1999 AC job. Rein over nissens, adjustable orfice valve

Post by **abscate** » 19 Jul 2018, 04:56

Doing evaporator, orfice , and drier in a 99 AC

Can anyone comment on Rein over Nissens for Evap quality? About $60 delta

Also, there is an adjustable orfice valve at FCP that I will ask them about and post here.

Post by **scot850** » 19 Jul 2018, 13:12

I wish I can remember which brand I used on my 93 850. I spent 5 hours trying to get the connections at the firewall to fit as they were at the wrong angle and eventually I had to grind the cone shaped connections down to get them to allow the snap rings to be able to fit. I swore after that I would only ever use an OE part. Having said that, as many are finding the OE parts are now not what they were either. I'm not sure who the OE manufacturer was , but of the 2 you list I would lean toward Nissens based on there parts working well in other applications for me.

Neil.

Post by **abscate** » 19 Jul 2018, 13:15

The trick with the connections is to get the hard lines loose so that you can fit them to the evap, then route them back into the engine bay. Easy as long as you remember to hit that M6 hex head on the frame member with PBB at T-5 days and every day thereafter, both on top and from underneath through the access hole.

Post by **abscate** » 19 Jul 2018, 13:17

I used Nissens in 2013 and the fit was easy. I lied, looks like a $30 delta

Post by **abscate** » 19 Jul 2018, 13:19

Feedback on the Variable Orfice Valve, or VOV from FCP

Variable orifice valve's look the same as fixed orifice tubes, but are able to change output depending on different operating conditions. A fixed orifice tube is really a compromise between highway performance, stop and go, and idle performance. This is because at idle, the condenser has less air flow across its surface. This causes head pressures to increase, but also causes vaporized refrigerant leaving the condenser to enter the orifice tube.

This is because at low speed and idle conditions, the refrigerant is moving through the condenser very rapidly sending high temperature vapor and liquid to the orifice tube. Subcooled liquid entering the orifice tube is ideal for flooding the evaporator core of a cycling clutch orifice tube system. Vapor entering the orifice tube will reduce the effectiveness of the refrigerant.

With a VOV at idle, a bimetal control spring blocks off one of two ports, reducing the flow of refrigerant and allowing more heat to be removed in the condenser. As speeds increase, the valve opens back up allowing maximum flow through the system again. This improves performance over a fixed orifice tube at low speeds and idle, while still providing a high level of performance at highway speeds.

Post by **June** » 19 Jul 2018, 14:05

Don't bother with the variable orifice. Mike stuck one in a 2003 Ford and it failed in less than a year. The ac blew colder with the fixed original. I wanted it to blow colder and apparently Ford makes five or six color coded orifices. The 2003 had a orange one originally, than the variable orifice, than he put a green one in which made the difference in hot traffic. I believe by changing to green the orifice had a smaller opening causing the air to feel colder, but the compressor cycled more which made no difference to a V8. June

Post by **abscate** » 19 Jul 2018, 14:19

Is it cruel to make my 87 year old Mom the Guinea Pig on this, June??

Post by **abscate** » 20 Jul 2018, 04:59

I would love to try this but the orfice valve sits inthe hard lines so replacing it is a real b******

Decisions decisions

Post by **erikv11** » 20 Jul 2018, 07:08

I'd buy evap core and expansion valve from Volvo (Lisle). You're already saving thousand bucks by doing the evap yourself, how sure do you want to be it will keep working? The expansion valve is cheap. And get the Visteon accumulator from FCP.

Post by **abscate** » 20 Jul 2018, 07:22

Volvo parts pricey - $200 for evaporator. Ill try to dog up what I used in 2013