A BRAND NEW  OEM "Nippondenso" COMPRESSOR...... FOR THESE YEARS MODELS CORVETTE

Note... this is a new unit..not a reco or compressor without clutch.. its a fit properly & forget unit.

• You will need compressor OIL .. a specific oil for this compressor.. they do NOT come with functioning oil level..Choose # PW10429 to get the right stuff...use the wrong stuff and blow the compressor up.
• Check OIL LEVEL IS RIGHT.. don't "THINK" it should.
• Vac it down.. moisture.

"BLACK DEATH" .. WHY YOU HAVE TO TAKE IT SERIOUSLY WITH AC SYSTEMS. LEARN HERE

As we don't know the qualifications as specialists of the installers.. and there are too many boofhead back yarders now in the AC industry...NO WARRANTY exists on these.. not one minute.. NONE.

BUT....Don't bother changing this unless you change the Filter, flush the system, have all the switches checked & regas with correct R134A gas AND change & fit the RIGHT oil.. ... otherwise you will be ringing trying to convince us the brand new unit was faulty...

Delivery is also included when paid on line for supply within Australia to a street address . .a surcharge applies to Regional WA & NT .

Check this link.. copy and paste it if note going straight thru: https://pontiworld.com.au/usgmsp/information.php?info_id=15,

The GM # for this is 10268616.. so go check the cost.

Delivery is also included when paid on line for supply within Australia to a street address.

• NOTE: It's NECESSARY TO TRANSFER OLD CMPR MANIF ONTO NEW CMPR PRIOR TO INSTALLATION.

  Please keep the following in mind....

  Did you remember to:

• Flush the system
• Replace the accumulator or drier
• Replace the expansion valve or orifice tube Install an in-line filter
• Failure to do any of the above may cause system failure and void the compressor's warranty
• If your compressor has failed, we STRONGLY recommend replacing the condenser as well; you likely have metal debris in there that will cause failure of any replacement you install.

• Note: These ARE, unlike early types... hard to turn on there when you get a new one.. it is not faulty.. it must be fitted and powered up to operated properly.        NO WARRANTY exists on these.. not one minute.. NONE..  Due to inability to oversee these being fitted by specialised AC technicians .. &  not a mobile re-gasser or "mate that does it" too... etc.... we State this up front as we are tied of wearing inaccurate claims to cover somebody .. remember is these were always bad GM would have a Huge world wide problem on there hands.. and not just in Australia.     BUT WE TRY to warn you to be 200% sure whoever does it for you.. they check all the related sensors, clean out your system, use the right oil.. use the correct amount of oil, change the filter for the Right GM type..not just something that fits and is cheap.. checks and double checks the system.. or you will have a buggered clutch bearing in a very short time.. and the installer will ALWAYS BLAME THE PART.. so NO WARRANTY.      YOU MUST DO IT RIGHT OR DON"T DO IT AT ALL..    This unit is a bit cheaper and GM USA sells thousands and thousands of them.... It will suit SOME people for good reasons too, especially if they are experienced and /or getting it installed by a reputable HIGHLY SPECIALISED AC Specialist.. WHICH EVER WAY YOU GO... .. for your own good....also purchase a NEW filter drying listed here at the same time.. if you do not.. your VERY VERY VERY VERY.. likely to have the new compressor spin a bearing and or seize within hours of use. Who ever re-gas's your system MUST.. absolutely MUST completely drain your system properly and remove all reminants of the older gas system.. otherwise again.. your going to spin the bearing and blow the money. (Picture for illustration purposes only but its the 94-95 model unit.)   COMPRESSOR RELATED FAILURES & CAUSES    The following are the most frequent causes of clutch failures. These can all be traced to a problem in the compressor and/or a/c system. Please note that in nearly every case involving compressor related clutch failure, warranty is not applicable. Seized or Slugging Compressor The clutch’s function is to engage and disengage the compressor from the vehicle’s accessory drive system. If there is a system problem that prevents proper rotation of the compressor input shaft while the clutch is energized, the clutch will slip. A slipping clutch can generate tremendous heat, up to 1,200 degrees F. In a matter of seconds, components can start to fail. There is a progression of effects generated from slipping, all leading to overall clutch and/or compressor failure. Symptoms and causes are listed below: Loss of Lubrication: - Loss of refrigerant will also prevent oil from returning to the compressor causing binding or lockup. - A blockage or restriction somewhere in the system will also inhibit or prevent oil return to the compressor, thereby causing slipping, binding, or lockup. Excessive A/C System Pressure The following problems will all increase system pressure. Just as too high blood pressure causes the heart to overwork, and prematurely fail, excessive A/C system pressure can cause the compressor to overwork, begin to seize, and increase the torque requirements of the clutch. The clutch will begin to slip, which produces tremendous heat build-up. Resultant clutch and bearing failure follows. Incorrect Amount of Oil in System Too much oil can cause compressor slugging and a slipping clutch. Excessive oil can accumulate in the a/c condenser, increasing system discharge pressures. Not enough oil will cause compressor binding and clutch slipping. Inadequate Air Flow across the Condenser If the condenser is restricted internally, or has inadequate air flow across it, the result is a higher discharge pressure. This can cause the clutch to slip. Check the inlet and outlet temperatures of the condenser. A difference of over 35 degrees can indicate a problem. An inoperative or faulty radiator or condenser fan could also be suspect, or shutters not opening properly. A Blockage in the High Pressure Side of the A/C System A blockage will cause the discharge pressure to increase and can cause clutch slipping. A blockage in the system can usually be pinpointed by an immediate temperature (pressure) drop just following the blockage. Remember that a rise in pressure means a rise in temperature, and vice versa. System Overcharge An overcharged a/c system will cause pressures to increase and cause slipping. When checking for an overcharged system, remember to also check for the presence of non-condensables (air). This condition will also increase system pressures. Leaking Compressor Shaft Seal Another clutch failure that can be attributed to a system problem is a failed bearing due to impingement by compressor oil. This may occur if the seal on the compressor shaft leaks compressor oil, and finds it way into the clutch bearing. This oil can contaminate the bearing grease, causing it to be less effective, and also lead to grease purging through the bearing seals. The result is a gritty or failed bearing. Remember that an excessive heat condition in the system can also cause a shaft seal failure. Mis-Machined Compressor Mounting Boss If there is a dimensional problem with the mounting bosses used for attaching the field coil assembly to the compressor, an interface condition may be created between the field coil and rotor assembly. This problem is usually associated with poor quality re-manufactured compressors. Re-Machined Compressor Shaft During the course of re-manufacturing a compressor, the taper of the input shaft may be re-machined. As a result, the shaft will be shortened and less clearance will remain between the clutch and the compressor. This can create interference and hinder the rotation of the rotor assembly. Again, this problem is usually linked to poor quality re-manufacturers. Symptoms of the preceding problems are as follows. See the illustrations below. Discolouration of Pulley and/or Armature Disc The extreme heat generated from slipping will quickly cause the component(s) to take on a discoloured appearance. They will appear “frosted”, or “blued”, or even charred. Melting of Rubber Spacers in Armature If the slipping continues, the temperature can reach a point where the rubber spacers between the armature plate and disc begin to melt. Not all clutches utilize rubber spacers. Melting of Epoxy in Field Coil The extreme heat can also affect the field coil, causing the epoxy to show visual signs of melting or “charring”. Under extreme situations, the coil winding will become exposed and/or unseated. Melting of Bearing Seal The heat will eventually cause the bearing seal to melt, allowing the grease to escape. Without grease to lubricate the bearing, it is quickly destroyed.