![]() Simply use the car's tow hook and send in the hook end of the jack handle in and wedge the prying end of the handle between the circle discs (prongs) on the compressor. The one with the hook not the spanner one. Theres a nice fancy tool to do this but I simply used the OEM jack handle. Im using my car as an example (CS), Evo men may have more to remove.Ģ) Remove necessary stone shields to get to the front of the compressor (belt side)ģ) You dont need to remove the belt, just the 14mm lock nut in the middle of the pulley.Ĥ) You will need to lock the compressor from spinning to remove the 14mm nut. Its available online though, can cost roughly ($400TT) landed.īut before you go investing in $400 for a 10cent size washer, heres how you can test it in 15 mins. MMC sells a kit (MR315936) with different size shims to cater for wear and tear on the clutch.ĭM doesnt stock it, they dont even know what it is (go figure). So you need an air gap, but not too much of a gap to throw it out of the magnet range. If you have a feeler gauge the air gap supposed to be between 0.3 and 0.5mm, mine was a whopping 1.2mm. Without it, over time, the clutch will burn and start slipping in as early as a month. Theres actually a shim/washer/spacer in there. What makes it worst is the air gap between the clutch and the pulley is necessary. What is noted is as the car gets hotter this air gap widens, so the AC will work when the car is cold, but as soon as you drive around a bit, the compressor will stop. What happens over time is wear and tear on the AC clutch and air gap widens forcing the clutch out of the magnet range. The clutch is the outer end of the compressor and in our case it has 4 circle prongs and spins when the compressor kicks in. ![]() The field coil emits a magnetized range to engage the AC clutch. Long story short, The compressor works within a magnetized field. So I took the search online and realized that this intermittent AC issue is very common. So, I changed my Field coil.Ĭar worked good for a few days and boom, same problem reoccurred. This coil can be repaired or recoiled if you know a good AC and Electrician.Ī failed field coil is discovered if the compressor is getting 12v but not spinning. Very few people will say the Field coil/core is failing. So i shortlisted it to compressor.įirst thing everyone will say is change the compressor. The AC system was functioning (blower, fans etc) except at times the compressor just stop spinning. So I started diagnosing electrical considering it was a short somewhere. It worked fine but as soon as rpms started to build it would start blowing warm and when I checked the compressor, it wasnt spinning. The Compressor works when it wants, at first it was totally random. We replaced the MIVAC intake cam gear and the stepper motor for the engines idle control and proceeded to finish tuning the engine to use more of the Link ECU’s capabilities.OK so for a few weeks Ive been having an AC problem. Due to the MIVEC not working torque was down 43 ft lbs however. This was a 29 hp increase from our engines last tune from just the improved tuning ability of the Link ECU alone. On 91 octane pump gas, our engine put out 400 wheel hp and 310 lb/ft of torque. Even with no variable cam timing we got some impressive results. ![]() Perhaps the systems got gummed up from sitting. ![]() This was pretty odd because the car had really low milage, less than 9000 miles and had been in storage for a few years. It was there we discovered that the 4G63 Engines MIVEC variable cam timing and idle control system were not working. When we last left of, we had tuned our Project Evo IX to run on a Link Plug and Play stand alone ECU and had done some preliminary dyno work with the combination. Project EVO IX, Getting Lots of Power From the 4G63 With Link Engine Management Part 2
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