Vintage air trinary switch wiring

Rich Kruger

GT40s Supporter
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.
 

Rich Kruger

GT40s 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!
 

Rich Kruger

GT40s Supporter
Dan did you invert the signal from the trinary to the master cell ? Does your harness incorporate an Inert mini?
 
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?
 
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