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I have a really clean 93 240. Problem is (judging by the squealing from hell of the drive belt) the A/C compressor locked up. The real problem is, the one mechanic I came to trust without question, closed his shop.
To make this matter worse, on another 93 a local shop recommended for A/C work which I was forced to use, botched a simple A/C o-ring replacement to the point of fracturing the endo of the NLA high pressure hose. Then, they charged me for their ineptness, while muttering something about how clueless Volvo engineers are.
So, I'm painted into the corner of gearing up for a first-time stab at A/C work.
My head is spinning from all that I have read so far, and filled with questions.
To get this ball rolling for me, whose compressor should I use? FCP has an OE Volvo compressor for (gulp) $630. Among others, Napa has one for MUCH less. The OE one appears to have some kind of sensor stuck on it in series with the clutch lead. The Napa compressor's hose connections appear to be configured a little differently than the OE part, but it does have high and low gauge ports.
Does anyone who has been down this road with a 93 have any suggestions as to whatever compressor to use which will not add unnecessary cost or aggravation for me in this new adventure?
Thanks, one and all,
Rich (near Pittsburgh)
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Try a PNP. At least you'll know it will fit.
--
1980 245 Canadian B21A with SU carb, M46 trans, 3:31 dif, in Brampton, Ont.
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Thanks, but not so easy to do. In my part of the world, the PNP's are few and far away. Also, the last time I saw a 240 in one was about 10 years ago.
Rich (near Pittsburgh)
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Hi
Maybe Trev meant for you to contact a "recycler" as they are a little more expensive but they have warranties and a supply chain that goes several ways!
This way you still get an OEM part.
Just for some enlightened thoughts to ponder, in case your bored?
Maybe I should say recyclers are part of the rebuilding / repair supply chain.
They get the good stuff off the freshest cars long before they show in yards with the crushers, that we see the insides of.
Many of them knock the dust off of parts, bag and tag them for their storage shelves. Especially interior parts that body shops use to fix cars with. They light vacuum pack seats and carpets with descendants and ordor absorbers.
Since you don't see 240's and the self pull yards, as you say, they are far and few around you certain areas.
I bet someone, someplace, is sucking up the flow from the insurance companies policy of "gotta total the car" because of "blue book value."
Insurance companies and leasing contractors control that "scheme" as a "whole" for individuals, like us, to fleet pricing through "licensed" controlled auction "front" companies.
Think about how long it is before you see the newest cars In the self pull yards. It is about five years. How long are the loan or leasing payment schedules?
10 years of no 240's. We could be running out of them by now?
Take Exotic cars, forget about them as some, even lower end ones, are never in any " self-pull yards."
The higher the production run, in most cases, the quicker the devaluation or depreciation, IMHO.
Volvo use to advertise, Break the Six year cycle by buying an Eleven year average car.
Is it the car or a system here in the USA?
We know there is a reason we like Volvos or is it the lower numbers and design quality that make better investments?
Cars!... are truly proven to be bad long term investments, if you ONLY want money!
hmmm, I love my wife, like my Volvos but money is cheap! (:-)
Phil
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Is your car been converted to R134 in the past?
I have a 93 model 240 and it came equipped with a R12 system from the factory.
The type of refrigerant used will dictate the type of oil to use.
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My 93's are all R134a systems from the factory.
Rich (near Pittsburgh)
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Steve, do you have photos including VIN and build plate? Any evidence?
Edit: Sorry that came off as challenging. I've been trying to document any major departures from the model year and chassis number boundaries in the microfiche parts references as corrected currently. Too many "hearsay" examples and too few researched and verified. The 1993 240 sure has enough of them before rolling the last off the line May 5.
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Art Benstein near Baltimore
Sea captains don't like crew cuts.
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Well....I'm pretty sure it's a 93 model, but I'm getting forgetful these days.
It's the last year of the sedans.......was that 93? I've got the title, but it's in the car at the shop.
It definitely came from the factory with R12. I knew it immediately when I looked under the hood. There is also a R12 tag in front of the radiator.
I will double check again and make some pictures.
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So much time has passed, and if not the original owner, a second or third owner's 93 could have hit a deer some time in its life when comprehensive coverage was worth having and wind up with a '92's radiator support or even the whole engine. The VIN might reveal this and it might not. But it would be hell trying to get the right parts at the dealer's parts desk if not.
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Art Benstein near Baltimore
Dancing cheek-to-cheek is really a form of floor play.
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Man...I am losing it.
It is a 92 model.....
I've owned so many 240 models (I still have 5 in various stages of repair....or rather dis-repair), that I get them confused.
I also have a couple of 940's.
I've only owned this 92 model for a couple of weeks.
It is also set up for R12.
My Volvo experience is now 99% hobby and 1% keeping the family 940 sedan running.
I love working on these cars.......some parts more than others.
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'92 is a nice year, I think. I'd prefer to have the native R134A and the squirters in the block, but I can do without the round-teeth on the cam belt and some of the electrical harness changes '93 brought. Then again, I hear so many head gasket problems discussed on '93 models it makes me wonder if those squirters took away some of the oil destined for the camshaft.
Thanks for the follow-up...
--
Art Benstein near Baltimore
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Maybe the Volvo engineers learned somethin' about R134a systems along the line. I don't have any 93's but I swear I would have noticed something like this on one of the manual pages. Could be a TSB maybe? Might have saved one like yours?
http://forums.turbobricks.com/showthread.php?t=322664
Anyway, I do not believe this thing would have been the means to temperature cycle the CCOT system in normal operation, as I infer from the above wisdom.
--
Art Benstein near Baltimore
Did Noah keep his bees in archives?
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Rich, I just installed a compressor on my '90 240 yesterday. It was a new Selco from Advance for $300. It came in a box labeled "Tough One" with no other info. Their webpage lists it as "New York, Diesel, Kiki, Zexel, Seltec." Since it was made in China I would say that the interpretation means new York,.....Seltec. Model no. is DKS15BH. AutoZone carries it as Everco DKS15BH. I don't recommend using a reman- new is a little more $. I put a reman Selco on this same car about 5 yrs. ago and last summer it seized up while I was charging it. I persevered with no a/c until now. I put a new Selco in my '87 240 about the same time (5 yrs. ago)and it is running fine (knock, knock).
This recent one came with a tag saying that it had shipping oil in it which should be removed and the "correct amount of manufacturer's recommended oil" put in. I measured 3 oz. of shipping oil removed. I spent 1/2 of yesterday researching the proper oil and how much should be put in. Advance was useless in this endeavor. I had a little PAG 46 left from the job 5 yrs ago but I wanted to make sure. Here is the reference I used: http://www.aa1car.com/library/pagoil.htm. It does verify PAG 46. However, I'm still looking for the correct amount. I put 3 oz. in it before I mounted it but I may have to drain some out. The compressor shaft (not the freewheeling pulley but the inside plate) can be turned over which should be done to make sure there is no liquid lock. I haven't charged the system yet. Still have to put in the new drier and new expansion valve. I used a junkyard condenser which I flushed with a/c flushing fluid. It had no evidence of metal and flowed well. Recommend changing all your belts at this time also. There's more to this process which you probably read elsewhere. Hope this helps. PH- Charlotte NC
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Thanks, PH. You've pointed me in a direction.
Rich (near Pittsburgh)
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Art, if I did this correctly, here is a photo of the compressor showing the "device" mounted on top in series with the clutch lead:
None of my 93's are here right now, but I will check them when they get home to see if mine are configured like the one in the photo.
I'm also thinking it is a thermal cutout.
Rich (near Pittsburgh)
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