With the announcement of GM now recalling all CAMARO models due to knees hitting the ignition/key and causing the car to stall, I couldn’t help but think of SAAB (RIP) and their quirky center ignition.
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WARNING! Do not attempt to repair the AC system if you are NOT a licensed technician with R12 qualifications! Can be hazardous and illegal!
Since extracting a broken AC compressor bolt, my AC system has been evacuated and with the Florida summer temps rising I knew I needed to get to work on recharging AC system. My 944 was still running an R12 system and until the broken compressor bolt incident (requiring removal of the compressor to extract the bolt, thus evacuating any R12) my A/C worked and was blowing semi-cold, though I feel it could have been better.
After weighing both R12 and conversion R134a options, I decided to stick with R12. Here is the cost breakdown to recharge:
- R12 (two cans via eBay): $70
- Oil Charge: $10
- R12 gauges (eBay): $23
- Side can tap: $9 (recommended as many old stock R12 can tops can be rusty)
- Vac Pump: $18 (Harbor Freight, requires air compressor) Somebody sells this model on eBay for twice as much so avoid overpaying.
So for around $130 I could have working AC again. My compressor/drier was replaced a few years back with new O-rings (previous owner). I would probably look into replacing the compressor and definitely the drier and o-rings if you are considering an R134a conversion. I was quoted $160 for R134a recharge only and I would have to install all the conversion connectors and changeover drier myself. I was also worried my 27+ year old system would hold R12 fine but may leak with R134a even with new o-rings.
Here are the steps I followed:
- Connect gauges. The high side connector is by shock tower.
- On 944 years 87+, Low side connector is on compressor. (turn the steering wheel left, and you should be able to access it through wheel well without jacking up car)
- Pull a VAC for 5 minutes, check for leaks/see if it holds VAC, then VAC for 30 minutes or longer to draw out moisture. (both high/Low Side Open)
- Close high/low side valves, remove vac pump, connect Oil charge to yellow service line.
- Purge the service line of air (this is done by unscrewing the top of line at the gauge manifold slowly until oil/freon bleeds out slightly. Do this prior to each can charge to prevent pumping air into the system.
- Start engine, turn AC on low temp and high fan.
- Open only the low side valve and oil/R12 charge will be drawn into system.
- Repeat steps for next 2 cans (check sight glass to see R12 flowing into system)
- I chose two 14oz cans + 2oz with oil charge can for a total of 30 oz R12. My compressor had residual oil you may need more oil if new compressor.
Temperature 42 degrees at center vent with fan on 2 setting on a 90 degree Florida day. Success!
If you’ve spent some time on the track you are no doubt familiar with the colorful flags at every corner, their holders revered by some as guardian angels waving yellow, warning of hazards around the bend or for the less fortunate few, stern disciplinarians waving black, ushering you off the track and ending the fun. Whichever side of the spectrum you find yourself driving on, they are a necessary part of a safe track experience and I was curious to spend some time on the other side of the guardrail.
I volunteered for the afternoon session at Sebring during their annual 48 Hours of Sebring. It is a high octane version of a regional PCA DE/Club Race with participants coming in from all over the nation and all classes of cars coming out of the woodwork from a vintage Kremer 935 Turbo race car to a showroom stock 2014 Cayman and everything between. Racing will never be considered a “cheap” hobby but it was good to see a wide range of classes at different price points. The 944 Spec Racers built from donor 944 NAs that can now be had for a few thousand were apexing the same corners as 2014 911 RSR pros that were getting in practice laps before the “other” Sebring race (you know the 12 hour one in March they’ve been doing a while now)
But back to the corners, where the action is! At Turn 3 the gorgeous Porsches are just a few yards from you, the physics of the turn pushing them safely away from you before they apex and head left. I never felt unsafe, but it is also very important to be vigilant. There were some spins and some off-roading, but with the expert direction of the professional corner workers I was helping, everyone made it back onto the track or towed off the track safely. The first time a yellow flag condition occurred I caught myself mesmerized as though I was watching it unfold on TV and then I snap out of it and tell myself, “WAVE THE YELLOW FLAG! WAVE THE YELLOW FLAG!” In reality my delay to respond was probably only a fraction of a second or two but with the speed at which disaster strikes it feels longer, and as the day progressed it felt more and more like second nature and I became one with the flags. The pro corner workers I was helping were really great at explaining the duties and making me feel welcome to their little bend in the track. I beamed a little when at the end of the day one said with such genuine tone “Thanks for your help on the corner. Some people just volunteer to come and take pictures and hang out, but you REALLY worked and did a great job!” So don’t be “that guy or gal” just volunteering to get a cool picture and be in the way, be there to help learn how to keep the track safe and carry your weight.
So if you want to feel the race (and I do mean FEEL when you have 40 flat sixes roaring towards your corner on the first lap) experience it from the other side of the track and volunteer at your next PCA club race.
Why The Best Race Tracks In America Weren’t Designed On A Computer
Nice article on Jalopnik, probably first time I have ever seen my alma mater Virginia Tech and Sebring mentioned in the same article.
http://www.48hoursatsebring.com/
I will be there volunteering, hopefully working one of the corners!
This is my 1987 944 Turbo at Sebring during a PCA Driver’s Event in 2013. I’ll post updates on what I’m tinkering on with her, I do most repairs myself. I bought the car in December 2012, it is my 4th Porsche over the years. Some of the ’44 vitals:
- Koni Sport Shocks
- 17″ Boxster Wheels
- Lindsey 3″ turbo back exhaust
- Lindsey Manual Boost Controller, DME/KLR chips (everything that comes with Stage 1 kit, I sourced in bits and pieces though)
- Tial F38 Wastegate
- Sachs Cup Clutch Kit
- New 2013 Saratoga Top (yes they are making them again!)
CORY ON CARS 