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Wes's Burb build/update/maintance

It’s a shame on your fan clutch - AZ buys the most universal fit parts available because they are the cheapest and nets them the most profit and least amount of parts needing to be in their system.
Precision fit no longer applies…
 
tarussell said:
It’s a shame on your fan clutch - AZ buys the most universal fit parts available because they are the cheapest and nets them the most profit and least amount of parts needing to be in their system.
Precision fit no longer applies…
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Very true, It say made in USA on the front, doesn't resemble the Hayden I just removed. On a side note AZ had the unit on the shelf no waiting, not bad for 47 year old truck part. Other than a genuine GM of non counterfeit AC Delco I'm not sure any other brand would any different.
 
Wes Harden said:
Swap out the fan clutch, new one is an Autozone 22045. Don't recommend, pilot hole is oversized, but they provide a bush for the smaller pilot. Bushing is 1/2" tall but pilot hole is at least 3/4" if not more. Flange is slotted instead holes drilled, so split lock washers are useless. I put it on anyway. The old one didn't have any play, of appearance oil leak, tension to turn was smooth and firm. Compared the 22045 the old was just a tad stiffer to turn.

I then disassembled the ac clutch. Pictures below. It burned up. I need to figure out why. Either the bearing couldn't take the belt load, or the clutch cycled/slipped to much. The wear on the disc doesn't lend credence to slipping.

View attachment 487600View attachment 487601View attachment 487602View attachment 487603View attachment 487604View attachment 487605View attachment 487606View attachment 487607
System is still full and front seal looks to have survived the heat, that melted the coil
Click to expand...
Do I see a few balls missing out of the ball bearing in the 4th picture?
 
Maybe it's me, this truck has burned up at least 4 or 5 clutches. Could I be getting the belt to tight? I don't believe there is an over cycling condition. Not all the same compressor, or obviously charge. Different temp sensing switch and same high pressure cut out switch.
 
I think high belt load could wear the bearing out, but the clutch should be affected. It's possible the bearing goes first and lets the pulley run crooked so it engages part of the clutch and then wears it out. The unraveled coil means either it overheated or the wire was able to make contact with spinning parts. Was the connector still in place?
 
Yes the connect is a pig tail on this style compressor. Do the disk faces look like they were excessively slipping ? The email I sent to 4 Seasons was answered this morning, Clutch is not available separate. I reply with my disappointment, and pictures I posted here, they replied back with high head pressure and slipping. Or low voltage, which I addressed voltage long ago, coil is powered directly from a relay. I will inspect said relay before I put the system back in service.

Got me thinking about the high pressure cut out switch, one of the last original switches in the a/c system. I do not know for sure it works. Not an easy part to find either, I have one ordered.

Another question I am just now thinking. My truck has an orifice tube, spliced into the high side line, and an accumulator. These never seemed odd till now. Shouldn't a 1977 have a POA valve and receiver drier ? The rear ARA add on was installed in 1983
Most orifice tubes systems have a low side pressure switch, very few I have seen with both. Mine does not have a low side pressure switch, but a temp sensing thermal switch on the evap outlet. Which was replaced and set to 36° in July 21.
 
I thought the high-pressure switch was typically NC, so if it opens or wears out the clutch won't engage. An old one could give low voltage, depending on how your relay circuit is set up.

Maybe you can find a used compressor on eBay to steal the bearing and clutch from.
 
Yeah I bought a whole compressor going to just clutch.
My thought on switch is welded closed. I use thr factory control circuit to signal relay. 10 and 12ga to and from relay for load
 
Wow, the color is so much better on the new one. If it ships with a bowtie, that means it's a GM authorized reproduction?
 
Wes Harden said:
it arrived with Bow tie in place, just as pictured.
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Looks great Wes !

Reminds me of the first driver quality Square I bought ( from an old girlfriends father - - good memories came at
no extra cost ) - it was a dark brown ( same as yours ) 77 K-10 longbed Cheyenne trim, 350, 465/205.

Her Dad ordered the truck in the summer of 77 ( had an 08/77 build date ) and requested 4.10 gear ratio - but in a common 1/2-Ton that would have required a 250 engine option.
End result the sales manager let it ride and it came in with the standard 3.08’s - such a letdown when I found out it had a ratio that Elton John would have selected..
 
Finished the ac clutch repair. Ended up buying a hole compressor from Rockauto, steeling the clutch off that and putting on the old compressor. New unit clutch gap was a loose .026", I have it set at a tight .024" now. Gauge readings after start up, were on the low. All on second step of fast idle cam @1350-1400 rpm, low was pulling down into the teens, hi was @100 psi, added till I had a low reading of 36-40psi and hi of 250psi. While charging the compressor cycled several times, this was from the evap outlet temp sensing switch, accumulator was dam cold. After adding r12 center outlet temp of 45°. Engine fan was moving plenty of air, condenser fan ran when a/c clutch was engaged, eng temp in the almost 90° shop stayed at 1/4 cold side.
Button up and go a road test, outside ambient 105°. Both ac full blast drive around the block, all good, nice and chilly inside. Get to the end of the street and hit a sxs trail. Head down hill on this path toward the lake in 1st gear @9 mph, eng temp gets to 1/2 on gauge. Continue on for another 1/2 mile or so and turn back to pavement. Heading back is up hill, 25 mph in 3rd, ac on, temp holds rock steady at 1/2 on gauge this is @195-200. Higher than I like, but much better than the 3/4 w/o ac I had in early Sept.

While on sxs trail I stopped, placed in park, and attempted to find low range on the np205. Won't shift past neutral, going to have to look into this. I was able to select low last year during a test drive before Moab 23. Not sure what has changed.
 
Not much, I dispensed out of 30lb can and didn't weigh it. I did have a bit of an issue with my high side adapter and hoses leaking, today. All before I took my first running reads. You think manifold gauges, and hoses would last more than 40 years, esp after Snap-on charged me for them. So I lost some today for sure. The low side had been connected for over a week and it only changed with temperature in the garage. Sat at 90 psi in mostly 80° garage. So guessing, I added maybe 8oz. Went really slow and just cracked the low side valve let the compressor cycle @5-6 times.
 
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