I’m sorry I asked the question TBird. I will delete the post.

Disregard

Yes, the evap pipe had an indention for the TXV to cradle and I used the OEM metal attach clip and insulated with 1/8 adhesive backed neoprene closed cell aviation foam. All lines were secure and no kinks. As mentioned I tested the TXV I replaced and could see no movement of the needle what so ever....

I see your thought. I may not have been clear either. The evap isn’t a constant 39*. The clutch is in a constant state of cycling. So the evap temp cycles from 39-47*F There is no constant “running temp” vent temps are anywhere from 48-58 during this process. Idling the engine at 1500-2000 rpm actua...

The heater core is 18” away from the evap, seals are in like new condition and the blend door is functioning as intended. Verified when I had the evap housing out of the dash. I could see the blend door, the seals, and the cable actuator as well as if we’re on my bench. The access plate is on the ev...

Thanks for the continued interest. The heater core is downstream of the AC evap housing. There is a small rectangular door, held in place with clips for the access to a thermistor that sits on the exit side of the evaporator. I am using that access door to take evap exit air temps, with a probe stuc...

The new R/D has a sight glass window. When the compressor kicks on the glass fills with fluid, when it kicks off, foaming and bubbles, and the fluid level lowers. Although a sight glass isn't normally used for gauging the amount-of-charge in an R-134a system (only the weight of the charge is), the ...

'LP at 48, clutch cycles on, pressure begins to drop to 17-18 then the clutch cycles off. HP side peaks at 150.' BUT what was the vent temp??? That is important. And why is "LP at 48, clutch cycles on, pressure begins to drop to 17-18 then the clutch cycles off. HP side peaks at 150." thi...

Ahhhhhhhhhh the saga continues. Removed R/D and installed another R/D as planned. Vacuumed down for an hour and installed 24 oz of 134a. Vent temps the same, and the short cycling low pressure issue remains. LP at 48, clutch cycles on, pressure begins to drop to 17-18 then the clutch cycles off. HP ...

I've skimmed most of this thread. Doesn't sound like compressor problem, the compressor pulls down to an adequate suction pressure. 2nd capillary tube from the TXV would be an external equalizer connection, must be hooked up to the suction pipe at evaporator out. You might be getting replacement TX...