328 York Compressor R206R | FerrariChat
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328 York Compressor R206R

Discussion in 'Technical Q&A' started by cvanmete, Nov 16, 2004.

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  1. cvanmete

    cvanmete Rookie

    Jun 1, 2004
    16
    McAllen, Texas
    Full Name:
    Chris
    #1 cvanmete, Nov 16, 2004
    Does anyone know if the 206R compressor can be changed out with a 210R. compressor. The compressor size and fit up will work, the only difference is the cubic in pumped by the compressor. The 206 has 6 cubic in. and the 210 has 10 cubic. in. How will the extra 4 cubic in. effect the rest of my A/C system??

    I'm in the middle of doing a ground up restoration on my 89' 328. Have the Trans, alternator and strarter done. Lot more work to do!!

    Chris
     
  2. Sean F.

    Sean F. F1 Rookie

    Feb 4, 2003
    3,066
    Kansas
    Full Name:
    Sean F
    #2 Sean F., Nov 17, 2004
    http://www.ferrarichat.com/forum/showthread.php?t=32834&highlight=308+AC

    See this thread and also the link in my 3rd post on that thread. Convert to a better system.

    You could also by the mounting brackets from Ferrari UK and have a factory type install. I priced it and I think the mounting hardware was close to $800!!!

    Some day I'll actually get a picture posted of that install!
     
  3. Verell

    Verell F1 Veteran
    Consultant Owner

    May 5, 2001
    7,022
    Groton, MA
    Full Name:
    Verell Boaen
    #3 Verell, Nov 19, 2004
    The 66% (10in/6in = 1.66) increase in pump displacement will have several effects:

    CON: It will place significantly higher load on the clutch & belt. (This is why the larger pumps usually have dual belt pulleys. The pump and crank bearings should handle the additional load just fine. The increased load will definitely require higher belt tension. RISKS: Possibly there'll be enough additional load so that the belt will slip no matter how tight you tension the belt altho this is unlikely. Also, I guess there's some risk that the clutch wouldn't be up to the add'l load altho I'm fairly certain that the clutch mechanism is the same for single & dual pump pulleys.

    PRO:For a given cooling load, the clutch will spend less time engaged as the pump will bring the system up to cut-off pressure more rapidly. The net effect is that the average amount of coolant pumped will be the same.

    NEUTRAL:For a given cooling load, the load on the engine should be unchanged as the average amount of coolant pumped will be the same.

    PRO: Under maximum cooling load, the pump can provide higher coolant flow. I don't know whether or not the rest of the system will allow this flow to be achieved. If the rest of the system is restricting the flow, it will protect itself by cycling the clutch to keep the pressure within limits.
     

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