Vintage air trinary switch wiring

I would like to know how you guys wired your trinary switch. At this time I'm assuming it should be as follows. The a/c temp control switch is powered from the fan switch when the fan switch is on. The temp control switch is wired to the trinary switch which is then connected to the infinity box master cell pin #1through an Invert mini module to supply a ground signal for compressor control. If this is correct did your kits come with the Invert mini? I searched my harnesses and do not see evidence of the Invert mini. This is an early kit and I understand it may have not been provided.
 

PeteB

GT40s Supporter
My wiring harness did not have any InVert modules installed. I found this out when I followed the instructions that came with the system and fried the fan1 circuit in the master cell. I ended up completely bypassing the Infinitybox system for the fans and a/c wiring.
 

Dan Carter

Supporter
Rich

I used the Infinity system on my car and I have had good success with it. I did send mine back to Infinity to alter the programming so both fans come on regardless of the demand, heat or AC. Here is a cartoon schematic of how I installed my system. I added a separate switch to activate the AC on my console rather than using he one that came with the Vintage Air kit.

AC wiring with Infinity.jpg
 
Somewhat in the spirit of this discussion, is anyone wiring in an AC clutch disengage signal based on RPM so as not to over-speed the compressor? Interested to hear how folks have done it. Also curious to hear at what RPM people are cutting out at.

My AIM dash sends out a ground signal at a programmable RPM; this signal then trips a relay which in turn disengages my AC clutch. I don't recall now what I set it at, something around 4000-4200RPM which is overspinning it slightly. It's just annoying having the AC cycle on and off when I'm spiritedly driving due to the short gearing of the Graz, another vote for swapping the drop gears out.
 
Dan thanks you confirmed my idea of how it should be wired.
Cam I will be wiring in an Intellitronix control module for compressor rpm control. It will work off the GM Ecm signal and then through a relay. An interesting aspect is I have been led to believe the Sanden compressor life is reduced over 5000 rpm. Now is that engine or compressor rpm? The 8 inch crank pulley at 3000rpm is 5000rpm at the compressor. It appears it is relative to engine rpm but how can that be accurate when different engines have different diameter crank pulleys?

LET THE RABBIT HOLE BEGIN!
 
Rich - I think at one point I looked up the specs for the Sanden compressor and I vaguely recall it being something like 6krpm sustained is ok, short periods at 7k is ok, but not extended. So that would be at the compressor pulley. Compare your pulley sizes and that’ll give you an idea for max engine rpm.

IIRC I set my system to disengage at about 7krpm (at the compressor), playing it a bit loose with my setup because it’s annoying to trip the cutoff so frequently.
 

Steven Lobel

Supporter
Dan thanks you confirmed my idea of how it should be wired.
Cam I will be wiring in an Intellitronix control module for compressor rpm control. It will work off the GM Ecm signal and then through a relay. An interesting aspect is I have been led to believe the Sanden compressor life is reduced over 5000 rpm. Now is that engine or compressor rpm? The 8 inch crank pulley at 3000rpm is 5000rpm at the compressor. It appears it is relative to engine rpm but how can that be accurate when different engines have different diameter crank pulleys?

LET THE RABBIT HOLE BEGIN!
https://www.intellitronix.com/product-page/rpm-activated-window-switch

Is this the switch you are talking about?
 
Rich
Dan:
do you use the electronic heater control valve?


I used the Infinity system on my car and I have had good success with it. I did send mine back to Infinity to alter the programming so both fans come on regardless of the demand, heat or AC. Here is a cartoon schematic of how I installed my system. I added a separate switch to activate the AC on my console rather than using he one that came with the Vintage Air kit.

View attachment 98445
 

Dan Carter

Supporter
Hector See if this diagram helps more than the one I posted. I assume you are talking about the Vintage Air System. I hear they changed the design again.

Since I'm using an LS engine, we have to keep the water constantly flowing on the heater line back to the engine. I used the "Chevs of the 40's" heater control valve shown below to control the flow of hot water to the evaporator core. It controls the amount of water that reaches the evaporator hence the hot/cold. It has its own rotary switch and the hook up is quite simple but I did not draw its own diagram, pos and neg connection......separate from the vintage system.

As for rev limit, there is a setting in the ECU tune to control that. The ECU has input to the compressor via the Infinity wire control system. I haven't verified the rev limit actually works like I think, but I believe it should since the ECU is involved with the compressor via Infinity. Someone may have a better insight.
Vintage Air Schematic.jpg
SLC Coolant System V1.jpg


I sent the Master cell back to Infinity. Turned it 2 days....a simple program setting.
 
I wired my trinary switch according to the diagram below. It doesn't work though. My fans only activate when my fan temperature sensor activates the fans. I was thinking my trinary switch was bad.....It looks like I have some more work to do.

1596048811064.png
 
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