I make Parallel Flow Micro-Channel Condensers for 911's front and rear

[hcoles]

The companies that make conventional fin/tube heat exchangers for e.g. single phase air to liquid publish performance curves to assist with design. Is this type of information applicable/available for refrigerant condensers? Typical info. on the performance chart is the relationship of air cfm on the x axis and kW/ITD on the y axis. Each line is a constant water gpm. One sees that after the air cfm goes above a certain point you don't get much more heat transfer, a look at similar charts for micro-channel constructions might give us a better idea re. effect of more air flow (added fans). As a first pass the rear deck lid condenser could be considered single phase, which seems likely considering most that are posting here mention the system is condenser constrained.

[wwest]

Originally Posted by KelogGes

No disrepect, you made some comments,

My reply is not ment just for you, many people are reading here that do not post post messages in the channel, and there are somethings going on in the background

As such this is my reply
Please note: I will do a long post about condenser blowers/fans soon when i have more time

FYI or anyone who missed this; My patent pending front condenser was specifically designed to fit within the 911 930 stock location!!!

I guess some people don’t bother to read everything I have taken the time to already address and written here, then make comments

I GUESS YOU NEVER READ WHAT I SAID/WROTE HERE A MONTH AGO WHEN SOMEONE SAID BASICALLY THE SAME THING YOU SAID TO ME TODAY? THAT I ANSWERED ALREADY ABOUT A MONTH AGO

[B]However my front condenser ON PURPOSE does not use the original OEM screw holes because MY SPECIFIALLY INTENDED DESIGN IS slightly larger in length and width

Why..? are you so unsure of your basic design improvement that you feel you will need the extra size..?

but it also mounts far more securely to the front pan underside body then the OEM condenser does.

Why..? I don't know of anyone ever having a problem with the OEM front condensor mount, have you..?

THERFORE if a rock guard is going to be used, the rock guard will need to be modified or be replaced with a new fabrication

Wouldn't sales go a lot easier if you provided a "proper" rock guard as part of the deal...?

When I read some of the posts here by others; You guys just don’t seem to get it sometimes, SOME OF YOU ARE LOCKED INSIDE A BOX OF OLD TECHNOLOGY and attitudes that never worked VERY G-O-O-D ON 911s!

Just how much of what Porsche did in the olden days is/was considered OLD TECHNOLOGY that did NOT work ?? The base components that EVERYONE else used, successfully used, are in place.

Porsche 911 930 A/C history lesson 101 GENERAL KNOLEDGE
Never forget THIS SIMPLE FACT; Porsche never designed the 1963 to 1989 911/912 930 body to accommodate air conditioning to be used PERIOD!!!

[COLOR="darkorange"]But now look at what's missing in the ORIGINAL Porsche A/C....AN ADEQUATE SUPPLY OF FORCED AIRFLOW OVER THE CONDENSOR.

A/C WAS AN AFTER THOUGHT ONLY, caused from Porsche 930 USA American sales demand!!!
AFTER the body HAD BEEN SET IN STONE, and Porsche never changed it, until about the END of 1989; The 930 body was completely redesign for a completely new model, and that for the very first time EVER; the replacement model FINALLY had an air-conditioning system included IN THE NEW MODEL BODY COMPLETELY RE=DESIGNED AS AN INTEGRAL PART OF THE NEW BODY!!!


I am not like most people!
I think outside the box, I have new technology never before used on a 911 and I have used every possible millimeter available that can be found in the body, if I needed too, to enhance its design to the extreme that I can and still allow it to fit if it enhances it, that Porsche engineers overlooked when they gave BEHR original parameters for design their OEM models Condensers, and furthermore I have done things they either never dreamed of or decided to use for whatever reason, and they both made a lot of mistakes what they dumped on their multitude of buyers to give the world a Porsche car with a bad joke for an a/c system.

You would have thought that Porsche with some of the best engineers in the world would have re-engineered the 911 somehow in the early 70s to have a decent A/C but I guess corporate greed just did not care enough to fix it!

Well I HAVE DECIDED TO PERSONALLY DO SOMETHING ABOUT IT TO FIX IT FINALLY THEN JUST TALK;
IN MY OPIONION WITH WHAT I HAVE DONE WITH MY LITTLE CONTRIBUTION FOR THIS FINE CAR;
IT NOW WORKS!

I AM USING R-134A and After I DESIGNED, CUSTOM MADE AND INSTALLED 2 HIGH TECH STATE OF THE ART CONDENSERS’ borrowed a RennAire Serpentine Evaporator from Cab after he read about what I am doing here and messaged me to inquire about my condensers;

MY VENT TEMPS HIT MY TARGET of 41; sometimes I get in the mid 30s F, and I know without a doubt when I make further tweaking of the car and the A/C SYSTEM it will only get far colder’ ( except I have been just too dam busy so far making more condensers to tweak it,)

To the Nay Sayers if there are any my question is;

SO HOW COLD IS YOUR 911 AND WHAT ARE YOUR VENT TEMPS NOW IT’S AUGUST WITH RECORD HIGH TEMP???

The only things missing in the air-cooled Porsche A/C system is a hi/lo pressure switch and an adequate supply, contiuous supply of airflow over the evaporator.

Anyone have complaints of/about the adequacy of the fully operational Porsche A/C system of this era cruising on the highway hour after hour...?

AND: Are you aware that almost EVERY modern day passenger vehicle with A/C will AUTOMATICALLY shut-down the A/C if the engine coolant temperature level begins to rise too close to boiling..?

How many owners of these newer cars, say, in "Houston" like climatic conditions, have had to endure periods of no A/C on a hot/humid day in stop and go traffic..?

[brads911sc]

The AC on my 2010 car NEVER shuts off in the Hot Houston heat and Humidity. It blows ice cold hour after hour even in stop and go traffic. So I am not sure that you are correct...
__________________

Originally Posted by wwest

How many owners of these newer cars, say, in "Houston" like climatic conditions, have had to endure periods of no A/C on a hot/humid day in stop and go traffic..?

[brads911sc]

If that were true Zims, Rennaire, Griffiths, RetroAire would all just sell a couple fans and call it a day. But Ill take your word for it...

Originally Posted by wwest

The only things missing in the air-cooled Porsche A/C system is a hi/lo pressure switch and an adequate supply, contiuous supply of airflow over the evaporator.

[brads911sc]

40 degree vents temps all day long on R134a in HOUSTON.

Dont be impatient in your replies. No I dont have time to read 10 pages of relies. I skim the info and ask things that come to mind. We are your customer. replying in a harsh way to recommendations will ensure that you are quickly out of business.....

I have genuine interest in the rear deck condensor. Its the one weak link I have left... and one that rennaire, griffiths, zims have not addressed adequately.

I agree with wwest that adding fan (s) in your rear deck kit would be a slam dunk in hotter climates.

Originally Posted by KelogGes

No disrepect, you made some comments,

To the Nay Sayers if there are any my question is;

SO HOW COLD IS YOUR 911 AND WHAT ARE YOUR VENT TEMPS NOW IT’S AUGUST WITH RECORD HIGH TEMP???

[KelogGes]

There are several things going on in the background related to what I am doing and I have been more than extremely busy I can’t say much about here publically

However I have made a non exclusive agreement with a well known 911 aftermarket A/C parts company interested in my products and have shipped them a couple of my PFC’s for testing purposes.

FYI This shipment caused a slight delay in me getting other orders out but it’s now finished and I can resume filling outstanding orders, if you have been waiting this is the reason why.

[bkb500]

Hey Reid, reply when you can about that "Pelican" price. Enjoying this thread, & learning a lot.

[KelogGes]

Originally Posted by bkb500

Hey Reid, reply when you can about that "Pelican" price. Enjoying this thread, & learning a lot.

Private message me here and ask me and include your email address so I can send the reply via regular email

I would have posted my email address here, except I dont want the spam from the Nigerian Bankfraud money scammers and other types of spammers that snag emails from trolling forums and blogs.



Reid

[KelogGes]

PLEASE READ THIS [PDF] A/C System Components
I found this today on the internet looking for something else

This will greatly help you SIMPLY understand many of the things related to your A/C system components you have in your 911 !!! AS WELL AS THE TECHNOLOGY OF ALL OF THE MAIN A/C COMPONENTS IN BOTH OLDER AND MODERN CARS IN USE TODAY

NOTICE ALSO WHEN IT TALKS ABOUT CONSENSERS what it says about older technology Serpentine condensers verses Parallel Flow condensers!!!!

NOTE: I have noticed one error in this related to (TXV) thermal expansion valve; it is basically correct except where it says/shows the refrigerant entering ENTERS THE TXV (TXV= thermal expansion valve); should have been the other end of the 2 ends of TXV valve; where it shows refrigerant entering and exiting the valve It appears incorrectly labeled backwards !

Note: HINT HINt HINT; Superheat Adjustment if the (TXV) thermal expansion valve allows adjust to the temperature inside the evaporator to make it warmer or colder, and that that can give colder air-vent temps down to and below freezing; ; if set correctly AND you have adequate efficient condensation coming from your condenser/condensers !!!!! This is normally pre-set on most A/C systems for approximately 54 degrees F average temp, and can be adjusted colder depending on the quality of the TXV valve AND IF THE TXV VALVE IS RECEIVING ENOUGH LIQUID REFRIDGERENT FROM THE CONDENSERS!!!!)

PLEASE READ THIS [PDF] A/C System Components

click here >>> www.peopleu.com/course.../lot01.../AC%20System%20Components.pdf

[KelogGes]

Originally Posted by hcoles

The companies that make conventional fin/tube heat exchangers for e.g. single phase air to liquid publish performance curves to assist with design. Is this type of information applicable/available for refrigerant condensers? Typical info. on the performance chart is the relationship of air cfm on the x axis and kW/ITD on the y axis. Each line is a constant water gpm. One sees that after the air cfm goes above a certain point you don't get much more heat transfer, a look at similar charts for micro-channel constructions might give us a better idea re. effect of more air flow (added fans). As a first pass the rear deck lid condenser could be considered single phase, which seems likely considering most that are posting here mention the system is condenser constrained.

??? strange question

No offense but I honestly have no interest or time for discussing what you seem to be into; perhaps you can find places on the internet that share your high end scientific interest, I doubt you will find it here at pelican forums?

search the internet using Google for scientific analysis of air-conditioning systems if that is your interest

The Technology I am using IS WELL PROVEN AND VERIFIED By peer review from the world’s leading scientists and detailed info regarding this is all over the world & internet! In multiple scientific papers and patents as well as higher learning institutions

but all you really need to know is Micro-channel Parallel Flow condensers are approximately 30 to 45 percent more efficient than any previous technology that came before it; and it is consider currently the latest technology until a newer technology is discovered in the future;

One place you might try are any of the leading large A/C Corporate Manufacturers and view their test data the publish along with their patents; all the companies have switched to this technology for R-134a!

FYI; The very latest technology for automobiles being installed today BY OEM AUTO MANUFACTURERS; no longer use R-134a or Freon gases you may know about; they have started INSTALLING AND using super high pressure systems using CO2 gases and ALL OF THE COMPONENTS for these new auto A/C SYTEMS INSTALLED TODAY would require you to remove your current complete A/C system COMPLETELY and install this new technology for every part of it from scratch, he he he;

CO2 A/C systems work with an A/C compressor that compresses CO2 gases to liquid at pressures of several thousand pounds per square inch; not a couple hundred pounds per square inch at most that R-134a ONLY NEEDS

You might be interested in internet searching for “CO2 A/C systems”

My current interest is making custom condensers using latest technology for Ferrari’s and other exotic cars and big rig trucks that suffer like 911/930 1963-2004 warm A/C Porsches

OH just a thought; maybe some of the A/C techs here at Pelican in the many different treads here might share some of your interests, there are some really good ones here too, but to my knowledge they have not found the forum thread I started

Reid

[kuehl]

Originally Posted by KelogGes

??? strange question

No offense but I honestly have no interest or time for discussing what you seem to be into; perhaps you can find places on the internet that share your high end scientific interest, I doubt you will find it here at pelican forums?

search the internet using Google for scientific analysis of air-conditioning systems if that is your interest

The Technology I am using IS WELL PROVEN AND VERIFIED By peer review from the world’s leading scientists and detailed info regarding this is all over the world & internet! In multiple scientific papers and patents as well as higher learning institutions

but all you really need to know is Micro-channel Parallel Flow condensers are approximately 30 to 45 percent more efficient than any previous technology that came before it; and it is consider currently the latest technology until a newer technology is discovered in the future;

One place you might try are any of the leading large A/C Corporate Manufacturers and view their test data the publish along with their patents; all the companies have switched to this technology for R-134a!

FYI; The very latest technology for automobiles being installed today BY OEM AUTO MANUFACTURERS; no longer use R-134a or Freon gases you may know about; they have started INSTALLING AND using super high pressure systems using CO2 gases and ALL OF THE COMPONENTS for these new auto A/C SYTEMS INSTALLED TODAY would require you to remove your current complete A/C system COMPLETELY and install this new technology for every part of it from scratch, he he he;

CO2 A/C systems work with an A/C compressor that compresses CO2 gases to liquid at pressures of several thousand pounds per square inch; not a couple hundred pounds per square inch at most that R-134a ONLY NEEDS

You might be interested in internet searching for “CO2 A/C systems”

My current interest is making custom condensers using latest technology for Ferrari’s and other exotic cars and big rig trucks that suffer like 911/930 1963-2004 warm A/C Porsches

OH just a thought; maybe some of the A/C techs here at Pelican in the many different treads here might share some of your interests, there are some really good ones here too, but to my knowledge they have not found the forum thread I started

Reid

???

[wwest]

Originally Posted by KelogGes

PLEASE READ THIS [PDF] A/C System Components
I found this today on the internet looking for something else

This will greatly help you SIMPLY understand many of the things related to your A/C system components you have in your 911 !!! AS WELL AS THE TECHNOLOGY OF ALL OF THE MAIN A/C COMPONENTS IN BOTH OLDER AND MODERN CARS IN USE TODAY

NOTICE ALSO WHEN IT TALKS ABOUT CONSENSERS what it says about older technology Serpentine condensers verses Parallel Flow condensers!!!!

NOTE: I have noticed one error in this related to (TXV) thermal expansion valve; it is basically correct except where it says/shows the refrigerant entering ENTERS THE TXV (TXV= thermal expansion valve); should have been the other end of the 2 ends of TXV valve; where it shows refrigerant entering and exiting the valve It appears incorrectly labeled backwards !

Note: HINT HINt HINT; Superheat Adjustment if the (TXV) thermal expansion valve allows adjust to the temperature inside the evaporator to make it warmer or colder, and that that can give colder air-vent temps down to and

below freezing;

????

Below freezing

It is my understanding that the TXV is factory set to FULLY CLOSE at ~34F on the outflow line to prevent the evaporator core from declining BELOW freezing. Setting it anything lower than that would often result in total freeze-up of the evaporator.

; if set correctly AND you have adequate efficient condensation coming from your condenser/condensers !!!!! This is normally pre-set on most A/C systems for approximately 54 degrees F average temp, and can be adjusted colder depending on the quality of the TXV valve AND IF THE TXV VALVE IS RECEIVING ENOUGH LIQUID REFRIDGERENT FROM THE CONDENSERS!!!!)

PLEASE READ THIS [PDF] A/C System Components

click here >>> http://forums.pelicanparts.com/porsche-911-technical-forum/www.peopleu.com/course.../lot01.../AC%20System%20Components.pdf

...

[KelogGes]

Originally Posted by kuehl

???

Howdy Kuehl,

Thank You for reading & posting Here!!!

I noticed some time ago you had subscribed to the tread I started and I think I know who are (smile)

It’s an honor to have you here; I have greatly admired and respect your many years service in doing what you do!!!

as to your post reply "???"

I have become so darn busy lately doing several things related to what I am doing for current product pre-production and other new products, prototyping etc., that my available time for other things like detailed discussions here has become more and more limited and I am now forced having to limit time spent for my post replies here

I bet you’re pretty busy right now too

Perhaps it’s time we should get to personally know each other (smile)

Best Regards Always,

Reid

[kuehl]

Originally Posted by KelogGes

Howdy Kuehl,

Thank You for reading & posting Here!!!

I noticed some time ago you had subscribed to the tread I started and I think I know who are (smile)

It’s an honor to have you here; I have greatly admired and respect your many years service in doing what you do!!!

as to your post reply "???"

I have become so darn busy lately doing several things related to what I am doing for current product pre-production and other new products, prototyping etc., that my available time for other things like detailed discussions here has become more and more limited and I am now forced having to limit time spent for my post replies here

I bet you’re pretty busy right now too

Perhaps it’s time we should get to personally know each other (smile)

Best Regards Always,

Reid

Hello there Reid,

Welcome to the PP forum. You will find plenty of insightful information here in past posts provided by your readers as well as the host. While you travel down the road be sure you are buckled up, have a destination in mind and you are well hydrated, water for the road, Becks or Tanqueray afterwards works. If you would like to visit us feel free and we will setup a tee time that is convenient.

Tally ho!

Griff

[KelogGes]

Originally Posted by wwest

...It is my understanding that the TXV is factory set to FULLY CLOSE at ~34F on the outflow line to prevent the evaporator core from declining BELOW freezing. Setting it anything lower than that would often result in total freeze-up of the evaporator.

No disrespect intended but I do not agree, and I do not have time right now to broach this complicated subject

I left a hint for a reason I suggest you open your mind and start thinking outside the box

I suggest you learn about "thermal expansion valve superheat adjustment" if you want COLDEST VENT TEMPS or understanding how to get them, as well as learn about adjustment of that other temp nob limit switch that controls your compressor clutch next to your fan speed switch and its full function; you can find posts here at Pelican or search the net

[KelogGes]

FYI; HIGHER FAN SPEED DOES NOT MAKE YOUR AIR VENT TEMPS COLDER!!!

You will get the coldest vent air temps using the LOWEST SPEED EVAPORATOR FAN SETTING;

"ALWAYS use a thermometer for IN THE AIR FLOW to get true air temp readings" NOT a Laser Temp Gun or you only get "surface temp readings" NOT air temp readings!!!


A common way some people use to make false or misleading claims for coldest A/C air vent temps and you can tell when "they show a Laser Temp Gun digital display" in advertisements instead of using a thermometer that can actually measure and show air temp !!! A laser temp gun can not measure air temps it can only measure surface temps!!!

You can USE A Laser Temp Gun to surface test TXV's and evaporator core and condenser surfaces quickly!
(but know that most of these laser temps guns are not always accurate unless you test verify them using a thermometer, I have read that most cheap Laser Temp Guns are not very accurate and therefore give false temp readings; mine are all verified)

You will get the coldest vent air temps using LOW SPEED FAN SETTING; and "ALWAYS use a thermometer IN THE AIR FLOW to get true readings" NOT a Laser Temp Gun or you only get "surface temp readings" NOT air temp readings

Air going through your evaporator from the cabin and back out to the cabin needs enough time to “absorb cold by giving off heat” in the evaporator, if it moves too fast going through the evaporator it will not get as cold as it can on lower fan speed and as a result air vent temp will be warmer on high fan speed!

Yes the cabin air will have more mass volume of air; do to faster fan speed giving a higher CFM OF AIR (cubic feet per minute) exchange rate and this will help drop the cabin temp faster as it starts cooling the cabin air down when it is hot; but the vent air temp will not get the coldest unless on low speed where it can move slower allowing the air more time to give off heat and become colder

(Note: to those with advanced technical refrigeration theory knowledge and expertise; my statement was written only with the intent to over simplify understanding, for those without knowledge that do not understand or know anything about technical refrigeration theory and you are welcome to chime in and correct me as you deem necessary)

[wwest]

Originally Posted by KelogGes

No disrespect intended but I do not agree, and I do not have time right now to broach this complicated subject

Complicated for you, maybe, for most anyone capable of comprehending the available reading material..NOT.

I left a hint for a reason I suggest you open your mind and start thinking outside the box

Air-cooled Porsche A/C, and most other automotive A/C systems of that era, are now ancient enough that functional operational details are so well known and understood that thinking "outside the box" is just simply needless, non-productive.

I suggest you learn about "thermal expansion valve superheat adjustment" if you want COLDEST VENT TEMPS or understanding how to get them, as well as learn about adjustment of that other temp nob limit switch that controls your compressor clutch next to your fan speed switch and its full function; you can find posts here at Pelican or search the net

The fact is that the "temp nob" controls the setting of a thermostatic switch which if adjusted properly prevents, at it's maximum COOLING setting, the A/C evaporator core from freezing up. That would imply, of course, that the TXV alone cannot fully close off the inlet flow of liquid refrigerant even with the evaporator outlet line nearing 32F.

Heat exchangers, disregarding other factors, are at their most efficient when the two mediums are at the greatest temperature differential. In this case since the Evaporator CANNOT be cooled below 32F and remain operational very long so that is the lower limit for that side of the equation. Next we move on to airflow VOLUME.

Why has no one addressed the issue of that tiny evaporator airflow inlet duct and how well the inflow is "baffled".

[wwest]

Originally Posted by KelogGes

FYI; HIGHER FAN SPEED DOES NOT MAKE YOUR AIR VENT TEMPS COLDER!!!

You will get the coldest vent air temps using the LOWEST SPEED EVAPORATOR FAN SETTING;

While that is most certainly a true statement there is yet another factor to be considered. You get the most RAPID cabin cool down, or overall cooling capability, at the fan speed that just barely prevents the compressor from cycling off due to declining evaporator core temperature.

If the compressor cycles off then you're not moving enough airflow volume through the evaporator to fully utilize the system's cooling capacity. Usually applies only during initial cabin cooldown or on an exceedingly HOT day.

"ALWAYS use a thermometer for IN THE AIR FLOW to get true air temp readings" NOT a Laser Temp Gun or you only get "surface temp readings" NOT air temp readings!!!


A common way some people use to make false or misleading claims for coldest A/C air vent temps and you can tell when "they show a Laser Temp Gun digital display" in advertisements instead of using a thermometer that can actually measure and show air temp !!! A laser temp gun can not measure air temps it can only measure surface temps!!!

You can USE A Laser Temp Gun to surface test TXV's and evaporator core and condenser surfaces quickly!
(but know that most of these laser temps guns are not always accurate unless you test verify them using a thermometer, I have read that most cheap Laser Temp Guns are not very accurate and therefore give false temp readings; mine are all verified)

You will get the coldest vent air temps using LOW SPEED FAN SETTING; and "ALWAYS use a thermometer IN THE AIR FLOW to get true readings" NOT a Laser Temp Gun or you only get "surface temp readings" NOT air temp readings

Air going through your evaporator from the cabin and back out to the cabin needs enough time to “absorb cold by giving off heat” in the evaporator, if it moves too fast going through the evaporator it will not get as cold as it can on lower fan speed and as a result air vent temp will be warmer on high fan speed!

Yes the cabin air will have more mass volume of air; do to faster fan speed giving a higher CFM OF AIR (cubic feet per minute) exchange rate and this will help drop the cabin temp faster as it starts cooling the cabin air down when it is hot; but the vent air temp will not get the coldest unless on low speed where it can move slower allowing the air more time to give off heat and become colder

(Note: to those with advanced technical refrigeration theory knowledge and expertise; my statement was written only with the intent to over simplify understanding, for those without knowledge that do not understand or know anything about technical refrigeration theory and you are welcome to chime in and correct me as you deem necessary)

Yes, the longer a quart of milk remains in the 'frig the colder it will become, up to a point.

But...

More airflow can, MIGHT, mean MORE cabin cooling provided that the overall system capability can keep the evaporator very near that 34F without the compressor cycling off.

If the compressor cycles off then you're not WARMING the evaporator core as rapidly as the overall system has the ability to keep it cooled, cooled to 34F.

[kuehl]

Originally Posted by KelogGes

No disrespect intended but I do not agree, and I do not have time right now to broach this complicated subject

I left a hint for a reason I suggest you open your mind and start thinking outside the box

I suggest you learn about "thermal expansion valve superheat adjustment" if you want COLDEST VENT TEMPS or understanding how to get them, as well as learn about adjustment of that other temp nob limit switch that controls your compressor clutch next to your fan speed switch and its full function; you can find posts here at Pelican or search the net

With a stock expansion valve in my 911 system using R134a on the hottest day, if I remove my thermostat's sensing tube from my evaporator I can drive the evaporator core down to 9F !

There is no need to 'adjust' a TEV, the difference in superheat between an R12 TEV and a R134a TEV is 'nominal'. You can get yourself in more trouble by 'playing' with the valve. Those whom have noted a difference between a stock set valve and an adjusted one need to look at other variables for any changes they may have observed, such as 'was the improvement caused by a change in super heat setting or simply because the system was purged of air or had a different refrigerant charge than before (this is the most common reason for a change). We have spent literally hours discussing this phenomenon with Parker's TEV Engineering group and they concluded that there is no benefit, if this was the case then Parker would make an adjustable valve for the market.
There is one area where there are a few benefits and that is with systems that use an orifice tube rather than a TEV.

If you want to prove this reality wrong then simply test your theory in a lab environment.

[kuehl]

Originally Posted by wwest

Next we move on to airflow VOLUME.

Why has no one addressed the issue of that tiny evaporator airflow inlet duct and how well the inflow is "baffled".

This has been discussed in other threads, however:

On a LH drive 'factory' Behr brand (evap) system there are 2 air inlet to the evaporator box, one under the driver's side foot board and one under the passg. side. Discussing the passg one would assume the factory carpets and any added carpets might reduce the air flow into the evap box, and there has been suggestion that the factory fan speed control resistor pack in the same intake plenum might reduces air flow. Logically it makes sense however in practical terms (testing) there is little if any difference if you remove the carpets or remove fan speed control resistor pack. If you wish to determine how much of a change there could be then simply place an anemometer (device to measure air speed) in front of a vent and an amp meter to the evaporator motor. If you see a 'measureable' improvement with the anemometer then you proved your theory.
If you see an increase in amp draw (motor driven fans typically draw less current when their intake is blocked and more current when they have more air to pull or push) you also proved your theory.

With the regard to 'vents' .... the more the better.
Pelican Parts - Product Information: PEL-GR-KUVNT

Or simply crank up the volume with higher out put blower motor.
Pelican Parts - Product Information: 911-624-899-00-M207