There is no packing peanut or human caused restriction anywhere. it's been apart twice at this point.
The ac diagram is complete.
The pressure ports are not installed on the same line.
The LS1 pcm controls fans, WOT shutoff and all other necessary items via other outputs in the PCM.
From what I understand, the LS1 compressors should never "cycle" unless there's a pressure problem. They just reduce or increase capacity/output but they're basically just always on. (Variable displacement)
Forgive me if I'm not using all the exact proper terms for everything:
Honda evap core with with block type expansion valve. Both are factory R134 units.
The service fittings are mounted directly off the firewall/expansion valve block as this was the easiest and most convenient way to do so. (We do still have an original Honda high side port in between the drier and the condenser. We can use that if necessary to check pressure)
The GM pressure sensor (sensor NOT switch) is mounted in the high pressure line between the Honda expansion valve and the Honda drier.
In the GM cars, this sensor is literally the only sensor in the entire system. Apparently this is all they need since the clutches don't cycle.
So one side of Honda drier goes to the Honda expansion valve and one side to Honda condenser. this hardline between the drier and condenser is original and still connects to its original locations. It has the original Honda high side service fitting in it. We just bent the line a little bit to get it move out of the way to clear the other hoses. But it still connects to the same port on the condenser as originally and to the same port on the drier as originally.
Although I don't think it happened or could have happened and this system still hold pressure like it is, if somehow this line I'm talking about right now got kinked could it present these symptoms?
Originally the drier was mounted up near the top of the condenser. We relocated it down near the bottom because we needed the other real estate. Could relocating this have caused an issue? Does it need to be mounted "high" for any reason?
The low side pressure line comes off of the expansion valve (has service fitting right there) then goes directly to the suction port on the LS1 compressor.
The discharge port on the LS1 compressor goes to the condenser.
There is no orifice tube or accumulator in the system.
Basically we stuck the LS1 compressor in the middle of the Honda system and made custom lines to attach it
This is how others with LS1 swaps have done it in other platforms and theirs works great. Using expansion valves and NO orifice tube or accumulaters. Again, please note that all of these cars are using GM LS1 variable displacement ac compressors in a system that was originally an expansion valve system. They're swapping compressors. Keeping their expansion valves. Wiring up the PCM and they have cold air.
So in theory it might not work (mixing orifice tube components with expansion valve components) but somehow it does?
See BMW LS1 swaps with AC:https://www.bimmerforums.com/forum/show ... 1-E36-swap
Nissan 240sx LS1 swap with AC:http://www.rigidracing.com/2013/09/02/a ... lete-post/
FD Mazda RX7 LS1 swap with AC:http://www.norotors.com/index.php?topic=23657.0
What am I missing? What's inherently different about these cars that they can make it work using expansion valves but it doesn't work in this situation?
Really appreciate the insight guys. Hopefully you can help us solve this. We're ready to finally enjoy this car. Everything has gone wrong on this build and we're just tired of the headaches!