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  1. Yesterday
  2. I’m not able to fit the fan on the WOSP alternator axel. It seems that the woodruff key stays too high. I have two new WOSP alternators, one made 2019 and the other 2022. The woodruff key dimensions on both are identical. The cut for the woodruff key on the 2022 made alternator’s axel is 0.9mm deeper than on the alternator made 2019. The fan fits very nicely on the alternator made 2022 but not at all on the 2019 alternator. What do you suggest I should do next?
  3. Last week
  4. Thanks for the reply. Now that the weather is warmer, I've used the AC a couple times and noticed it doesn't cool the cabin as it did last season. I ran a short log to see if you notice anything or if you can advise on what else to check. I don't mind taking it to an AC specialist but it would be good to have your feedback before I book the appointment. putty220617.logputty220617.log
  5. Earlier
  6. New products are always in development here at Classic Retrofit HQ, and we also like to keep improving our existing product lines. Currently in R&D is an upgraded blower unit for our electric air conditioning system. The new blower is being tested alongside an upgraded evaporator unit in our Porsche 911 SC test and development car. Using the same end caps as our existing blower unit, the body of the upgraded blower is just 10mm wider and only slightly taller to accommodate a much more powerful fan unit: the same one used in our electric air conditioning system for the Singer DLS. We're also testing a new and improved evaporator. Denso has upgraded the previous part with the latest heat transfer technology, making it shallower while maintaining the same heat transfer capacity. Because the new part is slimmer than the previous model, it allows a higher throughput of air, which amplifies the effect of more airflow using the new fan. Another big advantage of the new evaporator is connections on the right hand side of the unit, which is perfect for those driving cars with a brake servo on the left. Left-hand-drive 911s make up the majority of Classic Retrofit installations, so we're delighted with the additional gain of a small improvement in ease of installation. Tested in our SC on some of the hottest UK days of 2022 so far, the new parts continue to deliver near-zero degrees at the vents, when combined with our twin condenser A/C system and upgraded alternator. We've also been testing an alternative compressor (above), which the manufacturer claims is slightly quieter. So far the difference is not obvious, but all testing is worthwhile to keep our electric A/C system at the top of the list of desirable upgrades on vintage air-cooled Porsches. No launch date has been set for systems featuring the new components but current schedules suggest we may see the next-gen parts unveiled in late 2022.
  7. Hi Hannu I think by CRF you mean Classic Retrofit? Had me confused there for a sec. Jonny says: "There is enough clearance around the engine fan for the alt to get air so vents are a nice to have. I have been told these alts run unvented in Baja racing. Six phase generates less heat than 3 phase." Hope this answers your question!
  8. HI Hannu If this is a half kit using the standard smuggler's box evaporator then yes, same amount extra. Thanks!
  9. Are the vent holes on SC fan good enough for the CRF alternator or do I need to switch to 3.2 Carerra fan center? How much cooler would the CRF alternator run at 100A on 3.2 Carrera fan centers versus SC fan centers?
  10. I see that 964 uses 50g more of R134a when compared to 911/930 system because of the 964 evaporator instead of the CRF evaporator. Would it be the same 50g more in case of 1978-1989 evaporator? Thanks in advance Hannu
  11. Basically, I am 'dialing in' the advance so that what is on screen matches the actual timing shown on the strobe lamp.
  12. Hi Lennie, We reviewed the DIAG logs you sent in. They show that the engine is not started ( 'WaitForStart'). The engine must be running for the A/C system to run. We also note that your battery voltage is extremely low - less than 8V. Your log below: *************************************** * ElectroCooler Firmware v1.17 * * (c)Classic Retrofit Ltd 2017 - 2019 * *************************************** V:7.9, I:0.0, S:20.0, C:21.0, E:20.1, D:0 V:7.9, I:0.0, S:20.0, C:21.0, E:20.1, D:0 V:7.8, I:0.0, S:20.0, C:21.0, E:20.1, D:0 V:7.8, I:0.0, S:20.0, C:21.0, E:20.1, D:0 RUN:OKV:7.8, I:0.0, S:20.0, C:21.0, E:20.1, D:0 V:7.8, I:0.0, S:20.0, C:21.0, E:20.1, D:0 V:7.8, I:0.0, S:20.0, C:20.8, E:20.1, D:0 V:7.8, I:0.0, S:20.0, C:20.8, E:20.1, D:0 DIAG:OKWaitForStart, BatteryLow , BlowerOn , BAT = 7.82 V , CompI = 0.00 A, BLO = 0.02 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 0, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 20.8, TE = 20.1, BT = 0, WaitForStart, BatteryLow , BlowerOn , BAT = 7.83 V , CompI = 0.00 A, BLO = 0.02 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 0, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 20.8, TE = 20.1, BT = 0, WaitForStart, BatteryLow , BlowerOn , BAT = 7.82 V , CompI = 0.00 A, BLO = 0.02 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 0, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 20.8, TE = 20.1, BT = 0, WaitForStart, BatteryLow , BlowerOn , BAT = 7.84 V , CompI = 0.00 A, BLO = 0.02 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 0, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 20.8, TE = 20.1, BT = 0, CMP:OKWaitForStart, BatteryLow , BlowerOn , BAT = 7.78 V , CompI = 0.00 A, BLO = 0.02 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 1, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 20.8, TE = 20.1, BT = 0, WaitForStart, BatteryLow , BlowerOn , BAT = 7.81 V , CompI = 0.00 A, BLO = 0.02 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 1, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 20.8, TE = 20.1, BT = 0, WaitForStart, BatteryLow , BlowerOn , BAT = 7.79 V , CompI = 0.00 A, BLO = 0.01 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 1, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 21.0, TE = 20.1, BT = 0, WaitForStart, BatteryLow , BlowerOn , BAT = 7.78 V , CompI = 0.00 A, BLO = 0.01 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 1, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 21.0, TE = 20.1, BT = 0, WaitForStart, BatteryLow , BlowerOn , BAT = 7.80 V , CompI = 0.00 A, BLO = 0.01 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 1, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 21.0, TE = 20.1, BT = 0, WaitForStart, BatteryLow , BlowerOn , BAT = 7.79 V , CompI = 0.00 A, BLO = 0.02 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 1, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 21.0, TE = 20.1, BT = 0, WaitForStart, BatteryLow , BlowerOn , BAT = 7.81 V , CompI = 0.00 A, BLO = 0.02 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 1, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 21.0, TE = 20.1, BT = 0, WaitForStart, BatteryLow , BlowerOn , BAT = 7.80 V , CompI = 0.00 A, BLO = 0.02 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 1, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 21.0, TE = 20.1, BT = 0, WaitForStart, BatteryLow , BlowerOn , BAT = 7.82 V , CompI = 0.00 A, BLO = 0.02 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 1, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 21.0, TE = 20.1, BT = 0, WaitForStart, BatteryLow , BlowerOn , BAT = 7.79 V , CompI = 0.00 A, BLO = 0.01 V , CEN = 0, SPD = 000, IGN = 1, USW = 0, CON = 1, FAN = 0, ACC = 0, D1 = 0, D2 = 0, D3 = 0, TC = 21.0, TE = 20.1, BT = 0,
  13. In the wheelarch is a good place for it 👍🏻
  14. As a follow up, since I intend to use the "intensive" washer fluid reservoir in the frunk, I have the original space available for the drier in the back of the front driver side wheel well.
  15. Hello- For system efficiency is it better to have the drier in or out of conditioned air? For instance is it better to have the drier in the wheel well or the smuggler box? If I reopen the hole that goes from passenger footwell to the smuggler box (used to have the relay in that hole) will the cabin conditioned air flowing around drier (if its in smuggler’s box) and compressor help any (if all other sources of outside air are sealed off from smugglers box)? As always thanks for any inputs.
  16. Hi Jonny. I think I have this worked out. Can you please verify? (It's just not 100% clear to me what you're doing in the video the second time you get out the timing light). Set the curve with timing set at 5 degrees. Adjust the tigger point to allow for more working room. Send the file to the unit. Adjust the dizzy with timing light to match what's on the software curve. Thanks! Steve
  17. Hi Jonny, I've set the CDI+ to full control, and programmed a curve to max out at 28 deg at 5k. On this curve that point is 23 degrees to compensate for the baseline of 5 degrees. I had to rotate the dizzy to 15 deg to get the needed headroom, but now shouldn't I readjust the curve so that the max point on the curve is 15 degrees? Steve
  18. Has anyone had issues with the compressor not starting but the contact relay is triggering? I can't get the compressor to turn on. The self-test shows the compressor was running but it only triggered the contact relay. Also noticed that the ECM does show the blowers are on even know the orange wire (no instructions in the installation manual where to attached the orange wire) is connected to the positive side of the passenger blower motor and I have a 12volt signal at the orange wire. Amy direction would be greatly appreciated. 1990 Porsche 964 using dual condensers and the OEM snow flake button. Thanks!
  19. Most likely ok. Believe it or not, scroll compressors are not inherently balanced so can be a little 'wobbly' until they get up to speed. Sounds ok to me.
  20. Another video install of the Classic Retrofit Electric Air conditioning system for the Porsche 964 has just gone live on Youtube. This time, it's the Driftworks RWB Porsche 964 Turbo getting the treatment, with Phil and Jay doing things properly by unpacking the kit and reading the manual first, then carefully following the instructions and fitting the various parts methodically, with a little bit of bespoke tailoring along the way to suit their unique application. The installation concludes with the duo gassing the system for themselves and having a trouble-free fire up, with super-cold vent temps from the start using the dual condenser system. It is usually the case that if a customer encounters issues on fitment and fire up, then the manual has not been followed correctly. Our systems for classic 911 models and 964/993 models with or without factory air conditioning are well and truly proven and the accompanying manuals give detailed breakdowns of every process required when installing one of our air conditioning systems. We supply our kits as kits for a reason; every piece is designed to work seamlessly with every other piece, to fire up first time and to deliver many years of reliable service. It does happen that sometimes customers wish to change various elements to suit a non-standard application and if it is just bracketry and component positioning then that is OK. More detailed reimaginings are not guaranteed by us and often lead to extra cost in diagnostic time to solve technical issues. Kudos to Driftworks for a really great video that accurately portrays the install procedure and how easily the system should work straight out of the box when fitted correctly. While Phil's 911 is a factory A/C car and our system is designed to work fine with factory air con cars, installers may be even happier when a 964 or 993 does not have factory air con, as there is less work for the owner or installer to do, with no heavy old lines to remove and no engine drop to remove the factory air con compressor bracket.
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