.  It works
> better, is quieter and
> vibrates less than an R4.
>   A fixed-displacement compressor must cycle on and
> off to maintain the
> low-side pressure at 28 to 32 PSI (approx- varies w/
> systems).   Instead of
> cycling, a V5 will increase or decrease the
> compressors "size" to maintain
> the appropriate low-side pressure.  If the heat load
> on the A/C is
> increased, the stroke of the compressor increases to
> keep the pressure
> constant.  If the engine RPM increases, the stroke
> decreases to keep the
> pressure constant.
>   Once the A/C is on, the compressor clutch never
> cycles.  It runs
> continuously as long as the A/C is on; assuming the
> high-pressure safety
> switch or the low-refrigerant safety switch don't
> shut it down. There is no
> A/C surge and the clutch lasts for ever! The
> compressor uses only exactly
> the amount of power the refrigeration cycle needs to
> cool the car.
>   A V5 is a well-made unit.  It is all rollerbearing
> and has its own oil
> reservior.  Unlike the R4 and DA6 it is not easily
> damaged by running low on
> refrigerant.  (You know how the R4 units all rattle
> permanently after
> running low on freon one time.)
>   The bracket had to be adapted.  I had to add
> spacers, and a tail bracket
> to support the back end of the compressor. It wasn't
> that bad. It's been so
> long ago I can't remember the details! Actually I
> found a picture on my
> website that shows a partial view of the bracket
> spacer and adapter (see
> link below).  The same hoses worked.  The clutch
> pulley and magnet are the
> same between most R4, HR6/ DA6, and V5 compressors.
> You can interchange them
> to get the right combination of serpentine or vee
> belt, pulley diameter, and
> connector style.  I like the smallest pulley
> available for these units
> because it gives the highest compressor RPM at idle.
>  This A/C is just as
> cold at idle as it is moving down the road.
>   I know this is off-topic and complicated but a
> good A/C is very important
> in the region where I live!!
>   As for the AIR system on my engine? I used the
> original Nova manifolds and
> they never had any AIR lines.  I have no AIR system
> nor catalyst.  It's a
> 1972 model car and on top of that Alabama is not an
> emissions state.  With
> TBI, closed-loop AFR control using a 4-wire O2
> sensor, and high compression;
> this engine is many times cleaner than when the car
> was new.  Back then it
> had a 2-barrel carb, points ignition and 7:1
> compression.  Now, it uses half
> the fuel it did when new. Lets just say I don't feel
> guilty removing the AIR
> components from the engine.
>   When performing a SMOG system removal on a friends
> early-80's Toronado, we
> used brass plugs in the manifolds.  They were
> available at NAPA but I don't
> remember the size.
> David
> 
> 
> http://home.hiwaay.net/~davida1/custom.htm
> 
> > >
> > >   With the serpentine belt system, belt
> alignment can be a pain when
> > > modifying.  After replacing the alternator with
> an oversize unit and
> > > retrofitting a V5 variable displacement A/C
> compressor, it
> > > took some playing
> > > around to get the belt to run without chirping
> or running off
> > > the waterpump
> > > pulley!
> >
> > Why the new A/C?  fits better or works better?  It
> doesn't look like it
> > would fit into the R4 bracket, did you get a new
> bracket for that side?
> >
> > --steve
> >
> >
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