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Post by allan on Oct 9, 2014 13:46:00 GMT
Nice too see it cooling so good again. Shouldn't your beverages be about 4 degrees colder though I have some 1938 seal info I can scan and post. shaft size and part #s. is all it shows.4 in the list are Crosley's Ha ha! The box was just opened as it normally maintains 33 degree box temp! Please scan any data you have. Thank you
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Post by blackhorse on Oct 9, 2014 17:35:16 GMT
Really? I would have thought you could have taken it to a hydraulic facility and had it fitted with a modern seal. I guess something is possible for the seal but then you have to consider the suction valve built into the piston and the discharge valve also. I will have a bit invested with an auto body paint job and all new rechrome and I just need it to be a reliable every day use machine Ah. So there were other considerations as well. Just that I have a long history of dragging complicated bits that you can't buy anymore to machine shops. And under the "everything old is new again" heading, if you were Bristol, you could invent a new compressor. With the intake valves in the piston heads. And call it "Inertial". And license it for heat pump use, because it out-performs the Scroll.
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Post by blackhorse on Oct 9, 2014 17:49:47 GMT
I'm not real knowledgeable about those old belt drives, but I've heard the common Achilles heal was the shaft seal. I guess each manufacturer got pretty creative trying to solve issues with them. even if they had neoprene in those days it wouldn't have done them any good. S02 don't like neoprene. Indeed. Actually you have to give them credit. They were trying to use technology originally intended to hold just about enough pressure to keep a water pump from losing suction, and make it hold pressure and vacuum on a near-zero-loss basis. Which of course is why G.E. finally decided to just side-step the whole issue and make it hermetic. And just point and laugh at all of the shaft-drives. BWAHAhahahaha !!
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Post by coldspaces on Oct 10, 2014 1:58:46 GMT
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Post by allan on Oct 10, 2014 2:05:22 GMT
Here is what I have in my 1938 catalog for replacement compressor shaft seals. Thank you! Very interesting
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Post by coldspaces on Oct 10, 2014 2:11:20 GMT
Here is what I have in my 1938 catalog for replacement compressor shaft seals. Thank you! Very interesting Your welcome, I don't suppose those seal #s can be crossed to something modern but maybe someone knows about them.
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Post by allan on Oct 10, 2014 2:36:09 GMT
This Italian compressor arrived today. I can store up replacement parts for this one to insure a long life. Converting system to 134a.
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Post by blackhorse on Oct 10, 2014 13:25:05 GMT
This Italian compressor arrived today. I can store up replacement parts for this one to insure a long life. Converting system to 134a. Mmm, a twin cylinder.
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Post by allan on Nov 6, 2014 2:00:46 GMT
The compressor was pumping great and keeping a very cold box! But I noticed the discharge line and cylinder head was getting hotter by the day. The shaft seal was allowing air to drawn in and building a non condensibles condenser circuit. So I blew the charge today and removed the old compressor. Hated to pull it because as you can see it really looks good still
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Post by allan on Nov 6, 2014 2:08:08 GMT
So now I am starting to fit the new Italian twin. It has to run a minimum of 400 rpm for proper lubrication to occur. I am surprised to see it only requires a single 3l belt since the Crosley had dual 4l belts! I will change the motor pulley to a single style and get everything lined up. Will add a belt tensioner on the motor slide plate to insure the motor doesn't slide and loosen the belt. Have to do a thorough flush of the evap and condenser to ready the system for 134a and a flooded evap. Evap has an oil skimmer on the end of the suction line. Plan on recording the compressor oil level before start up and closely monitoring it to verify correct oil return.
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Post by blackhorse on Nov 6, 2014 4:56:32 GMT
I really doubt oil return will be an issue, I would be amazed if the new compressor didn't come with oil miscible with 134a (POE probably). SO2 was never miscible with oil, the skimmer will just be additional insurance. I'm just wondering if the new compressor won't be over-capacity at 400 RPM.
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Post by allan on Nov 6, 2014 14:59:30 GMT
Strangely the compressor is shipped with mineral oil! From what I have learned from a restoration company and on the forum I believe that 135a and Poe oil with flooded evap is a problem. The liquid in the evap becomes oil logged and causes trouble. With the mineral oil it will rise to the top and the skimmer will scoop it up. Yes I have some concern about the over capacity. According to the specs I will be producing about 480 btu but that is as close as I can get. Will know soon. Stay tuned
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Post by blackhorse on Nov 8, 2014 6:34:50 GMT
I'm wondering if we haven't mucked up the original topic of Allan's Shelvador to the extent that the off-topic part of this should be moved to it's own thread? Something like "CK-30-C16 Float valve / TXV / 134a conversion" in the CK section?
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Post by allan on Nov 9, 2014 0:58:01 GMT
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Post by allan on Nov 9, 2014 1:08:23 GMT
The bottom brass fitting is the evaporator inlet feed. It has a brass feed tube that feeds the liquid to the opposite side of the evap. The brass tube fits into the brass fitting and is friction fit to allow you to screw in the brass fitting. The feed tube is bent to hold it tight in the inner channels. Since it stopped about a couple of inches from the end of the evap I brazed a cap tube section on the SIDE of the brass tube to make it bottom out in the evap and prevent it from working loose or being blown loose from a pressure test I soldered the fittings to the steel evap with high silver Eutectic Castolin low temp solder. Passed a 150# test. Now gotta flush the condenser coil. Then mount and align the compressor
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