Polarus: no instructions for the AC Shutoff. The few interior pictures I've seen dont show any either.
72fury: 2642411 is the mopar part number for the alternator w/ a/c & w/ 400 or 440. I'd have to check the tag for the leece neville number
Alan: I really don't get the point behind the AC Shutoff switch either, other than maybe it was faster to just flip that switch to kill the compressor, but keep the blower running than it would have been to slide the control where you needed it.
Thanks everyone for the kind words!
Here's the deal with the a/c cut-off. For the '72 model year C-body cars (maybe '71, too), when the a/c was at "OFF", the blower motor went to a sub-low speed and the a/c compressor ran (unless the temp cut-out kicked in below 32 degrees F). This was supposed to help keep that BIG windshield de-fogged in cooler weather, or something to that effect.
With the lower compresson ratio engines, there was a little power loss from that, plus the drag of the a/c compressor, hence the "A/C cut-off" toggle switch. I remember seeing one, but that was "back then".
Now . . . on the Chrysler models (as our '72 Newport Royal 400 2bbl), there was a switch on the temp lever for the a/c compressor, too. Once you moved it slowly and felt it, you knew it was about 1/2 to full hot. The '72s had a cable for the heater water valve, rather than the earlier vacuum unit (as my '70 Monaco has). What I did on our '72 was to move the heat lever just right of the "click" and then get under the hood and re-adjust the water valve to be closed at that cable position. It would still put out enough heater heat except in the coldest weather. But it was too easy to re-set the lever to "full cold" and defeat these adjustments!
As for the rubber baffles around the radiator. This was a factory recall addition. Seems that on the '72s, in certain conditions in the summer (temp and wind direction), in traffic, the hot radiator air could re-cycle back into the front of the grille area, running up the a/c head pressure enough to cause a/c hoses to burst. So, the thin die-cut rubber panels were installed to ensure that all air which went through the condensor didn't come from under the car, but from in front of it. Kind of like rubber duct work.
Another part of the kit was a TIC (Thermostatic Ignition Control) Valve (i.e., thermo-vacuum switch) for the thermostat housing. What that did was to, when a certain coolant temp level was reached, it changed the vacuum to the distributor from "ported" vacuum to "manifold" vacuum, thereby adding some ignition advance into the mix, to raise the engine idle rpm slightly, for more fan speed and to help prevent an over-heat situation.
It all came in a medium-sized box and took about an hour to fully install.
One OTHER thing about the inner fender rubber splash shields. When I was buying "future need" parts for my '70 Monaco (in the later 1970s), I ordered some rubber inner fender shields from my local Chry dealer. They came in reasonably quick, but what one of them was did not look anything like what was on my car. It had a cross-hatch silver coating on one side (engine side, I suspect) and the other side came in normal "black".
Somewhere along the line, possibly in the later '70s, some police cars had issues with underhood heat. Chrysler came out with some solid, orange silicone valve cover gaskets to combat that problem (melting valve cover gaskets). When I found out about those, I had to have some! Had to be better than the oil-wicking rubberized cork ones, I believed. Were a little more expensive, but I felt they were well worth it.
In the back of the Chrysler parts books, there was a special "Police" section. Separate and apart from the normal parts listings. In the archives of
www.mymopar.com, some of these parts books are archived (if you don't already have one). That's where I found rear sway bars listed for C-bodies (in advance of them being normal production items) with the note "LAPD".
Now, for some "action shots", there's a thread in the
www.allpar.com "Squads" area where they have a 30 minute video of CHP units on their EVOC test track. It's neat watching how nicely those HD C-bodies went around that track "at speed"! The audio is a little flaky, but the video makes up for it. There's also information about how the CHP altered their perf specs to allow for the decreased power and such of the unleaded fuel era. Interesting thing was that even with lower compression, the Dodges still bested the other brands, especially on the high-speed durability portion of the test. Great reading!
The NEAT thing about Chrysler's HO engines in the low-compression era is that all that really changed, from earlier times, was the compression ratio and addition of emission equipment. The yearly Data Books still showed the 400 and 440s to still have "the guts" of the earlier engines (camshafts, roller timing chains, moly upper rings, windage trays, etc.). Even as the power decreased, they'd still still had hot rod guts, unlike other engines from other makers, back then.
Keep up the great work! EVERYBODY respects a Chry-product police car, no matter what!
CBODY67
