Starting with the forward pump, there's an elbow to get the hose pointed at the charger and a 3/4 to 5/8 step down to get the correct size.
|Notice the AN8 fitting and return hose from the heat exchanger.|
|The 5/8" hose charger inlet is on the right and the outlet is on the left,|
looping through another 3/4 - 5/8 step up sleeve and elbow into the motor inlet.
|the motor outlet leads to an AN8 adapter|
|that connects to the heat exchanger.|
While the inverter was out, I decided to rotate it 180 degrees to get the plumbing connections on the same side as the pumps, primarily to free up space on the opposite side for the air conditioning compressor fittings. You'll see soon why that was necessary.
Unfortunately, that meant I had to chop up the artistically curved underside of the mount to get clearance for the protrusion on the bottom of the inverter. My grinder skills pale in comparison the Robert's, but what it lacks in grace and beauty, it makes up for in utility. The good news is that after the inverter is connected to the motor and secured, the mount will be out of sight.
With the inverter and its cooling loop installed, you can see that if the inverter inlet and outlet had remained on the opposite corner, it would certainly have left no space for the A/C fittings. As it is, it leaves scant clearance for the power steering pump. If it seems that there an awful lot of hose clamps, there are! The cooling system used twenty five clamps in addition to the ten I also installed today on the power brake vacuum lines.
The systems took almost a gallon of coolant, and after about a ten minute run, all the air bubbles seemed to have worked their way out. I was most pleased that the time I spent last month calibrating the PWM signal generators paid off. Those tiny controllers held their settings and ran the pumps at about half speed in near total silence. I've since learned that the pins exactly match a three pin computer fan cable. That will make for an elegant installation that, again, no one will ever see.