Drier for AC in earily '85 308???

Does anyine know of a suitable replacement for the AC drier in an earily (April production) '85 308? I know the TX valve is the same as a Saab 900 but the direr is different. Looks like Ferrari started using the Saab drier in the 328, maybe late production 308(?) but not mine.

John k...

 

Thanks for the info. I spend some time looking through a NAPA catalog yesterday and saw a lot driers that were similar, but none had the correct fittings. Finally found one for a Ford product that looks like it will fit the bill. It's the right height and diameter to fit in the stock mount and has the proper dual male O ring fittings. I'll post the NAPA part number when I get it if it works out since there doesn't seem to be an easy source. It was $52. The only apparent drawback is that it doesn't have a sight glass. A lot of good a sight glass does on a 308 anyway.

 

That's where it is in the US version. Passenger side under the plastic cowling.

 

(JPK) The Saab unit isn't correct for the 308. The original for the 308 is a Hansa unit. No part number on it. Lot's of stuff close in the NAPA catalog, but nothing right. The Ford unit look like a good fit though. Right fittings, right size, slightly different shape.

I have the info from "the other" site. Unfortunately 308s and 328s aren't exactly similar.

 

The part number for the drier is 208481. The drier is R13, R134a compatable. This unit fits into the stock 308 mounting bracket but is just a little bigger in diameter than the original and you need a slightly longer screw to clamp the bracket shut. Aslo, connect the hose from the condensor to the drier before tighting the clamp since the hose is about 1/4" short due to the location of the inlet fitting on this drier.

The TX valve is 207303. It is froma 87 Mazda 323. Externally it is just about identical. There is also a TX valve 207313 from an 80's vintage Sabb that is similar but the small copper tubes from the equalizer is much longer than on the Mazda unit. The other difference is the super heat rating. The Mazda is at 5 the Saab unit is an 8.

Anyway, this set up works so I'm happy for now.

 

Both TX valves I listed are from '80s vintage system, i.e. R12 systems. The only real differences between the two is the degree of superheat. The function of the TX valve is to control the flow of the refrigerant under conditions of varing load (changes in outside temp and humidity). I choose the valve with lower superheat rating. I changed the TX valve because the old one was clogged and while I was able to clean it fine, why chance it. I mean were talking pocket change here and the last thing I wanted was to have to tear the system appart again.

Anyway, I'm running R134a now and the system runs fine. I'm getting air temp out of the diffusers in the mid to low 40F range on an 80 degree day. That seems about right.

 

Let's see if I can keep it simple. In an AC system superheat refers to the temperature of the vapor phase leaving the evaporator. It is a measure of the "degrees" above the saturated vapor temperature. If the vapor is not superheated when it enters the compressor there will be some fraction of liquid mixed in with the vapor. This is bad for the compressor since liquids can't be compressed. Too high a superheat, on the other hand, can overload the condenser (can't take enough heat out of the refrigerant) which means poorer cooling. The TX valve responds to differing AC loads due to differing ambient conditions in an attempt to maintain a sufficient superheat level. They sense the pressure in the suction side (either internally or externally) and the temperature (superheat) at the exit of the evaporator. If the temperature is too high/pressure too low they open up to allow more coolant to flow. If the temperature is too low/pressure too high they close to reduce the coolant flow. A TX valve with higher superheat rating means that it will try to keep the vapor temperature higher which means lower coolant flows. I'm not 100% sure but the superheat rating on the two valves I looked at, 6 and 8 probably indicates the degrees of superheat the valve is designed to maintain.