Would it have made more packaging since to have placed the Air pump in the V the AC compressor where the alt was and the alt where the air pump was.......?


that would make the piping to the air injection very short and simple and the plugs easier to access


yes working on the AC compressor would be ----> ugly <----


Your Thoughts any one?

 

I removed unnecessary

 

I am in the process of adding a Whipple 3.3L supercharger to a 6L V12 for my 89 XJS convertible. I have the supercharger mounting in place, and am deleting the distributor, and moving the AC compressor. Not sure how all of this is going to turn out, but I HAVE to have my AC. The supercharger has been turned up on its side, and moved to the very rear of the engine in a effort to gain clearance. I really, really, really don't want to modify the hood.

 

Where the AC compressor is it keeps the hoses away from the exhaust manifolds. Air injection lines are smaller diameter ( the steels ones anyway) and can run closer to the manifolds.

Typically, air injection lines don't need servicing. The check valve isn't impossible to get to at the back for when those need occasional replacement.

 

XJSV12...how did you handle the belt for the AC after removing the pump? Can't really tell by pics. I am going to pull my pump and assumed I needed idler for adjusting.
Thanks...Jimmy

 

Note, this is 6.0L compressor with bracket. But I think it is possible to 5.3 L. When I put out four bolts the comp going a little down and the belt is free.
Before doing this, I bought four different belt lengths.

 

Mine is a 6.0. If there is enough slack in the AC comp to adjust the belt, that would be a lot simpler than an idler. Do you know what size belt you ended up with?
Thanks...Jimmy

 

[QUOTE=Jonathan-W;1486110]Would it have made more packaging since to have placed the Air pump in the V the AC compressor where the alt was and the alt where the air pump was.......?


that would make the piping to the air injection very short and simple and the plugs easier to access


yes working on the AC compressor would be ----> ugly

 

Belt size

 

Hi Grant

Where is the fuel cooler, crankcase ventilation?

 

[QUOTE=Grant Francis;1487026]
What I scribed did not transfer, so the photo sort of looks dumb, life goes on.

The original Black Monster a/c compressor would not fit anywhere else, so the V was the logical fitment place.

We no got air pumps, so a simple idler sits there.

The alternator is no big deal where it is. It is usually only removed every 20 odd years for rebuild, and comes out the top just fine.

Mine has the Sanden compact compressor, and sits in the OE position, and the 2 #1 spark plugs are easy to see and remove.

I also have E Fans, so one less belt to contend with.

 

[QUOTE=Grant Francis;1487650]
where can I pick up a Sanden compact compressor,? and which one is it?

 

[QUOTE=Jonathan-W;1488354]Jonathan
I did a post on an aircon thread which gave the model number in response to enquiries by RGP. A search should pick it up.
Greg

 

As Greg said, and bear in mind I did all this back in 1995, and there would be many newer, more compact Sanden, Nippon, etc compressors out there that will fit.

I remember using a Toyota Corrolla comp on the real S Type 3.4ltr . and a Bosch alternator, a BMW power steer pump, a Hyundai steer rack, made my own inside ducting for the a/c, and simply assembled all the bits until it all worked just fine. All this because someone said that car could not be a/cond, or rack and pinion steer fitted, HA.

Outside of box thinking is mandatory here, and so was alcohol in those days.

I will look at my notes later and retreive the model number I used, but that unit is possibly obsolete by now, as I said above.

 

All mine are 5.3ltr, and the same belt used as factory, 13A1500 from memory.

 

[QUOTE=Jonathan-W;1488354]ANY air con supplier in your area, or good old ?bay.

I used a Sanden SD7H15 with REAR DISCHARGE ports. It comes with TOP discharge, and the bonnet will NOT close with that configuration, so I swapped the end plate for rear discharge.

The belt is the same as the original, 13A1500 from memory.

This is a snap of the rear showing the home made bracket (seriously needs painting), and the plumbing I used. The front bracket is the OLD one from the Black Monster, duly ground out to suit the Sanden.

 

In the trash, along with the balance pipe, AAV, overrun valves, engine driven fans, and shrouds etc, and all the other redundent rubbish I did not need.

Even machined the front "V" from the crankshaft pulley, as E Fans dont need that belt drive, so NO going back now.

Less weight, more speed, AHA.

 

No, it wouldn't make more packaging sense to put the bigass AC lines all the way down the side of the engine compared to a few wires for the ALT. The ALT is just short enough to fit where it is, so I don't think much else would work down there. Air pump is nice because it pops right out for alt access and AC makes sense because of plumbing and the need for good support for the heavy A6.

The only complaint I have about those systems is that the rods for the tensioners are 9000 miles long so you can't get a socket on them. The belts take like a friggin hour to change on the V12 because of the stupid flat-by-flat tension system.

 

Thats what alcohol is for mate.

When I used to inform the wife that today was V belt day on the HE, she KNEW it was 6 hours at least, clever wife.

 

No, no, no !

It isn't stupid. It's "an interesting design feature"

You need to get into the spirit of things. You're supposed to savor every turn of the wrench when working on a V12. The car knows when you're frustrated and puts up a fight just to mess with your head !

Cheeers
DD