Apologize if this has been covered before, but could not find anything. Factory ls1 uses a dedicated belt for AC, while most swap aftermarket ac systems place it on the common belt. Does anybody actually know of the reasons why gm decided to use a dedicated belt? Is it only that it makes belts last longer or other reasons?

 

I am by no means an expert but I believe the main reason is so if the compressor bearing locks up (common problem) you don't burn up the serpentine belt. when this would happen you are stuck as the serpentine belt drives all those other components.

 

Probably could not come up with a belt wrap to use one belt. And if no AC is an option they have to plan for that. The answer is likely no more complicated than this.

 

I was wondering if they seen belt issues during testing. With r4 compressor gm went from dedicated to all together and then for newer model switched back to the dedicated belt. I might be just overthinking it.

 

Cost, NVH, and microscale drivability.

The balancer got the pulley(s) added to it. This is for cost, but anytime you can reduce the number of attachment points, vibration is lessened.

Putting the AC compressor low has the potential to reduce noise. Up high, things make more audible noise.

The AC compressor has the ability to cause the belt to speed up and slow down tiny amounts on compressor clutch engagement. A lessening of that keeps the alternator charging evenly. And with emissions improvements being so dear to automakers, the more stable voltage and temperature, the better.

You'll more than likely see AC go electrical compressor within 10 years.

I would be interested to know if someone has test fit Spohn LS swap mounts and truck accessories with the compressor in their third gen.

 

Its all packaging. Look at the LS9 and other V6's of the era. AC is on the same belt