Heating & Air Conditioning - Service Information

Overview📷 1

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HEATER AND AIR CONDITIONER SYSTEM📷 1

A manual temperature control (MTC) single zone type heating-A/C system or an automatic temperature controlled (ATC) single zone type heating-A/C system is available on this model.

To maintain the performance level of the heating, ventilation and air conditioning (HVAC) system, the engine cooling system must be properly maintained. The use of a bug screen is not recommended. Any obstructions in front of the radiator or A/C condenser will reduce the performance of the A/C and engine cooling systems.

The engine cooling system includes the radiator, thermostat, radiator hoses and the engine coolant pump. Refer to COOLING article for more information before opening or attempting any service to the engine cooling system.

NOTE: LHD model shown in illustration. RHD model similar.

All vehicles are equipped with a common heater, ventilation and air conditioning (HVAC) housing assembly (1). The heating-A/C system combines A/C, heating, and ventilating capabilities in a single HVAC housing mounted within the passenger compartment behind the instrument panel. The HVAC housing assembly includes:

Mode-air doors (2) A/C evaporator (3) Recirculation door actuator (4)

Air inlet housing (5) Recirculation-air door (6) Blower motor (7) Blower motor resistor (8) Heater core (9) Air distribution housing (10) Blend-air door (11) Blend door actuator (12 Floor distribution ducts (13) Mode door actuator (14)

NOTE: An electric positive temperature coefficient (PTC) heater is used on vehicles when equipped with the 2.8L diesel engine. The PTC heater unit compensates for the lower engine coolant temperatures produced by the diesel engine. The PTC heater unit is mounted in the HVAC air distribution housing, downstream of the heater core. See DESCRIPTION.

Based upon the mode selected, conditioned air can exit the HVAC housing through one or a combination of the three main housing outlets: defrost, panel or floor. The defrost and panel outlets are located on the top of the housing and the floor outlets are located on each side of the housing. Once the conditioned air exits the HVAC housing, it is further directed through molded plastic ducts to the outlets within the vehicle interior. These outlets and their locations are as follows:

Defroster Outlet - Dual defroster outlets are located in the center of the instrument panel top cover, near the base of the windshield. Side Window Demister Outlets - There are two side window demister outlets, one is located at each outboard end of the instrument panel and are integral to the instrument panel air outlets. Panel Outlets - There are four panel outlets in the instrument panel, one located near each outboard end of the instrument panel facing the rear of the vehicle and two located near the top of the instrument panel center bezel. Front Floor Outlets - There are two front floor outlets, one located above each side of the center of the floor panel near the dash panel. Rear Floor Outlets - There are two rear floor outlets, one located on each side of the floor console near the rear of each front seat.

HEATER AND AIR CONDITIONER SYSTEM📷 1

Both the manual temperature control (MTC) and the automatic temperature controlled (ATC) heating-A/C systems are blend-air type systems. In a blend-air system, a blend-air door controls the amount of conditioned air that is allowed to flow through, or around the heater core. This design allows almost immediate control of output air temperature.

NOTE: Typical blend-air type HVAC system shown in graphic.

The heating-A/C system pulls outside (ambient) air through the fresh air intake (4) located at the cowl panel at the base of the windshield and into the air inlet housing above the heating, ventilation and air conditioning (HVAC) housing and passes through the A/C evaporator (7). Air flow is then directed either through or around the heater core (2). This is done by adjusting the position of the blend-air door (3) with the temperature control located on the A/C-heater control in the instrument panel. Air flow is then directed out the floor outlet (8), instrument panel outlet (10) or the defroster outlet (1) in various combinations by adjusting the position of the mode-air doors (9 and 11) using the mode control located on the A/C-heater control. The temperature and mode control uses electrical actuators to operate the air doors.

The velocity of the air flow out of the outlets can be adjusted with the blower speed control located on the A/C- heater control.

The fresh air intake can be shut off by pressing the Recirculation button on the A/C-heater control. This will operate the electrically actuated recirculation-air door (5), which closes off the fresh air intake. With the fresh air intake closed, the conditioned air within the vehicle is pulled back into the HVAC housing through the recirculation air intake (6).

The A/C compressor can be engaged by pressing the A/C (snowflake) button on the A/C-heater control when the mode control is set in any floor to instrument panel position. The A/C compressor will automatically engage when the mode control is set in any Mix to Defrost position. This is done to help reduce fogging of the front windows by removing humidity from the conditioned air prior to it coming into contact with the windows.

The defroster outlet receives airflow from the HVAC housing through the molded plastic defroster duct. The airflow from the defroster outlet is directed by fixed vanes in the defroster outlet grille and cannot be adjusted.

The side window demister outlets receive airflow from the HVAC housing through the defroster duct and molded plastic demister ducts which are integral to the instrument panel. The airflow from the side window demister outlets is directed by fixed vanes in the demister outlet grilles and cannot be adjusted. The demisters

direct air from the HVAC housing through the outlets located on the top corners of the instrument panel. The demisters operate when the mode control is positioned in the floor-defrost and defrost-only settings. Some air may be noticeable from the demister outlets when the mode control is in the bi-level to floor positions.

The panel outlets receive airflow from the HVAC housing through the center panel duct and the two molded plastic panel ducts, which are integral to the instrument panel. The two end ducts direct airflow to the left and right instrument panel outlets, while the center panel duct directs airflow to the two center panel outlets. Each of these outlets can be individually adjusted to direct the flow of air.

The floor outlets receive airflow from the HVAC housing through the floor distribution ducts. The front floor outlets are integral to the molded plastic floor ducts, which are secured to the sides of the HVAC housing. The floor outlets cannot be adjusted.

NOTE: It is important to keep the air intake opening clear of debris. Leaf particles and other debris that is small enough to pass through the cowl opening screen can accumulate within the HVAC housing. The closed, warm, damp and dark environment created within the housing is ideal for the growth of certain molds, mildews and other fungi. Any accumulation of decaying plant matter provides an additional food source for fungal spores, which enter the housing with the fresh intake-air. Excess debris, as well as objectionable odors created by decaying plant matter and growing fungi can be discharged into the passenger compartment during heater-A/C operation if the air intake opening is not kept clear of debris.

This A/C system uses an A/C expansion valve to meter the flow of refrigerant to the A/C evaporator. The A/C evaporator cools and dehumidifies the incoming air prior to blending it with the heated air. To maintain minimum evaporator temperatures and prevent evaporator freezing, an evaporator temperature sensor is used. The sensor is located downstream of the evaporator and supplies an evaporator temperature signal to the A/C- heater control.

A/C PERFORMANCE

The A/C system is designed to provide the passenger compartment with low temperature and low humidity air. The A/C evaporator, located in the HVAC housing is cooled to temperatures near the freezing point. As warm damp air passes over the fins of the A/C evaporator, the air transfers its heat to the refrigerant in the evaporator coils and the moisture in the air condenses on the evaporator fins. During periods of high heat and humidity, an A/C system will be more effective in the Recirculation mode (max-A/C). With the system in the Recirculation mode, only air from the passenger compartment passes through the A/C evaporator. As the passenger compartment air dehumidifies, the A/C system performance levels rise.

Humidity has an important bearing on the temperature of the air delivered to the interior of the vehicle. It is important to understand the effect that humidity has on the performance of the A/C system. When humidity is high, the A/C evaporator has to perform a double duty. It must lower the air temperature, and it must lower the temperature of the moisture in the air that condenses on the evaporator fins. Condensing the moisture in the air transfers heat energy into the evaporator fins and coils. This reduces the amount of heat the A/C evaporator can

absorb from the air. High humidity greatly reduces the ability of the A/C evaporator to lower the temperature of the air.

However, evaporator capacity used to reduce the amount of moisture in the air is not wasted. Wringing some of the moisture out of the air entering the vehicle adds to the comfort of the passengers. Although, an owner may expect too much from their A/C system on humid days. A performance test is the best way to determine whether the system is performing up to design standards. This test also provides valuable clues as to the possible cause of trouble with the A/C system. The ambient air temperature in the location where the vehicle will be tested must be a minimum of 21° C (70° F) for this test.

A/C PERFORMANCE TEST

WARNING: Refer to the applicable warnings and cautions for this system before performing the following operation. See WARNING and CAUTION. Failure to follow the warnings and cautions could result in possible serious or fatal injury.

CAUTION: The use of an A/C recycling/charging station for purposes of determining the actual charge level of an A/C system is not recommend. Service recycling/charging stations do not reflect the correct amount of refrigerant charge in the A/C system after a single "reclaim" cycle. Tests have shown that it takes up to 3 or 4 "reclaim" cycles to remove all of the refrigerant charge. Use only the following procedure for determining the proper charge level.

NOTE: When connecting the service equipment coupling to the line fitting, verify that the valve of the coupling is fully closed. This will reduce the amount of effort required to make the connection.

1. Check for diagnostic trouble codes using a scan tool. If no DTCs are found in the powertrain control module (PCM) or engine control module (ECM), depending on engine application, go to step 2. 2. Connect a tachometer and a manifold gauge set or an A/C recycling/charging station. 3. Operate the heating-A/C system under the following conditions. Engine at 1,000 rpm at operating temperature Door or windows open Transmission in Park or Neutral with parking brake set (depending on transmission application) A/C-heater controls set to Recirculation mode (max-A/C), full cool, panel mode, high blower and with A/C compressor engaged. If the A/C compressor does not engage, see the A/C SYSTEM DIAGNOSIS chart. 4. Insert a thermometer in the driver side center panel air outlet and operate the vehicle a minimum of ten minutes to allow the thermometer temperature to stabilize. 5. With the A/C compressor clutch engaged, compare the air temperature at the center panel outlet and the A/C compressor discharge pressure (high side) to the A/C PERFORMANCE TEMPERATURE AND PRESSURE chart. The compressor clutch may cycle, depending upon the ambient temperature and humidity. If the clutch cycles, use the readings obtained before the clutch disengaged.

A/C PERFORMANCE TEMPERATURE AND PRESSURE

Ambient Air 21° C 27° C 32° C 38° C 43° C Temperature (70° F) (80° F) (90° F) (100° F) (110° F) Air

       Temperature 7° C         7° C      13° C     13° C     18° C
       at Center     (45° F) (45° F) (55° F) (55° F) (64° F)

Panel Outlet Compressor 138 to 172 to 207 to 241 to 276 to Inlet 207 kPa 241 kPa 276 kPa 310 kPa 345 kPa Pressure at (20 to 30 (25 to 35 (30 to 40 (35 to 45 (40 to 50 Service Port psi) psi) psi) psi) psi) (Low Side) Condenser 1034 to 1379 to 1724 to 1999 to 2413 to Outlet 1724 kPa 2068 kPa 2413 kPa 2689 kPa 2965 kPa Pressure at (150 to (200 to (250 to (290 to (350 to Service Port 250 psi) 300 psi) 350 psi) 390 psi) 430 psi) (High Side)

6. If the air outlet temperature fails to meet the specifications in the A/C Performance Temperature and Pressure chart, or if the A/C compressor discharge pressure is high, refer to the A/C SYSTEM DIAGNOSIS chart.

A/C SYSTEM DIAGNOSIS

Condition	Possible Causes	Correction
Rapid A/C clutch cycling 1. Low refrigerant system	1. See Refrigerant System Leaks in this
(ten or more cycles per	charge.	service information. Test the refrigerant
minute).	system for leaks. Repair, evacuate and charge

the refrigerant system as required.

Equal pressures, but the A/C 1. No refrigerant in the       1. See Refrigerant System Leaks in this
clutch does not engage.      refrigerant system.            service information. Test the refrigerant

system for leaks. Repair, evacuate and charge the refrigerant system as required. - 2. Open fuse. 2. Check the fuses in the power distribution center and the junction block. Repair the shorted circuit or component and replace the fuses as required.

-                              3. Inoperative A/C clutch    3. See A/C Compressor Clutch in this service
                               field coil.                  information. Test the A/C clutch field coil and

replace as required.

-                              4. Inoperative A/C clutch    4. See A/C Clutch Relay in this service
                               relay.                       information. Test the A/C clutch relay and

relay circuits. Repair the circuits or replace the relay as required.

-                              5. Improperly installed or   5. See A/C Pressure Transducer in this service
                               inoperative A/C pressure     information. Test the A/C pressure transducer
                               transducer.                  and tighten or replace as required.

-                            6. Inoperative evaporator    6. See Evaporator Temperature Sensor in this
                             temperature sensor.          service information. Test the evaporator

temperature sensor and replace as required.

-                             7. Inoperative powertrain   7. Refer to the proper Diagnostic article for
                              control module (PCM) or     testing of the PCM or ECM. Test the PCM or
                              engine control module       ECM and replace as required.

(ECM), depending on engine application. Normal pressures, but A/C 1. Excessive refrigerant oil 1. See Refrigerant Oil Level in this service

Performance Test air          in system.                  information. Recover the refrigerant from the
temperatures at center panel                              refrigerant system and inspect the refrigerant
outlet are too high.                                      oil content. Restore the refrigerant oil to the

proper level as required.

-                             2. Blend door actuator      2. See Blend Door Actuator in this service
                              improperly installed or     information. Inspect the actuator for proper
                              inoperative.                operation and replace as required.
-                             3. Blend-air door           3. See HVAC Housing in this service
                              inoperative or sealing      information. Inspect the blend-air door for
                              improperly.                 proper operation and sealing and correct as

required.

The low side pressure is      1. Low refrigerant system 1. See Refrigerant System Leaks in this
normal or slightly low, and charge.                       service information. Test the refrigerant
the high side pressure is too                             system for leaks. Repair, evacuate and charge
low.                                                      the refrigerant system as required.
-                             2. Refrigerant flow through 2. See A/C Accumulator in this service
                              the A/C accumulator is      information. Replace the restricted
                              restricted.                 accumulator as required.
-                             3. Refrigerant flow through 3. See A/C Evaporator in this service
                              the A/C evaporator is       information. Replace the restricted A/C
                              restricted.                 evaporator as required.
-                             4. Inoperative A/C          4. See A/C Compressor in this service
                              compressor.                 information. Replace the A/C compressor as

required.

The low side pressure is      1. A/C Condenser air flow 1. Check the A/C condenser for damaged fins,
normal or slightly high, and restricted.                  foreign objects obstructing air flow through
the high side pressure is too                             the condenser fins, and missing or improperly
high.                                                     installed air seals. Clean, repair, or replace

components as required.

-	2. Inoperative radiator	2. Test the radiator cooling fan and replace as
cooling fan.	required.
-	3. Refrigerant system	3. See Refrigerant System Charge Level in this
overcharged.	service information. Recover the refrigerant

from the refrigerant system. Charge the refrigerant system to the proper level as required. - 4. Air in the refrigerant 4. See Refrigerant System Leaks in this

system. service information. Test the refrigerant system for leaks. Repair, evacuate and charge the refrigerant system as required. - 5. Engine overheating. 5. Test the engine cooling system and repair, if required.

The low side pressure is too 1. Accessory drive belt      1. Inspect the accessory drive belt condition
high, and the high side      slipping.                    and tension. Replace the accessory drive belt
pressure is too low.                                      and/or tensioner as required.
-                            2. Inoperative A/C           2. See A/C Expansion Valve in this service
                             expansion valve.             information. Test the expansion valve and

replace as required.

-                            3. Inoperative A/C           3. See A/C Compressor in this service
                             compressor.                  information. Replace the A/C compressor as

required.

The low side pressure is too 1. Restricted refrigerant    1. See Liquid Line, Suction Line and A/C
low, and the high side       flow through the refrigerant Discharge Line in this service information.
pressure is too high.        lines.                       Inspect the refrigerant lines for kinks, tight

bends or improper routing. Correct the routing or replace the refrigerant line as required.

-                            2. Restricted refrigerant    2. See A/C Expansion Valve in this service
                             flow through the A/C         information. Test the expansion valve and
                             expansion valve.             replace as required.
-                            3. Restricted refrigerant    3. See A/C Condenser in this service
                             flow through the A/C         information. Replace the restricted condenser
                             condenser.                   as required.

HEATER PERFORMANCE

Before performing the following tests, refer to COOLING article for the procedures to check the engine coolant level and flow, engine coolant reserve/recovery system operation, accessory drive belt condition and tension, radiator air flow and the fan drive operation.

WARNING: Do not remove radiator cap when engine is hot, personal injury can result.

If vehicle has been run recently, wait 15 minutes before removing the radiator cap. Place a rag over the cap and turn it to the first safety stop. Allow pressure to escape through the overflow tube. When the system pressure stabilizes, remove the cap completely.

MAXIMUM HEATER OUTPUT

Engine coolant is delivered to the heater core through two heater hoses. With the engine idling at normal operating temperature, set the temperature control to the full hot position, the mode control to the floor position, and the blower motor control to the highest speed position. Using a test thermometer, check the temperature of the air being discharged at the front floor outlets. Compare the test thermometer reading to the HEATER TEMPERATURE REFERENCE chart.

HEATER TEMPERATURE REFERENCE

16° C 21° C 26° C 32° C Ambient Air Temperature

(60° F) (70° F) (80° F) (90° F)

Minimum Air Temperature	52° C	56° C	59° C	62° C
at Floor Outlet	(125° F)	(133° F)	(139° F)	(144° F)

If the heater outlet air temperature is below the minimum specification, refer to COOLING article . Both of the heater hoses should be hot to the touch. The coolant return heater hose should be slightly cooler than the coolant supply heater hose. If the return hose is much cooler than the supply hose, locate and repair the engine coolant flow obstruction in the cooling system (refer to COOLING article for more information).

OBSTRUCTED COOLANT FLOW

Possible locations or causes of obstructed coolant flow are as follows:

Inoperative water pump. Inoperative thermostat. Pinched or kinked heater hoses. Improper heater hose routing. Plugged heater hoses or supply and return ports at the cooling system connections. Plugged heater core.

If proper coolant flow through the cooling system is verified, and heater outlet air temperature is low, a mechanical problem may exist.

MECHANICAL PROBLEMS

Possible causes of insufficient heat due to mechanical problems are as follows:

Obstructed cowl air intake. Obstructed heater system outlets. Inoperative engine thermostat. Inoperative blower motor system. Inoperative A/C-heater control. Inoperative blend door actuator. Inoperative, obstructed or improperly installed blend-air door.

TEMPERATURE CONTROL

If the heater outlet air temperature cannot be adjusted with the temperature control on the A/C-heater control, the following could require service:

Inoperative A/C-heater control. Inoperative blend door actuator.

Inoperative, obstructed or improperly installed blend-air door. Inoperative related wiring harness or connectors. Improper engine coolant temperature.

A/C SYSTEM

Item	Description	Notes
A/C Compressor	Zexel DKS-17DS (2.8L/4.0L	VC-46 PAG oil

engines)

                                   Visteon HS-18 (3.7L engine)        VC-46 PAG oil
Freeze-up Control                  Evaporator temperature sensor      Input to A/C-heater control.

HVAC housing mounted. Pressure Control A/C pressure transducer Input to PCM/ECM. A/C liquid line mounted. Cycles clutch off if refrigerant pressure falls below 206 kPa (30 psi) or rises above 2971 kPa (431 psi)

R-134a Refrigerant Charge          0.510 kg (1.12 lbs.)               Also see A/C Underhood
Capacity                                                              Specification Label located in the

engine compartment.

A/C Clutch Coil Draw               3.3 amps @ 12V ± 0.5V @ 25° C 2.8L and 4.0L engines. A/C clutch
                                   (77° F)                            field coil resistance when

measured across coil lead connector is 4.02 ± 0.2 ohms @ 25° C (77° F). 3.1 - 4 amps @ 12V ± 0.5V @ 21° 3.7L engine. C (70° F) A/C Clutch Air Gap 0.30 - 0.60 mm (0.012 - 0.024 in.) 2.8L and 4.0L engines. 0.35 - 0.65 mm (0.014 - 0.025 in.) 3.7L engine.

FASTENER TORQUE SPECIFICATIONS📷 6

Description	N.m	Ft. Lbs.	In. Lbs.
All Screws NOT Listed	1.2	-	10

Below A/C Compressor Bolts 28 21 - and Nut (2.8L and 4.0L Engines) A/C Compressor Rear 55 - 41 Bolts (3.7L Engine) 40 - 30 A/C Compressor Front Inboard Bolt (3.7L

Engine) A/C Compressor Front 55 - 41 Outboard Bolt (3.7L Engine) A/C Compressor Bracket 40 - 30 to Front Cover Bolt (3.7L Engine) A/C Compressor Field 4.3 - 38 Coil Connector Bracket Screw (3.7L Engine) A/C Compressor Clutch 15 - 133 Hub Bolt (2.8L and 4.0L Engines) A/C Compressor Clutch 20 - 177 Hub Bolt (3.7L Engine) A/C Condenser to 5 - 44 Radiator Bolt A/C Expansion Valve to 11 - 97 Evaporator Tube Tapping Block Bolts Discharge Line to A/C 22.5 - 200 Condenser Nut HVAC Housing to 4.5 - 40 Engine Side of Dash Panel Nut HVAC Housing to 4.5 - 40 Passenger Side of Dash Panel Nuts Suction Line Brackets to 4.5 - 40 Engine Nuts (LHD 2.8L model) Receiver/drier to A/C 22 16 - Condenser Bolt Refrigerant Lines to A/C 23 17 - Expansion Valve Nut Refrigerant Lines to A/C 12 - 105 Compressor Nuts

Special tools

ACTUATOR-BLEND DOOR

PRELIMINARY CHECKS

1. Using a scan tool, check for diagnostic trouble codes (DTCs) in the A/C-heater control, TIPM and the PCM/ECM. If no DTCs are found, go to step 2. If any DTCs are found, repair as required. 2. If the A/C compressor clutch still will not engage, verify the refrigerant charge level. See DIAGNOSIS AND TESTING. If the refrigerant charge level is OK, go to step 3. If the refrigerant charge level is not OK, adjust the refrigerant charge as required. 3. If the A/C compressor clutch still will not engage, disconnect the wire harness connector from the A/C pressure transducer and check for battery current at the connector with the engine running and the A/C- heater control set to the A/C mode. If OK, go to COIL CURRENT DRAW TEST, and/or COIL

A/C CLUTCH FIELD COIL SPECIFICATIONS

A/C Compressor               Current Draw                   Coil Resistance
Zexel DKS-17DS (2.8L/4.0L   3.3 amps @ 12V ± 0.5V @ 25° C 4.02 ± 0.2 ohms @ 25° C (77° F)
engines)                    (77° F)

Visteon HS-18 (3.7L engine) 3.1 - 4 amps @ 12V ± 0.5V @ 21° Not applicable C (70° F)

A/C PRESSURE TRANSDUCER VOLTAGE

Voltage                               Possible Indication
              0.0        1. No sensor supply voltage from PCM.
               -         2. Shorted sensor circuit.
               -         3. Inoperative transducer.
        0.150 TO 0.450   1. Ambient temperature below 10° C (50° F).
               -         2. Low refrigerant system pressure.
        0.451 TO 4.519   1. Normal refrigerant system pressure.
        4.520 TO 4.850   1. High refrigerant system pressure.
              5.0        1. Open sensor circuit.
               -         2. Inoperative transducer.

WARNING

WARNING: The A/C system contains refrigerant under high pressure. Repairs should only be performed by qualified service personnel. Serious or fatal injury may result from improper service procedures.

WARNING: Avoid breathing the refrigerant and refrigerant oil vapor or mist. Exposure may irritate the eyes, nose, and/or throat. Wear eye protection when servicing the A/C refrigerant system. Serious eye injury can result from direct contact with the refrigerant. If eye contact occurs, seek medical attention immediately.

WARNING: Do not expose the refrigerant to open flame. Poisonous gas is created when refrigerant is burned. An electronic leak detector is recommended. Serious or fatal injury may result from improper service procedures.

WARNING: If accidental A/C system discharge occurs, ventilate the work area before resuming service. Large amounts of refrigerant released in a closed work area will displace the oxygen and cause suffocation and serious or fatal injury.

WARNING: The evaporation rate of R-134a refrigerant at average temperature and altitude is extremely high. As a result, anything that comes in contact with the refrigerant will freeze. Always protect the skin or delicate objects from direct contact with the refrigerant.

WARNING: The R-134a service equipment or the vehicle refrigerant system should not be pressure tested or leak tested with compressed air. Some mixtures of air and R-134a have been shown to be combustible at elevated pressures. These mixtures are potentially dangerous, and may result in fire or explosion causing property damage and serious or fatal injury.

WARNING: The engine cooling system is designed to develop internal pressures up to 145 kilopascals (21 pounds per square inch). Do not remove or loosen the coolant pressure cap, cylinder block drain plugs, radiator drain, radiator hoses, heater hoses, or hose clamps while the engine cooling system is hot and under pressure. Allow the vehicle to cool for a minimum of 15 minutes before opening the cooling system for service. Failure to observe this warning can result in serious burns from the heated engine coolant.

CAUTION

CAUTION: Never add R-12 to a refrigerant system designed to use R-134a. Do not use R-12 equipment or parts on an R-134a A/C system. These refrigerants are not compatible and damage to the A/C system will result.

CAUTION: Never use R-12 refrigerant oil in an A/C system designed to use R-134a refrigerant oil. These refrigerant oils are not compatible and damage to the A/C system will result.

CAUTION: The use of A/C system sealers may result in damage to A/C refrigerant recovery/evacuation/recharging equipment and/or A/C system. Many federal, state/provincial and local regulations prohibit the recharge of A/C systems with known leaks. DaimlerChrysler recommends the detection of A/C system leaks through the use of approved leak detectors and fluorescent leak detection dyes. Vehicles found with A/C system sealers should be treated as contaminated and replacement of the entire A/C refrigerant system is recommended. A/C systems found to be contaminated with A/C system sealers, A/C stop-leak products or seal conditioners voids the warranty for the A/C system.

CAUTION: Recover the refrigerant before opening any fitting or connection. Open the fittings with caution, even after the system has been discharged. Never open or loosen a connection before recovering the refrigerant.

CAUTION: If equipped, do not remove the secondary retention clip from any spring- lock coupler connection while the refrigerant system is under pressure. Recover the refrigerant before removing the secondary retention clip. Open the fittings with caution, even after the system has been discharged. Never open or loosen a connection before recovering the refrigerant.

CAUTION: The internal parts of the A/C system will remain stable as long as moisture-free refrigerant and refrigerant oil is used. Abnormal amounts of dirt, moisture or air can upset the chemical stability. This may cause

operational troubles or even serious damage if present in more than very small quantities. Before disconnecting a component, clean the outside of the fittings thoroughly to prevent contamination from entering the refrigerant system. Keep service tools and the work area clean. Do not open the refrigerant system or uncap a replacement component until you are ready to service the system. Immediately after disconnecting a component from the refrigerant system, seal the open fittings with a cap or plug. This will prevent contamination from entering the A/C system.

CAUTION: Refrigerant oil will absorb moisture from the atmosphere if left uncapped. Do not open a container of refrigerant oil until you are ready to use it. Replace the cap on the oil container immediately after using. Store refrigerant oil only in a clean, airtight, and moisture-free container.

CAUTION: Do not overcharge the refrigerant system. Overcharging will cause excessive compressor head pressure and can cause compressor noise and A/C system failure.

REFRIGERANT SYSTEM LEAKS

WARNING: R-134a service equipment or vehicle A/C system should not be pressure tested or leak tested with compressed air. Mixture of air and R-134a can be combustible at elevated pressures. These mixtures are potentially dangerous and may result in fire or explosion causing property damage and possible serious or fatal injury.

Avoid breathing A/C refrigerant and lubricant vapor or mist. Exposure may irritate eyes, nose and throat. Use only approved service equipment meeting SAE requirements to discharge an R-134a system. If accidental system discharge occurs, ventilate work area before resuming service.

NOTE: If the A/C system refrigerant charge is empty or low, a leak in the A/C system is likely. Visually inspect all A/C lines, fittings and components for an oily residue. Oil residue can be an indicator of an A/C system leak location.

NOTE: The only way to correctly determine if the A/C system is fully charged with refrigerant to perform the A/C Performance Test. See DIAGNOSIS AND

TESTING.

Connect a suitable manifold gauge set and determine if the static A/C system pressure is above or below 345 kPa (50 psi). See STANDARD PROCEDURE. If less than 345 kPa (50 psi), proceed to SYSTEM EMPTY. If greater than 345 kPa (50 psi), go to SYSTEM LOW.

SYSTEM EMPTY

1. Evacuate the refrigerant system to the lowest degree of vacuum possible (approximately -88 kPa (- 26 in. Hg) or greater vacuum). See STANDARD PROCEDURE. Determine if the system holds a vacuum for 15 minutes. If the refrigerant system will not maintain vacuum level, proceed to step 2. If vacuum is held, a leak is probably not present. 2. Prepare and dispense 0.284 kilograms (10 ounces) of R-134a refrigerant into the evacuated refrigerant system. See STANDARD PROCEDURE, and proceed to step 1 of the System Low procedure.

SYSTEM LOW

1. Position the vehicle in a wind-free work area. This will aid in detecting small leaks. 2. Operate the heating-A/C system with the engine at idle under the following conditions for at least 5 minutes. Doors or windows open Transmission in Park or Neutral with the parking brake set (depending on transmission application) A/C compressor engaged with A/C-heater controls set to Recirculation mode (max-A/C), full cool, panel mode and high speed blower.

CAUTION: A leak detector only designed for R-12 refrigerant will not detect leaks in an R-134a refrigerant system.

3. Shut the vehicle Off and wait 2-7 minutes. Then use an electronic leak detector that is designed to detect R-134a refrigerant and search for leaks. Fittings, lines or components that appear to be oily usually indicate a refrigerant leak. To inspect the A/C evaporator for leaks, insert the leak detector probe into the passenger side floor duct. A dye for R-134a is available to aid in leak detection. Use only Chrysler approved refrigerant dye.

REFRIGERANT SYSTEM CHARGE

NOTE: The Underhood HVAC Specification Label contains the refrigerant fill specification of the vehicle being serviced.

After all refrigerant system leaks have been repaired and the refrigerant system has been evacuated, a refrigerant charge can be injected into the system. See STANDARD PROCEDURE.

An R-134a refrigerant recovery/recycling/charging station that meets SAE Standard J2210 must be used to charge the refrigerant system with R-134a refrigerant. Refer to the operating instructions supplied by the equipment manufacturer for proper care and use of this equipment.

CHARGING PROCEDURE

CAUTION: A small amount of refrigerant oil is removed from the A/C system each time the refrigerant system is recovered and evacuated. Before charging the A/C system, you MUST replenish any oil lost during the recovery process. Refer the equipment manufacturer instructions for more information.

1. Evacuate the refrigerant system. See STANDARD PROCEDURE. 2. Connect an R-134a refrigerant recovery/recycling/charging station that meets SAE standard J2210 to the refrigerant system. 3. Refer toA/C SYSTEM or the Underhood HVAC Specification Label for the proper amount of the refrigerant charge. 4. Measure the proper amount of refrigerant charge and heat it to 52° C (125° F) with the charging station. See the operating instructions supplied by the equipment manufacturer for proper use of this equipment. 5. Open both the suction and discharge valves, then open the charge valve to allow the heated refrigerant to flow into the system. 6. When the transfer of refrigerant has stopped, close both the suction and discharge valves. 7. If all of the refrigerant charge did not transfer from the dispensing device, open all of the windows in the vehicle and set the heating-A/C system controls so that the A/C compressor is engaged and the blower motor is operating at its lowest speed setting. Run the engine at a steady high idle (about 1400 rpm). If the A/C compressor does not engage, test the compressor clutch circuits and repair as required.

WARNING: Take care not to open the discharge (high pressure) valve at this time. Failure to follow this warning may result in serious or fatal injury.

8. Open the low-side valve to allow the remaining refrigerant to transfer to the refrigerant system. 9. Disconnect the charging station from the refrigerant system service ports. 10. Reinstall the caps onto the refrigerant system service ports.

REFRIGERANT SYSTEM EVACUATE

NOTE: Special effort must be used to prevent moisture from entering the A/C system oil. Moisture in the oil is very difficult to remove and will cause a reliability problem with the A/C compressor.

If an A/C compressor designed to use R-134a refrigerant is left open to the atmosphere for an extended period of time. It is recommended that the refrigerant oil be drained and replaced with new oil or a new A/C compressor be used. This will eliminate the possibility of contaminating the refrigerant system.

If the refrigerant system has been open to the atmosphere, it must be evacuated before the system can be filled. Moisture and air mixed with the refrigerant will raise the compressor head pressure above acceptable operating levels. This will reduce the performance of the A/C system and damage the A/C compressor. Moisture will boil at near room temperature when exposed to vacuum. To evacuate the refrigerant system:

NOTE: When connecting the service equipment coupling to the line fitting, verify that the valve of the coupling is fully closed. This will reduce the amount of effort required to make the connection.

1. Recover the refrigerant system. See STANDARD PROCEDURE. 2. Connect a suitable charging station, refrigerant recovery machine or a manifold gauge set with vacuum pump and refrigerant recovery equipment. See STANDARD PROCEDURE. 3. Open the suction and discharge valves and start the vacuum pump. The vacuum pump should run a minimum of 45 minutes prior to charge to eliminate all moisture in system. When the suction gauge reads to the lowest degree of vacuum possible (approximately -88 kPa (- 26 in. Hg) or greater) for 30 minutes, close all valves and turn off vacuum pump. If the system fails to reach specified vacuum, the refrigerant system likely has a leak that must be corrected. If the refrigerant system maintains specified vacuum for at least 30 minutes, start the vacuum pump, open the suction and discharge valves. Then allow the system to evacuate an additional 10 minutes. 4. Close all valves. Turn off and disconnect the vacuum pump. 5. Charge the refrigerant system. See STANDARD PROCEDURE.

REFRIGERANT SYSTEM RECOVERY

An R-134a refrigerant recovery/recycling/charging station (1) that meets SAE standard J2210 must be used to recover the refrigerant from the R-134a refrigerant system. Refer to the operating instructions supplied by the equipment manufacturer for the proper care and use of this equipment.

REFRIGERANT SYSTEM SERVICE EQUIPMENT📷 2

WARNING: Eye protection must be worn when servicing an air conditioning refrigerant system. Turn off (rotate clockwise) all valves on the equipment being used, before connecting to or disconnecting from the refrigerant system. Failure to observe these warnings may result in personal injury or death.

When servicing the A/C system, a R-134a refrigerant recovery/recycling/charging station that meets SAE standard J2210 must be used (1). Contact an automotive service equipment supplier for refrigerant recovery/recycling/charging equipment. Refer to the operating instructions supplied by the equipment manufacturer for proper care and use of this equipment.

A manifold gauge set (1) may be needed with some recovery/recycling/charging equipment. The manifold gauge set should have manual shut-off valves (2 and 6), or automatic back-flow valves located at the service port connector end of the manifold gauge set hoses (4 and 5). This will prevent refrigerant from being released into the atmosphere.

MANIFOLD GAUGE SET CONNECTIONS📷 1

CAUTION: Do not use an R-12 manifold gauge set on an R-134a system. The refrigerants are not compatible and system damage will result.

LOW PRESSURE GAUGE HOSE - The low pressure hose (Blue with Black stripe) attaches to the low-side service port. This port is located on the A/C suction line near the rear of the engine compartment. HIGH PRESSURE GAUGE HOSE - The high pressure hose (Red with Black stripe) attaches to the high-side service port. This port is located on the A/C liquid line near the front of the engine compartment. RECOVERY, RECYCLING, EVACUATION AND CHARGING HOSE - The center manifold hose (Yellow, or White, with Black stripe) is used to recover, evacuate, and charge the refrigerant system. When the low or high pressure valves on the manifold gauge set are opened, the refrigerant in the system will escape through this hose.

COMPRESSOR-A/C

REFRIGERANT OIL LEVEL

When an A/C system is assembled at the factory, all components except the A/C compressor are refrigerant oil free. After the refrigerant system has been charged and operated, the refrigerant oil in the A/C compressor is dispersed throughout the refrigerant system. The A/C accumulator, A/C evaporator, A/C condenser and the A/C compressor will each retain a significant amount of the needed refrigerant oil.

It is important to have the correct amount of refrigerant oil in the A/C system. This ensures proper lubrication of the A/C compressor. Too little oil will result in damage to the A/C compressor, while too much oil will reduce the cooling capacity of the A/C system and consequently result in higher discharge air temperatures.

CAUTION: The A/C compressors in this vehicle are designed to use VC-46 PAG refrigerant oil. Use only VC-46 PAG refrigerant oil or severe damage to the A/C system may occur. Always refer to the A/C Underhood Specification Label for correct oil designation. The oil container should be kept tightly capped until it is ready for use and then tightly capped after use to prevent contamination from dirt and moisture. Refrigerant oil will quickly absorb any moisture it comes in contact with, therefore, special effort must be used to keep all R-134a system components moisture-free. Moisture in the refrigerant oil is very difficult to remove and will cause a reliability problem with the A/C compressor.

NOTE: Most reclaim/recycling equipment will measure the lubricant being removed during recovery. This amount of lubricant should be added back into the system. Refer to the reclaim/recycling equipment manufacturers instructions.

It will not be necessary to check the oil level in the A/C compressor or to add oil, unless there has been an oil loss. An oil loss may occur due to component replacement, or a rupture or leak from a refrigerant line, connector fitting, component or component seal. If a leak occurs, add 30 milliliters (1 fluid ounce) of the recommended refrigerant oil to the refrigerant system after the repair has been made. Refrigerant oil loss will be evident at the leak point by the presence of a wet, shiny surface around the leak.

Refrigerant oil must be added when an A/C condenser, A/C evaporator or A/C receiver/drier is replaced. See the REFRIGERANT OIL CAPACITIES chart.

The refrigerant oil level in a new A/C compressor must first be adjusted prior to compressor installation. Refer

REFRIGERANT OIL CAPACITIES

Component	ml	oz.
Total System Fill	150	5
A/C Condenser	30	1
A/C Evaporator	60	2
A/C Receiver/drier	30	1

Drain and measure the oil from the old compressor. Refer to A/C Compressor

COMPRESSOR OIL DRAIN PROCEDURE

CAUTION: Be certain to adjust the refrigerant system oil level when replacing an A/C compressor. Failure to properly drain and measure the refrigerant oil from the A/C compressor can prevent the A/C system from operating as designed and cause serious compressor damage.

The A/C compressor is filled with refrigerant oil from the factory. Use the following procedure to drain and measure refrigerant oil from the A/C compressor.

1. Drain all of the refrigerant oil from the old A/C compressor into a clean measured container. 2. Drain all of the refrigerant oil from the new A/C compressor into a clean measured container. 3. Refill the new A/C compressor with the same amount of refrigerant oil that was drained out of the old compressor. Use only clean refrigerant oil of the type recommended for the A/C compressor in the vehicle. 4. Install the new A/C compressor onto the engine. See INSTALLATION.

RECEIVER/DRIER-A/C

REFRIGERANT CHARGE LEVEL

All models 0.510 kg (1.12 lbs.)

VALVE-A/C EXPANSION