I understand your argument for using the V6 radiator and condenser, but I will be sticking with the V8 stuff for the time being.
The AC system in the Explorer was fully functional and I was able to remove it intact without discharging the system.
Might swap over down the road if the AC system ever needs to be opened up.
Well the V8 swap is "done" and that didn't last long. Turns out the Explorer and the weather were teaming up to play tricks on me. The day I brought the donor home, the EATC wouldn't let me set a temperature below 60 and the outside air was cold. I think what I felt and thought was working AC was actually jusat cold outside air being blown through the vents. That system didn't have enough charge in it to make the compressor cycle. Turns out that was probably a good thing because we tried to fix and charge it this weekend only to discover that the compressor is bad. With clutch engaged, it won't pressurize the high side.
Looks like I'm going to be swapping out some components sooner than expected. Further studying on the parts shows that the difference between the 4.0 and 5.0 compressor is the pulley diameter, the 4.0 is 4.5" and 5.0 is 5" (might have that backwards). I know my 4.0 compressor was working good and the 5.0 compressor clutch is working, so I may just swap them out and re-use my old compressor. I know that bad compressor means that the condenser should also be replaced, so I'm thinking about just flushing and reinstalling the truck's original 4.0L unit.
The evaporator should be good since any debris should have been caught by the orifice tube screens and the PAG oil drained out of the existing receiver drier (since replaced) was relatively clean. I think someone opened the system and started repairing it, but didn;t know what tehy were doing and didn't go far enough. The drained PAG oil was the yellow/green leak detect stuff and I suspect the orifice tube was installed backwards.
The v6 radiators do not support the ac condenser
No only a v8 radiator had the provisions for the clip. The reason they did this is because the 5.0 fan sticks out 1” more then v6
It is not uncommon for us to use a v6 rad in a v8 truck and vise versa you can simply run the v6 lower metal bracket to hang the condenser, heck I have even fastened the condenser to the radiator
With zip ties. Whatever it takes to make a complete Cooling stack with the parts on hand
It'll be a few weeks before I dig back in, but want to ensure I understand correct. I can use the original V6 condenser with the V8 radiator, if I reinstall the lower bracket marked in @CDW6216R's shot of the core support and that bracket fits with the V8 radiator? I'd removed that bracket thinking it wouldn't fit with the radiator, but I still have it sitting outside the shop.
I could secure to radiator with zipties, but I'd rather use the bracket since I have it.
Ditto, that V6 condenser lower mounting bracket is the key, it will work for any of the Explorer radiators.
View attachment 450288
Atleast it'll be easier to separate the radiator and condenser this time since the system is known enpty and I can just disconnect the lines and do it outside the truck.
Other AC system question pertains to the orifice tube.
All information I can find online suggests that it should be installed with red end towards the condenser, since refridgerant flows from condenser to evaporator. Some things mention an arrow on the tube that shoudl point towards the evaporator or in the direction of flow, that arrow points towards the white end. Dad says the old one he removed was installed red end towards the evaporator core. I already suspected someone had tempered with the system previously, and it wouldn't surprise me if someone got confused, missremembered, and installed backwards.
So what direction is the orifice tube supposed to be oriented when properly installed? I'm thinking red end with the big screen/filter towards the condenser to catch debris, and the arrow pointed towards the eveporator in the direction of flow.