Ok, I am going to "date" myself with this, but I am old enough to remember and have worked on Chry corp cars with the RV-2 compressor and evaportator pressure regulator.
They were the only mfg to use this system and didn't use it on the cheapest (Dart) models with AC.
It is basically a commercial two temp pressure regulator that is in the suction line of the compressor. There is no frost switch in the evaporator, the evaporator pressure and therefor temp is held at a constant setting that is just above frost temp. It works like a CCOT system, in that the evaporator temp is held at a level by suction pressure.
SO, the A/C clutch stays engaged when ever A/C is called for the evap only "sees" a low side around 28-29 psi. A Tx valve was used for high side metering.
As I remember, it worked fairly well and was trouble free. It had the benefit of the clutch always staying on when A/C was called for, so no cycling regardless of load.
Does anyone know why they were the only one to use it and why it fell from favor? Was it a problem, and my experience of trouble free was an anomaly ?
They were the only mfg to use this system and didn't use it on the cheapest (Dart) models with AC.
It is basically a commercial two temp pressure regulator that is in the suction line of the compressor. There is no frost switch in the evaporator, the evaporator pressure and therefor temp is held at a constant setting that is just above frost temp. It works like a CCOT system, in that the evaporator temp is held at a level by suction pressure.
SO, the A/C clutch stays engaged when ever A/C is called for the evap only "sees" a low side around 28-29 psi. A Tx valve was used for high side metering.
As I remember, it worked fairly well and was trouble free. It had the benefit of the clutch always staying on when A/C was called for, so no cycling regardless of load.
Does anyone know why they were the only one to use it and why it fell from favor? Was it a problem, and my experience of trouble free was an anomaly ?
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