Air Conditioning Diagnosis Service and Repair V2

Air Conditioning
Diagnosis,
Service & Repair
Portions of this manual COPYRIGHT 2011 Standard Motor Products, Inc.

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Copyright 2011 Standard Motor Products, Inc. All Rights reserved.

2
TABLE OF CONTENTS
Introduction
Service Precautions
New Technologies
Service Tips
R-1234yf (HFO-1234yf)
R744 (CO2)
SAE J2788 Recovery/Recycling/Recharging Equipment
12
Leak Detectors
13
Clutchless Compressors
14
Stretch To Fit Belts
16
Hybrid Vehicle Service
17
Condenser Restriction Check
20
Belt and Tensioner Service
21
Ford Scroll Compressor Issue
21
Ford E Van Clutch Circuit Issues
22
Ford Diesel Van Compressor Issue
23
GM Vehicles In-the-Line Filter
24
Saturn Rotary Vane Compressor Issue
25
Orifice Tube/TXV Dual Evaporator System Issues
26
GM Compressor Failure
27
Honda CRV Compressor Failure
27
Honda Condenser Issue
28
Honda CRV AC Performance Issue
28
Dodge Truck AC Clutch Issue
28

3
TABLE OF CONTENTS continued

Service Procedures
Case Studies
Reference Material
Compressor Replacement Steps
29
Lubrication
32
Compressor Oil Chart
33
Refrigerant Recovery, Recycling and Recharging
34
Recovery
35
Evacuation
39
System Charging
41
Flushing
43
Leak Detection
46
Trace Gas Leak Checking
50
Case Study #1. 1998 Jeep Wrangler Compressor

Failure
50
Case Study #2. 2001 Ford F150 Poor Performance In

Stop/Go Traffic
55
Case Study #3. 2001 Chevy Tahoe Rear AC Issue
59
Temperature Testing
63
Temperature Testing Flow Charts A, B and C
72
Determining TXV System Charge Level
75
VDOT System Testing
79
Temperature/Pressure/Humidity/Micron
Vacuum/Altitude etc - Charts and Worksheets
92

4
INTRODUCTION
This class is designed to help you, the air-conditioning technician, diagnose and repair the refrigeration
circuit on most automotive AC systems using a variety of techniques including Maximum Heat Load
Temperature Testing. The course covers new HVAC technologies such as electronic variable
displacement compressors and a replacement refrigerant for R134a, best practice AC service procedures,
service tips and pattern failures. It also has several case studies that illustrate common AC service issues
and how to avoid them.
We do not focus on a particular manufacturer. The case studies are chosen because they illustrate
common failures or service missteps to be avoided.
The March of Technology and Its Impact on Air Conditioning Service and Repair
New HVAC technologies are constantly being introduced that make servicing air-conditioning systems
an ever more exacting science. Successful air-conditioning repair today requires attention to every detail
of the repair recovery, evacuation, refrigerant handling, refrigerant and oil charge accuracy, system
flushing etc.
Manufacturers face three distinct pressures driving them to find ways to improve the efficiency of air
conditioning systems. Essentially this means getting the same job done with less less refrigerant, less
oil, less fuel, less materials (lighter). As you can imagine, when you try to accomplish more with less,
every component in the system must perform at maximum efficiency all the time. This means that when
it comes to repairing these finely balanced systems, there is simply no margin for error at any step in the
repair process.
Here is a brief summary of some the pressures driving manufacturers to constantly fine tune and
improve HVAC technology:
Because R134a is believed to cause global warming, manufacturers strive to make every
component in the AC system more efficient in order to use as little of the refrigerant as possible;
for example, by improving the heat exchange efficiency of the condenser and evaporator.
There is a continuing incentive to improve CAFE fuel economy standards. Air-conditioning is

typically the largest single accessory load on the vehicle any AC efficiency gain is indirectly a
fuel economy gain.
Global warming again burning fuel produces CO2, a green house gas. Manufactures receive
specific AC credits from the EPA for any technological AC system improvement that reduces
direct refrigerant emissions or reduces tail pipe (CO2) emissions. Therefore, any technology that
improves AC efficiency indirectly reduces CO2 production. Examples of this type of technology
are:
o Reduced reheat with the use of electronic variable displacement compressors
o Oil separators to reduce the amount of oil circulating in the system - oil coats heat
exchange surfaces reducing their efficiency.
o Default to recirculate when possible, to reduce wasted energy
o Use of internal heat exchangers

5
o Ever smaller condenser tubes and complicated internal refrigerant routing.

o Electronic expansion valves.
o Greatly reduced system refrigerant and oil capacities
o The Ejector Cycle evaporator (Toyota).
Note: The greenhouse gas (GHG) effect of the CO2 produced by the extra fuel burned to drive the air
conditioning load is much greater than the GHG effect caused by the release of the refrigerant itself into
the atmosphere.
Service Precautions
Before proceeding with system diagnosis, the following precautions should be observed:
Ensure that AC system pressure is released before opening the AC system at any point. The AC
system is under pressure and may cause personal injury.
When using a jumper wire, ensure either the jumper wire or circuit is fuse-protected.
Disconnect the battery cable before disconnecting a connector from any control module.
DO NOT cause short circuits when performing electrical tests. This may set additional
Diagnostic Trouble Codes (DTCs), making diagnosis of original problem more difficult. You
could also severely damage or destroy electrical and electronic systems and components.
Use specified test equipment when performing electrical tests.
Follow OE manufactures specific safety procedures and directions when working on high
voltage (HV) hybrid vehicles. Be sure you have the right equipment for handling and testing HV
systems.

6
NEW HVAV TECHNOLOGIES AND STANDARDS

Alternative Refrigerants The Future of R134a
The refrigerant R12 is believed to have two detrimental environmental effects:
1. R12 depletes the ozone layer which prevents harmful Ultraviolet (UV) light from reaching the
earth.
2. R12 contributes to global warming by acting as a Green House Gas (GHG). R12 has a global
warming potential (GWP) of about 8100.
The introduction of R134a in the mid 1990s eliminated the problem of ozone depletion from this source
but did not completely eliminate the issue of global warming. R134a, although not an ozone depleter, is
also believed to contribute to global warming. Its GWP is calculated at about 1400.
For this reason, the European Union has banned the use of any refrigerant with a GWP of more than 150
in all new vehicle platform models after 2011 and in all new vehicles produced after 2017. This means
of course that R134a with its GWP of 1400 must be phased out in Europe over the next several years. At
this time, the use of R134a in the U.S has not been banned (see note later on states regulation of
R134a). However, to reduce production costs, OE new car manufactures would prefer to use just one
global refrigerant. It is likely therefore that the changes taking place in Europe will be felt in the U.S. At
least some of the vehicles you will work on in the next several years will almost certainly use a
refrigerant other than R134a. The refrigerant HFO-1234yf was approved in early 2011 under the EPAs
Significant New Alternatives Policy (SNAP) program for approving non-ozone depleting refrigerants. It
is now legal to use subject to the EPAs Acceptable Subject to Use Conditions. This means unique
vehicle service ports, labeling etc are required. HFO-1234yf will be known in the industry as R-1234yf.
See the notes on the following pages on R-1234yf and R744.
Refrigerant and automobile manufacturers have been searching for a suitable replacement for R134a for
several years. A number of alternatives have been proposed but none has met all the demands that would
be required of an acceptable alternative refrigerant. To meet international regulatory requirements and
be acceptable to car manufacturers, an acceptable alternative refrigerant would need to meet the
following criteria:
Have no ozone depleting potential
Have a global warming potential of less than 150
Be non-toxic chemically safe.
Have low flammability
Be reasonably compatible with existing HVAC technology in other words have a similar
pressure/temperature and performance profile to R134a
Be an effective refrigerant
Believe it or not, it has been extremely difficult to develop a chemical that meets all these requirements
completely. However, a new refrigerant, R-1234yf, has now been developed which does in fact meet
these criteria. It is now very likely to become the global replacement for R134a in new vehicles over the
next several years.

7
R-1234yf (HFO-1234yf)
R-1234yf is a joint development of the Honeywell and DuPont chemical corporations. It has a GWP
value of only 4 compared to about1400 for R134a. Its temperature, pressure and performance
characteristics are very similar to R134a (see graph). It boils at -22.3F versus -14.8F for R134a.
Evaporator pressure for a temperature of 32F is 31.4 PSI compared to 27.8 PSI for R134a. The
American Society of Heating, Refrigerating and Air-Conditioning Engineers (ASHRAE) have given it
an A2L classification, which means mildly flammable. Extensive tests have shown it to be quite safe in
normal service circumstances.
Functionally, these characteristics make it a near drop in replacement for R134a. However, the
flammability issue will have some impact on system design, service equipment and technician training primarily from a safety perspective. Refer to the section later on the many new SAE J specifications
being developed to address the introduction of the new refrigerant. For example, evaporators intended
for use with R-1234yf must meet SAE J2842.
PSI
50/50 Mix
R-1234yf &
R134a
R134a
R-1234yf
F
R-1234yf/R134a Pressure Temperature Relationship
Lubrication and R-1234yf
It is expected that most systems will use a PAG oil similar to existing PAGs but with a special additive
package specific to R-1234yf. R-1234yf is chemically less stable than R134a and it is harder to maintain
oil miscibility in the system.

8
R-1234yf Service Equipment

All new service equipment will be required including recovery/recycling/recharging equipment (SAE
J284), refrigerant identifiers (SAE J2912) and leak detectors (SAE J2913). Overall, however, because
of the basic similarities between the two refrigerants, equipment and service procedures will be similar
to working with R134a.
Vehicles will have all new high and low side service ports.
Recovery and recycling of R-1234yf will be required.
R-1234yf New Tank
A new tank of R-1234yf will be white with a red band toward the top.
R744 (CO2)
CO2 has been proposed as an alternative to R134a for a number of
years. The refrigerant itself is very acceptable from an environmental
perspective it does not affect the ozone layer and has a GWP value
of only one. However, CO2 is not as efficient as R-1234yf (or R134a)
as a refrigerant. This means more energy is required to drive the
system to produce the same level of cooling. This reduces fuel
economy and drives up GHG tailpipe emissions of CO2!
New R-1234yf Tank Will be

White with a Red Band
Another drawback of CO2 is that its pressure/temperature profile is

vastly different from R134a. The static pressure in a CO2 system with the engine off on a summer day is
around 900 PSI! High side operating pressure could be as high as 2500 PSI. Therefore, CO2 requires
radically different (and expensive) system components than R134a. CO2 would require significant onvehicle safety systems to handle an accidental venting of the gas inside the passenger compartment.
Naturally, service equipment and procedures would be also very different.
For a while, some European manufacturers appeared committed to CO2. However, at this stage, it
appears unlikely that any OE manufacturers will adopt the use of CO2 in their vehicles. The majority of
automobile manufacturers favor the use
of R-1234yf. R744 (CO2) is however
still likely to be approved as a legal
refrigerant under the EPAs SNAP
program.
New Vehicle Refrigerant Decal
Vehicles with R-1234yf will have a new
underhood air-conditioning system
decal. It will include the following
information:

9
Safety warnings
The refrigerant type and capacity.
Oil type
SAE J639 certifies that the system meets safety standards for Motor Vehicle Refrigerant
Vapor Compression Systems.
J2842 - certifies that the evaporator meets safety standards for use in an R-1234yf system.
J2845 Indicates that the system should only be serviced by certified personnel trained in the
Safe Service and Containment of Refrigerants.
R-1234yf Evaporators
J2842 is a new SAE design and certification standard, for
evaporators intended for use with R-1234yf or CO2. The
new specification was developed because of the
flammability risk (mild) associated with R-1234yf and the
high pressures and possible poisoning in the event of an
in-cabin release of CO2. J2842 evaporators must carry a
label that indicates that that they must be discarded if
removed from the vehicle for any reason and that they
should only be serviced by certified personnel. Replacing
a J2842 evaporator with a junkyard unit would not be
permitted.
New SAE J2842 Decal for Evaporators
Type of Refrigerant
R-1234yf or CO2
Manufacturers
Logo
R-1234yf Recovery/Recharging/Recycling Equipment

SAE J284 is a specification for recovery/recycling/recharging equipment for servicing R-1234yf
systems. Here are some of the features of J2843 equipment:
Arc resistant switches.
Special ventilation since R-1234yf is flammable (mildly).
Leak testing capability - the machine must perform both a vacuum and a pressure leak check
during evacuation and charging respectively.
o Vacuum leak test - hold a steady vacuum for two minutes after evacuation.
o Pressure leak test - the machine charges 10% of the system charge and monitors for
pressure decay before completing the charging cycle. The machine will halt the charging
cycle if the system fails this test.
o The equipment must have a built in refrigerant identification capability to prevent
accidental cross contamination of refrigerants.
Note: The issue of refrigerant identification may become an issue later. As R-1234yf vehicles become
more common, the possibility of cross-contaminated R-1234yf and R134a is likely. The static pressure
in a tank of R-1234yf/R134a cross contaminated recovered refrigerant will be slightly higher than in a
tank of either refrigerant on its own. This could result in the auto air-purge function of the

10
recovery/recycling equipment (for either refrigerant) bleeding off the entire tank of recovered
refrigerant.
Retrofitting and R-1234yf
At this time, there are no plans to retrofit older vehicles with R-1234yf because of the flammability
concern. R134a will continue to be available to service vehicles that use it.
More SAE J Standards
Most of the following SAE standards relate to the introduction of R-1234yf :
J639. This is a broad safety design standard for motor vehicle Refrigerant Vapor Compression
Systems. It has been recently revised to include standards for R-1234yf.
J2845. This standard details the training requirements for technicians working on R-1234yf and CO2
systems especially as it relates to safety and refrigerant handling.
J2099. This is a refrigerant purity standard for recycled R-134a and R-1234yf.
J2297. This is a stability and compatibility standard for fluorescent refrigerant leak detection dyes for R134a and R-1234yf systems using ultraviolet leak detection.
J2911. This is a broad industry standard certifying that required SAE J standards for mobile airconditioning system components, service equipment, and service technicians have been met. It provides
assurance to regulators and customers that equipment, etc delivers advertised performance.
J2670. Stability and compatibility criteria for additives and flushing materials intended for aftermarket
use in R-134a and R-1234yf systems.
J2762. This standard certifies a method for removal of refrigerant from an air conditioning system to
quantify the charge amount.
J2842. This is a new design and certification standard for R-1234yf and CO2 evaporators described
earlier.
J2843. New standard for recovery/recycling/recharging equipment details described earlier.
J2851. Similar to J2843 but for recovery only equipment.
J2912. New performance criteria for R-134a and R-1234yf refrigerant identifiers.
J2913. New performance criteria for R-1234yf electronic leak detectors.
J2927. A standard for refrigerant identifiers installed in R-1234yf Recovery/Recharging/Recycling
machines.

11
SAE Standards for R134a Service Equipment

SAE J2788 Recovery/Recycling/Recharging
Machines
SAE J2788 is the current standard for R134a
Recovery/Recharging/Recycling equipment. The
standard was introduced several years ago for a number
of reasons.
Several studies indicated that older equipment could
leave as much as 30% of the old refrigerant in the
system during a typical recovery procedure. If the
service process was short-circuited by going straight
from recovery to recharge (without evacuation) then the
potential for a serious overcharge was high. On top of
this, the continuing trend toward ever-smaller system
charge capacities meant there was less room for even
small errors in refrigerant charging amounts. System
capacities of 12 to 16 ounces are common. An error of
just an ounce or two in either direction can result in
J2788 & J2788H Compliant
catastrophic compressor damage and system
Recovery/Recharging/Recycling Machine
performance issues. Today, exact system charge level is
critical for successful AC service. Machines manufactured to meet J2788 ensure much more complete
recovery of refrigerant. They also ensure much more accurate metering of the exact charge amount.
Compliant machines must recover at least 95% of the refrigerant in 30 minutes. J2788 machines have a
charge tolerance of +/- 0.5oz. Older machines were significantly less accurate.
An undercharged system can cause poor compressor lubrication and catastrophic failure and of course
poor performance.
An overcharged system can cause liquid slugging of the compressor and compressor damage, high
system pressures, high vent temperatures and compressor cut-out switch activation.
J2788H
The H suffix denotes hybrid. This is a specification for recovery machines intended for use on hybrid
vehicles that use a High Voltage (HV) electric compressor. The idea is to prevent oil cross
contamination between conventional AC systems that use PAG oils and HV compressors that use an
ester based oil. Ester based oil is used in HV systems because of its superior dielectric properties over
PAG. If even a small amount of PAG (as little as 1%) were to contaminate a HV system, a high voltage
leak could occur. This can result in a complete vehicle shut down and severe damage to the system.
Refer to the Hybrid section below for more information on this issue. Typically, these machines come
with an adapter that enables liquid refrigerant to be circulated through the service hoses to flush any
traces of PAG oil before servicing a high voltage system.

12
J2791 and J2913 Electronic Leak

Detectors
Because of reduced charge capacities,
even a small leak can result in a
performance issue and possible
compressor damage much more quickly
than the same leak on a larger capacity
system. The need to detect ever-smaller
leaks has become much more critical.
In response to the need for more reliable
and accurate leak detection, SAE
International published J2791 for R134a
J2791 Electronic Leak
electronic refrigerant leak detectors
Detector for R134a
several years ago. J2791 leak detectors
Refrigerant
can find leaks as small as .14 oz/year (4
grams) per joint. The old standard was .5
oz (14 grams). They are also less
sensitive to false triggering and are more robust.
Combination J2913
and J2791 Leak
Detector Detects
R134a & R1234yf
Note
SAE has now issued a new standard, J2913 for R1234yf leak detectors. Detectors meeting this standard
must be able to differentiate between a 4, 7 and 14 gram leak (approximately 0.141, 0.247 and 0.5oz).
Some detectors meet both J2791 and J2913 standards.
State Regulations R134a
California (and possibly other states) is proposing to introduce their own restrictions on the use of R134a
similar to those underway in Europe. Their proposal would likely require the use of a low GWP
refrigerant in new vehicles.
Wisconsin has had a law in place since October 1994 prohibiting sales of container sizes holding less
than 15 lbs of R134a. However, this restriction applies only when the chemical is intended to be used as
a refrigerant. For example, it is legal for a person to purchase gas duster containers with any amount of
the chemical because in that instance, the chemical is neither intended to be a refrigerant nor is HFC134a included in the listing of Class I and Class II substances.

13
Electronic Variable Displacement Clutchless Compressors

In the past several years, a number of manufacturers
have started using a new computer-controlled
compressor. This design of compressor is gradually
becoming standard on many vehicles. Chrysler/Jeep,
GM, Toyota, Nissan, ME/BE, Audi/VW and Kia
have used it on different models. The basic design is
similar to a conventional wobble plate variable
displacement compressor. The key differences are:
No Clutch
Electronic
Control Valve
1. To control compressor displacement, they

use a pulse width modulated solenoid,
controlled by the computer. This solenoid
replaces the conventional control
valve that responds to suction line
pressure. The computer varies the
duty cycle command to the solenoid
to route more or less pressure to the
rear of the pistons to change the
angle of the wobble plate. In this
way, the pumping capacity of the
compressor can be varied from
almost zero to maximum capacity
(1% - 100%).
Electronic Variable
Displacement Compressor
Maximum
Stroke
When the Wobble Plate Is at an Angle to the Shaft, the

Piston Stroke Is at Maximum
Piston Stroke
Reduced to Zero
Variable Displacement
Control Solenoid
The computer takes account of a
range of inputs to decide the
appropriate compressor
When the Wobble Plate Is at Right Angles to the Shaft,
displacement. It can optimize the
the Piston Stroke Is Almost Zero
system for best air-conditioning,
fuel economy and engine performance. Depending on the system design, it can monitor
evaporator case temperature, system pressures, ambient and cabin temperatures, driver inputs
etc.
14
2. There is no electric clutch the compressor shaft turns all the time when the engine is running,
even with the AC off. Lubrication is especially critical.
Note: The system must be properly charged with refrigerant and oil at all times to maintain
adequate lubrication
These compressors are designed to keep more of the oil charge circulating within the unit to
maintain lubrication even when the AC is off. The compressor pulley contains a damper to
absorb engine torque fluctuations and a limiter mechanism that allows the spoke portion of the
pulley to break away in the event that the compressor locks up. This allows the compressor
pulley and any other
accessories driven by
the same belt to continue
Solenoid + Duty
to turn.
Cycle = 43%
Electronic Variable
Displacement - Compressor
Control
The computer varies the duty
cycle command to the
compressor control solenoid to
match the heat load on the
system. When the heat load is
high, the computer increases the
On command to the solenoid.
The oscilloscope patterns
shown here illustrate the
command to the solenoid at idle
on a 2008 Dodge Caliber during
both low and high heat load
conditions. The solenoid is
permanently grounded and is
positive pulsed by the computer.
Solenoid Current = 0.4A
Low/Medium Heat Load Medium Duty Cycle Command to

Solenoid (43%). Solenoid Current = 0.4A
Solenoid + Duty
Cycle = 87%
Quick Tip:
The computer is in complete
command of the compressor
pumping displacement. If you
find that the compressor does not
appear to be building pressure,
even after evacuating and
recharging the system, do not
immediately condemn it. The
computer may not be sending the
correct signal to the solenoid.
Solenoid Current = 0.8A
High Heat Load Greater Duty Cycle Command to Solenoid

(87%). Solenoid Current = 0.8A

15
For example, if the solenoid is unplugged, the compressor defaults to minimum displacement about
1% of capacity. Check for HVAC and engine management system trouble codes that might be inhibiting
AC operation. Check also for inaccurate sensor inputs that might cause the computer to send the
incorrect command to the solenoid e.g. inaccurate system pressure sensors, inaccurate evaporator or
ambient/cabin temperature sensor readings.
Stretch to Fit Belts
General Motors started using Stretch to Fit Belts
on the 2008 Hummer H3 and 2009 full sized
trucks: Silverado, Avalanche, Tahoe, Suburban,
Express Van, Sierra and Yukon.
They are also used on midsized pickups and SUVs
such as the Colorado, Trailblazer, Canyon and
Envoy and on Saab 9-7 and Cadillac CTS-V.
Ford uses stretch to fit belts for the power steering
on 2008 and up Edge, MKX, Fusion, Milan MKZ
and MKS with 3.5/3.7L engines.
Chrysler uses stretchy belts on the power steering
pump of 2007 and up 2.7L engines.
Removing Stretch to Fit Belt on GM

The belt is very similar in appearance to a
Vehicles
conventional serpentine belt. However, the
reinforcing cord is made of a polyamide material which is more elastic than the aramid or polyester cord
used in traditional belts. The Polyamide cord, when combined with a more elastic backing compound,
gives the belt it's stretch quality. As a result, the belt is able to maintain proper tension throughout its
life without the use of a tensioner.
Note: GM states that once
the engine is operated with
the stretch belt installed, the
belt cannot be removed and
reused. It is designed to be
removed by cutting it off.
Belt Installation Tool
Ford and Chrysler indicate

that the belts can be reused
provided special tools are
used to remove and
reinstall the belts.
Using Special Tool to Install Stretch to Fit Belt on GM Vehicles

Several Manufacturers Make a Tool for This Purpose
Belt Installation Tool

16
Hybrid Vehicle AC Service

Safety: Servicing hybrid air-conditioning systems requires special
precautions over and above normal AC service. There are many
flavors of hybrid vehicles using a range of voltages from 42 to almost
400 volts. Many use high voltage to drive an all-electric compressor.
High voltage (HV) can be lethal. Each manufacturer has specific
safety procedures that must be followed when working on their
particular HV vehicle. Working on hybrid vehicles requires special
attention in three main areas:
1. Servicing HV system or components this
includes working on the HV compressor used on
many Hybrids. Hybrid vehicles have HV
disconnect plugs or switches to disable the HV
system. Always follow the specific procedures
for making the HV system safe to work on.
When working on a HV system you will need
some dedicated safety gear and equipment.
Always wear a pair of HV class 0, 1000 volt
rubber gloves. Electrical system checks should
be made using a CAT III rated DMM. The meter
leads must also be rated for 1000V.
Toyota Prius
Class 0, 1000V
Rubber Safety Gloves
CAT III DMM

2. Idle Stop System. The gasoline engine may not
always be running on a hybrid vehicle. It can start up unexpectedly any time the system is on.
To avoid potential injury or damage, always follow the OE manufactures procedures to prevent
unexpected gas engine start-up while working on the vehicle.
3. HV Compressor Lubrication. HV compressors use a special formula polyolester (POE) oil.
POE oil is used because of its high dielectric
qualities. The motor windings of high
voltage compressors are exposed to the
refrigerant and oil. Extra care must be taken
to avoid any contamination entering these
systems. If the oil becomes contaminated,
high voltage can find a path to ground
through the oil. The vehicle management
system will set high voltage leakage codes
and may completely disable the vehicle - it
might not start at all. Repairing the vehicle
may require replacing every component in
the refrigerant path compressor,
A Bright Orange Cable Connected to the
condenser, evaporator etc.
Compressor Indicates High Voltage
Note: Just 1% of PAG contamination in the POE oil

17
in a hybrid system can compromise the dielectric strength of the POE oil. PAG oil residue from the
service hoses of your equipment could allow this to happen. You should only use
Recovery/Recycling/Recharging equipment meeting SAE specification J2788H the H suffix stands for hybrid. This equipment is designed to avoid hybrid HV
AC system contamination. See page 12 for more detail on these machines. Use a
separate, dedicated oil injector to install the POE oil into a HV system (unless your
equipment manufacturer expressly states that their machine can handle this task).
However, once you know the proper procedures for working with the high voltage
system and take care to avoid oil cross contamination, then working on hybrid HV
air-conditioning is much the same as working on conventional air-conditioning.
Outside of the electric compressor, most of the other components in the system are conventional.
Components can be
replaced and the system
Suction
Discharge
serviced using conventional
tools and techniques.
Note: Some Honda Hybrid
vehicles use a combination
Belt Driven Scroll
belt driven and high
voltage electric motor
driven compressor. The
front half of the compressor
is a belt driven scroll and
accounts for about 85% of
the compressor pumping
HV Electric
capacity. The rear half is a
Motor
Scroll
brushless electric motor
driven scroll. It accounts
for about 15% of the
compressors capacity.
85%Pumping Capacity 15% Pumping Capacity
During idle-stop operation,
Honda Combination Belt and Electric Motor Driven Scroll Compressor
when the gas engine shuts
off, the small electric motor
scroll can provide temporary air-conditioning assist. The point is that just because you see a belt, dont
assume that it is a low voltage compressor.
Caution: Even after following the high voltage disable procedure use a Cat III DMM while wearing HV
gloves to check that there is no voltage present at the system or component you are about to work on.
About Hybrid Compressors
Hybrid vehicles may use one of three basic compressor types:
1. A conventional 12V, belt driven compressor with a clutch, similar to a normal AC system.
2. A high voltage AC or DC compressor. These compressors are driven by the same high voltage
used for the vehicle propulsion system. They are easily identified by the bright orange cables
attached to the compressor. They do not have a belt and may run when the gas engine is off.

18
3. A combination belt driven and high voltage compressor (used on some Hondas) as described
above.

19
SERVICE TIPS AND PATTERN FAILURES

Quick Restricted Condenser Check.
Many later model vehicles use a high side pressure transducer. The transducer is usually located on the
compressor discharge line while the high side service port is located on the liquid line. By comparing
high side pressure indicated on the scan tool (discharge pressure) versus gauge pressure (liquid line
pressure), you can get some indication if the condenser is restricted. Note that some pressure drop across
the condenser is normal. Actual normal pressure drop depends on several factors, including heat load on
the system, system design, etc. You will need to gain some experience using the technique by checking
known good vehicles regularly.
Read Discharge
Pressure on Scan Tool
Pressure
Transducer
Read Liquid
Line Pressure
on Gauge Set
High Side
Service Port
Condenser Restriction Check Compare Discharge Pressure on Scan
Tool to Liquid Line Pressure on Gauge Note: Some Drop Is Normal

20
Belt and Tensioner Service

Typically, the air-conditioning compressor is the largest
single accessory load on the vehicle. Each component in
the accessory belt drive system (ABDS) must be in good
condition to ensure smooth compressor operation.
The belt tensioner performs two distinct functions:
Maintain correct tension on the drive belt
Dampens torque fluctuations in the ABDS system
caused by the engine firing, the compressor and
other accessory loads.
The tensioner can fail in several ways: the spring may lose
tension causing belt slippage, wear and squealing. The
damper can fail causing excessive belt slap and vibration.
The pivot bushing and/or pulley bearing can fail causing
The Compressor Is the Largest
uneven belt wear and alignment issues.
Accessory Load ABDS Must be in
The circumstances leading up to compressor failure often
Good Condition to Drive It
put the tensioner under excessive strain. AC head pressure
may be very high causing the tensioner/damper assembly to bottom out repeatedly and fail. When the
compressor is replaced, a belt slippage or vibration problem can be
attributed to the replacement compressor when in fact the problem is due
to the failed tensioner assembly.
A careful check of the tensioner, the belt and other ABDS components
should therefore be performed. The alternator and fan clutch are also
substantial loads on the system. Their operation should also be checked.
Note: Most modern belts are made from an EPDM material which may
not show classic signs of belt failure such as cracking. The friction
surface may look OK yet be badly worn.
Belt Tensioner: Check
ABDS Quick Tip
Spring Tension, Damper
Function, Pivot Bushing
Diagnosing ABDS squealing/chirping noise: with the engine running,
& Bearing Wear
use a water spray bottle to spritz the underside of the drive belt. If the
noise gets worse, it is probably a belt tension issue; if the noise is
reduced, it is probably an alignment issue in the ABDS.
Ford Variable Displacement Scroll Compressor Issue
2005 2007 Ford Five Hundred, Freestar and Montego models use
a variable displacement scroll compressor. The compressor
capacity can be infinitely varied between 30% and 100% of output.
Variable displacement is achieved with a spool type control valve,
with an integral bellows. The bellows expands and contracts in
response to suction line temperature/pressure. This moves the
control valve back and forth. As the valve moves, more or less
refrigerant is allowed to recirculate inside the compressor to vary
output. The control valve bellows can fail resulting in reduced
21
Ford Scroll Compressor

Control Valve Can Fail
Causing Reduced Output
compressor output. High side pressure will be low and low side pressures will be high with poor
performance. The compressor is sensitive to minute amounts of contamination that can cause the valve
to stick important to keep in mind when flushing.
Ford E Vans - Mid 1990s - 2004
Air-conditioning and Drivability Issues
Depending on the time of year, the customer may complain of some or all
of the following symptoms:
No AC operation
Poor defrost function
Surging idle
Repeat AC clutch failure
If the problem occurs during the

winter, the symptom is usually a
surging idle or poor defrost
function. During the summer, the
symptom is usually no AC
operation.
Hot In
Run
Function
Selector
Switch
Refer to the wiring diagram on

this page. Note that the AC clutch
voltage must cross four switches
before reaching the clutch. Note
also that three of the switches
would be cycled frequently
during normal use: the ignition
switch, the AC mode switch and
the clutch pressure-cycling
switch. With so many active
switches in series, the potential
for a substantial cumulative
voltage drop in the circuit is high.
AC Clutch
Cycling
Pressure
Switch
AC
Pressure
Cutout
Switch
PCM
If the AC cycling pressure switch

starts to fail, several symptoms
can occur.
As the voltage drop across

AC
Clutch
the failing switch contacts
Clutch
Diode
increases, the available
voltage at the clutch
decreases. Eventually the
clutch starts to slip, burns
AC Clutch Circuit Has Four Switches in Series
up, and finally fails. It
Increased Likelihood of Large Voltage Drop
may also take out the
compressor due to warping of the compressor case or failure of the front seal from the excessive

22
heat generated by the slipping clutch. If the clutch or the compressor are replaced without the
underlying cause of the original failure being identified a repeat failure is likely to occur.
When the voltage drop across the cycling switch becomes so great that there is not enough
current to engage the clutch, then another unusual symptom can occur. When the AC (or defrost)
is first turned on, current starts to build in the clutch circuit. However, the failing cycling clutch
switch contacts are not able to carry the rising current and the switch goes open almost instantly.
The clutch never actually engages.
Note from the wiring schematic, that there is a splice off the AC clutch circuit after the cycling
switch that goes to terminal 41 at the PCM. This is the AC On input to the PCM. It signals the
PCM to raise the idle to compensate for the air-conditioning load. However, in this case the PCM
only sees battery voltage on the circuit for an instant before the failing switch contacts break
apart because they cannot handle the rising current flow. The PCM raises the idle speed in
anticipation of the AC coming on, but lowers it again an instant later when the input signal goes
away at pin 41. When the switch contacts cool off, they come back together momentarily and the
cycle starts over again. The typical symptom is a regularly surging idle when the AC or defrost
are turned on. This can be a tricky diagnoses, especially during the winter when you might not be
thinking about air-conditioning!
Quick Tip: This circuit configuration was used by Ford for about ten years and similar versions even
longer. There is a strong likelihood of a substantial voltage drop developing in the circuit as the vehicle
ages. It can cause any or all of the symptoms described above. It is a good idea to check the voltage drop
at the AC clutch on these vehicles when performing any kind of AC service - especially when replacing
the clutch or the compressor. The voltage should never be less than 12V with the engine running and
ideally should be within one volt of system voltage. This is also a good check to perform as part of a
preventative maintenance check of the air-conditioning system.
If the customers concern is a surging idle, monitor the A/C Cycling Switch input PID on a scan tool.
If the PID momentarily changes to On intermittently, suspect that the cycling pressure switch may be
no good.
2004 - 2006 Ford 6.0L Diesel E 350/450 Vans
AC Compressor Failure.
The AC compressor may fail. The compressor on these vehicles is a low mount scroll design. They are
particularly sensitive to charge level either an undercharge or overcharge. To correct the problem,
Ford has revised the refrigerant and oil capacities and also issued a calibration update for the PCM. The
refrigerant charge capacities have been reduced to prevent slugging and the oil capacity of the single
evaporator system increased to improve lubrication.
On front AC only systems, the refrigerant charge level has been reduced to 32oz from 40oz and the oil
charge level has been increased to 11 oz from 9 oz.
On dual AC systems, the refrigerant charge level has been reduced to 54oz from 60oz. The oil charge
level remains the same at 13 oz.

23
Note: When scroll compressors suffer a catastrophic failure, they create a lot of debris. It is usually
necessary to replace the condenser in conjunction with the orifice tube and the accumulator. All other
components not being replaced should be thoroughly flushed including the evaporator.
2007 and Later GM Vehicles In-the-Line Filter
Starting in 2007 GM began phasing in an in-theline liquid line filter on various vehicles both
cars and trucks. At first glance the filter looks
very similar to an orifice tube. However, it is just
a filter and there will be a separate orifice tube or
TXV valve in the system. The filter simply slips
into the line much the same wasy as an orifice
tube. It is usually installed at at coupling in the
liquid line. The filter can be found in various
locations at the condensr outlet, just before the
expansion device before the fire wall and on some
dual evaporator applications it is located in the
liquid line just before the rear TXV valve. The
key is to be aware of it. If the compressor fails the
filter will almost certainly be clogged. It must be
replaced.
Starting 2007 - GM In-the-Line Filter

Located in Liquid Line

24
Rotary Vane Compressor Issue

Saturn and Other Vehicles that Use a Rotary Vane
Compressor
The customer concern is usually poor AC

performance. High side pressure will be lower than
normal and low side pressure will be higher. The
problem often occurs after the air-conditioning system
has not been used for some time. It can also occur
immediately after a new or remanufactured compressor is installed. Normal diagnostics will indicate that
the compressor cannot build pressure.
Refer to the picture on the right of a rotary vane compressor with one end
removed.
When you turn a conventional piston design compressor by hand, even
slowly, you can feel the suction and pressure forces at the suction and
discharge ports. However, for a rotary vane compressor to start pumping,
the vanes must be thrust out against the rotor sidewalls by centrifugal
force. The rotor must be turning rapidly before the compressor starts to
pump.
When the compressor is unused for a while, the vanes may seize in their
slots and not slide out against the rotor sidewalls. The problem can also
occur in a perfectly good new or remanufactured compressor if it has
been in storage for a while. Before condemning the compressor, try the
following procedure to free the vanes:
The Rotor Vanes

Can Stick In the Slots
Charge the system with half the specified amount of refrigerant.
Raise the engine speed to 2500 RPM.
Cycle the compressor on and off every few seconds while monitoring system pressures. If the
rotor vanes are stuck, this procedure will usually dislodge them and the compressor will start
pumping again.
When the compressor starts to build pressure, add the remaining refrigerant to bring the system
up to full charge. Perform a maximum heat load temperature test to confirm that the system is
performing efficiently.
Note: Variable displacement compressors such as GM V5 and V7 units can suffer from a similar
problem. The wobble plate can stick at a shallow angle - usually after a period of disuse. The problem
can usually be corrected with the technique outlined above for rotary vane compressors.
Both rotary vane and wobble plate design variable displacement compressors are especially sensitive to
oil viscosity.

25
Orifice Tube/TXV Dual Evaporator System Issues

Here are several issues that affect General Motors Dual evaporator systems that use an orifice tube in the
front and a TXV in the rear (OT/TXV). These issues can also arise on other manufacturers platforms
that use a similar system.
1. These OT/TXV dual evaporator systems use an accumulator instead of a receiver/drier. This
means there is no filter in the liquid line between the condenser and the rear TXV valve. (Note:
Starting about 2007 GM began putting a small in-the-line filter in the liquid line of some
vehicles). After a catastrophic compressor failure, it can be difficult to flush all the debris from
the long lines that snake the length of the vehicle. Even with a good flushing process, some
debris can remain in the lines especially in the liquid line. For this reason, it is highly
TXV Thermal Bulb Detached from Suction Line
Can Cause Compressor Slugging
Rear
Evaporator
Protect TXV after
TXV
Compressor Failure Install Inline Filter
Here
Accumulator
Front Evaporator
Orifice
Tube
Note that Rear Evaporator Suction Line Returns Directly to

Compressor Exact Charge Is Critical to Avoid Slugging
Condenser
recommended that an inline filter be installed in the liquid line just before the rear TXV. The
filter should be installed in addition to flushing it is not a substitute for it. Refer to the 2001
Chevy Tahoe case study on page 59 for more information on this issue.
2. Refer to the dual evaporator system schematic above. Note that the rear evaporator suction line
returns directly to the compressor it is not routed through the accumulator. If liquid refrigerant
or oil passes through the rear evaporator, they will return directly to the compressor and possibly
slug it severe damage can result. These systems are more prone to slugging in moderate
climates during low heat load conditions.
3. Another issue on some systems of this design is that the rear TXV thermal bulb can separate
from the evaporator outlet line. The TXV interprets this as increased heat load and responds by
metering more refrigerant into the evaporator. The excess liquid refrigerant can slug the
compressor causing severe damage.

26
Various GM Trucks and Cadillac CTS 2002 2004

Compressor Noise/Failure
Affected Models:
2003-2004 Cadillac CTS
2002-2004 Cadillac Escalade and Escalade EXT
2003-2004 Cadillac Escalade ESV
2002-2004 Chevrolet Avalanche, Express, Silverado, Suburban, and Tahoe
2002-2004 GMC Denali, Denali XL, Savana, Sierra, Yukon, Yukon XL
2002-2004 Commercial Upfitter Chassis Vehicles
The symptoms vary depending on how far the failure has progressed:
The compressor may have failed outright and is inoperative.

The serpentine belt and tensioner may be slapping or vibrating excessively.
Pressure gauges (especially the high side gauge) may be vibrating/bouncing excessively.
The compressor may be making a rattling noise, especially on acceleration.
The original compressors on these vehicles are prone to liquid slugging. Broken reed valves in the
compressor usually cause the belt vibration and pressure pulsations described above.
For a lasting repair, the compressor, condenser, orifice tube, accumulator and rear TXV may need to be
replaced. Any sections of the refrigerant path not being replaced, including both evaporators on a dual
system, should be thoroughly flushed. On a dual evaporator system, the installation of an inline filter
before the rear TXV is strongly recommended. There is no receiver/drier or other filter in the system to
protect the rear TXV. If a filter is not installed, the rear TXV may become restricted shortly after the
repair.
2002 - 2004 Honda CR-V - Compressor Failure
These vehicles use a low mounted scroll design compressor
that is prone to failure. Scroll type compressors are
particularly sensitive to both liquid slugging and lack of
lubrication.
Honda TSB 09-076 indicates that if evidence of debris is
found in the suction line at the inlet to the compressor, then
every component in the refrigerant path should be replaced compressor, condenser, drier, evaporator,
all lines and hoses and the TXV.
This solution may not always be practical for many consumers. However, for a successful lasting repair,
certain parts must be changed and procedures followed carefully.
Note: When scroll compressors fail, they produce a lot of debris, which will be distributed throughout
the AC system. At a minimum, the compressor and the condenser/receiver drier must be changed.
Inspect the TXV inlet for debris and or contaminated oil. If evidence of either is found the TXV valve

27
should be replaced. All other components not being replaced should be thoroughly flushed including the
evaporator. Refer to the section on flushing for special tips and tools on effective flushing.
Note About Honda Condensers
These systems are very finely balanced. This system only uses 18oz of refrigerant. For the system to
cool properly, every component must operate at maximum efficiency. It is not enough for the
replacement condenser to look similar to the unit being removed. It must also have the same heat
exchange efficiency. Compare the overall size, tube count and the fin density of the replacement
condenser with the old unit they should be a close match.
2006 - 2008 Honda CR-V and Civics AC Performance Issue
Affected Models
2006 2008 Civic with automatic transmission and all 2007 - 2008 CR-Vs
The customer concern is usually a momentary drop off in AC performance under hard acceleration from
below 20 mph. The problem is that the PCM is disengaging the compressor too soon on acceleration.
Honda has issued a flash update to address this concern in TSB # 07-062. However, the TSB points out
that compressor disengagement is normal under hard acceleration and that the symptom may not be
completely eliminated by the calibration update.
Dodge Trucks - Late 1990s Early 2000s

The Customer Concern
Occasionally, the AC starts blowing warm air. The
problem can be very intermittent it may only occur on
longer trips or during stop/go traffic. This can make it
particularly difficult to diagnose. There are no diagnostic
trouble codes set.
The compressor clutch coil may be going open circuit
intermittently. The clutch coils on some of these compressors
have a higher than normal failure rate. The coil potting
material cracks and exposes the coil winding leading to failure.
One way to confirm the diagnosis is to monitor the voltage
across the clutch with a DMM or oscilloscope and wait for the
problem to occur. If the compressor stops turning but full
system voltage is still available then it is probably a failing
clutch coil. Compare the resistance of the clutch coil before
and after the problem occurs. Also, check the air gap. An
excessive gap can also cause intermittent clutch engagement.

28
Excess Heat has Cracked the

Potting and Exposed the
Clutch Coil Winding Causing
Premature Failure of the Coil
SERVICE PROCEDURES
Essential Steps for Successful Compressor Replacement
1. Replace the Accumulator or Receiver/Drier
To maintain the compressor warranty, the drier must be
replaced during installation of replacement parts.
2. Replace The Orifice Tube/Liquid Line
The orifice tube is the main filter in a CCOT system. If
it is not replaced, the replacement compressor will not
be lubricated properly and will fail. Some orifice tube
systems have the tube crimped into the liquid line. The
liquid line must be replaced or an orifice tube repair kit
installed to prevent compressor failure and poor system
performance.
Replace Receiver
Drier, Accumulator &
Orifice Tube
3. Inspect/Replace the Thermostatic Expansion Valve (if equipped)

TXV inlets must be checked for debris or metal particles. Any
restrictions will lead to poor performance or compressor failure.
4. Flush the System With Approved Flush
Thermal
When the system is repaired, every inch of the refrigerant path
Expansion
should be either new or flushed. Oil acts like fly paper. It will trap
Valve
(TXV)
and hold metal debris - particularly in the evaporator. Removal of
all dirty oil and debris is essential to avoid repeat compressor failure. Newer condenser
designs are difficult, if not impossible to thoroughly clean, and in many cases must be
replaced.
5. Add the Correct Type and Amount of Oil
Oil is the lifeblood of an A/C system. Running the compressor without adequate
lubrication for even a short while will cause catastrophic damage. Unless instructed
otherwise by the compressor instruction sheet, add half the oil charge to the compressor.
On orifice tube systems, add the other half of the oil charge to the accumulator. On TXV
systems add the other half to the evaporator. Check that you are using the correct:
Oil type: PAG, Ester or Mineral
Amount
Viscosity
6. Check Compressor Clutch Air Gap Before Installation
The air gap is preset at the factory; however, it is a good
practice to double check it before mounting the unit. Incorrect
air gap will cause poor performance or noisy operation. Air
gap specs are on the instruction sheet. Check the gap at three
points around the clutch.

29
7. Proper Evacuation Time

The A/C system must be free of moisture and air to work properly. Single evaporator
systems should be evacuated for at least 45 minutes and dual evaporator systems for at
least 90 minutes. Longer evacuations produce colder duct temperatures. A warm engine
or sun-load on the vehicle will evacuation.
8. Correct Refrigerant Type and Amount
Either R-12 or R-l34a should be the only refrigerants used to maintain system integrity
and warranty. The correct amount of charge is critical for proper performance. Too little
and there will not be enough liquid refrigerant to carry the oil around the system; too
much will slug the compressor causing irreparable damage.
9. Before First Start-up, Hand-turn The Compressor Shaft at least 15 Times with the Hose
Assembly Installed
Oil and liquid refrigerant cannot be
compressed. Hand turning the
compressor shaft will clear oil and
refrigerant from the compression
area and reed valves.
10. Burnish The Clutch Assembly
This process will increase the grip
between the clutch hub and the
clutch pulley and enhance system
performance. With the engine @
2000 rpm, cycle the compressor
clutch off and on twenty times
using the A/C control switch on the
dash
Turn Compressor at Least 15 Times

by Hand Before Start-up Use
Compressor Turning Tool
11. Clutch Electrical Circuit Tests

Perform a voltage-drop test at the compressor clutch with the clutch engaged. Available
voltage should be within 1.5V of system
voltage but never less than 12V. It is always a
good practice to perform a vehicle charging
system test including a battery load test as
part of this procedure.
12. Proper Air Flow Through The Condenser And
Radiator
Inadequate airflow through the condenser and
radiator will cause excessive discharge
pressures, poor performance, and compressor
or clutch failure. Always clean the condenser
Check Fan Clutch Operation

Bearing Play, Seal Leaks

30
and radiator, check the cooling fan or fan clutch, check for air dams and radiator seals.
Check between the radiator and condenser for debris. Check the coolant level in the
radiator, as well as the radiator cap for pressure range and sealing.
13. Check for Leaks
Use an electronic leak detector or fluorescent dye to check for leaks. A leak will cause
system failure. A job that was performed perfectly in every other way can still come back
with a failed compressor if a leak goes undetected. When the refrigerant level falls too
low, there will not be enough liquid refrigerant to carry the oil around in the system and
maintain compressor lubrication.
14. Verify the Repair
Finally, when all repairs are completed, confirm the overall
integrity and efficiency of the system by performing a
Maximum Heat Load Temperature Test as described on
page 63. This will help you confirm that there are no
underlying weakness in the system that have not been detected
before you return the vehicle to the customer.
DMM with Contact
Temperature Probe

31
Lubrication
Oil is the lifeblood of the AC system. Without proper lubrication, the compressor will fail quickly.
R134a and PAG oil do not mix well. Maintaining lubrication in an R134a system is more difficult than it
was in old R12 systems. R12 and mineral oil mixed and bonded much more easily. Even in a gaseous
state, R12 still carried some oil back to the compressor.
In an R134a system, the oil is carried around the system by the liquid refrigerant. Refrigerant enters the
evaporator as a liquid and evaporates as it passes through the evaporator. As the refrigerant evaporates,
the oil tends to drop out. If the refrigerant charge level drops too low, there is not be enough liquid
refrigerant remaining to carry the oil up and out of the evaporator and back to the compressor. The oil
drops out and pools in the bottom of the evaporator. The compressor starves for oil and fails rapidly. For
this reason exact system charge level is critical for proper lubrication. Cycling Clutch Orifice Tube
(CCOT) Systems are particularly sensitive to undercharging.
Adding Oil
Add the specified capacity, type and viscosity of oil. Confirm this information from several
sources if possible.
When performing any major service work, all of the oil should be removed from the system.
Remove the compressor and accumulator / receiver drier and drain all the oil. Remove the oil
from the evaporator and condenser by flushing with the proper solvent, tool and technique (read
the section on flushing page 43).
Note: Multi-pass condensers should only be flushed to remove oil. If the compressor has suffered
catastrophic failure these condensers cannot be flushed. They should be replaced (refer to the section on
flushing).
Add half of the oil charge to the compressor and half to the accumulator or other components.
Most remanufactured compressors do not contain a full oil charge. The complete amount of
specified oil must be added to the compressor through the suction port or oil plug before
installing it on the vehicle.
Rotate the compressor shaft by hand at least fifteen times after all the hoses are attached but
before the engine is started. This moves the oil out of the compressor to avoid liquid slugging on
start up.
The old method of Oil Balancing to determine the proper amount of oil is extremely
inaccurate. There are way too many variables and unknown factors. The system should be
flushed and a complete system charge of oil installed.
About Oils
There are many different types of refrigerant oils in the Market, today. Mineral based to synthetic
blends are available with various viscosity ranges. Mineral, parafinic, Ester, and PAG oils have been
designed with certain characteristics that each compressor manufacturer has determined, through testing,
to provide the best lubrication. The table following lists the type and viscosity of each oil recommended
by each compressor manufacturer.

32
Compressor Manufacturer And Type
Oil Type and Grade for R134a Systems and

Those Retrofitted From R12
Special Notes: Virtually all R12 systems used Mineral/500 oil. Ford used a parifinic oil in the FS6
with R12. GM used a special Retrofit oil when retrofitting a V5 compressor from R12 to R134a and
when not replacing the V5 compressor.
Behr / Bosch
Rotary Type (Make sure
PAG 46
Comp will handle 134a)
Behr / Bosch
Piston Type (Make sure Comp
PAG 46
will handle 134a)
Calsonic
V5
PAG 150
Calsonic
V6
PAG 46
Chrysler
RV2
PAG 46
Chrysler
C171, A590, 6C17
PAG 46
Diesel Kiki / Zexel
DKS, DKV, DCW
PAG46
Ford
FS6, FX15, FS10, FS20, 10P,
PAG 46
10PA, HS15, HS17,
HS18, E6DH, Scroll
General Motors Harrison A6, R4, DA6, HR6,
PAG 150
HT, V5, V7, HU,
General Motors CVC, Nippondenso and Nipp.
PAG 46
Replacements
Hatachi
PAG 46
Keihin (NOTE: Some Keihin compressors are
PAG 46
not recommended to be retrofitted to R134a)
Matsushita
FX80, FX105
PAG 100
Matsushita
NL Series
PAG 100
Nihon
Be sure the compressor will
PAG 46
handle R134a
Nippondenso
6P, 10p, 10PA, 10PO8E,
PAG 46
SP127, SP134, 6E171
10S17, 10S20, 6C17,
6CA176, VS16N
Nippondenso
TV
PAG 100
Panasonic
PAG 46
Sanden
SD500 Series, SD700 Series
PAG 100
Sanden
SDV710, SDB Series, TV, TRS
PAG 46
Seiko-Seiki
PAG 100
York / Tecumseh
PAG 46
All Brands of High Voltage Compressors
HV Ester

33
Refrigerant Recovery, Recycling and Recharging

Important Note about System Charge Level: We cannot
overemphasize the importance of system charge level.
Refrigerant charge capacities have been reduced
dramatically over the years. Modern systems are designed
to provide the same level of cooling with ever-smaller
refrigerant amounts. The consequences of even an ounce or
two over or undercharged can be catastrophic. It is vital to
get the refrigerant charge level exactly right to avoid an
expensive comeback.
Undercharged
This Scroll Compressor Failed From

Lack of Lubrication The Scroll &
Rotor Are Completely Dry
R134a does not dissolve in PAG or POE oil. In an R134a

system, the oil is carried around the system by the liquid
refrigerant. Refrigerant enters the evaporator as a liquid and evaporates as it passes through the
evaporator. As the refrigerant evaporates, the oil tends to separate out. If the refrigerant charge level
drops too low, all the liquid refrigerant evaporates near the bottom of the evaporator. Now there is not
enough liquid refrigerant to carry the oil up and out of the evaporator and back to the compressor. The
oil drops out of circulation and pools in the bottom of the evaporator. The compressor starves for oil and
fails rapidly. All systems will fail from lack of lubrication but Cycling Clutch Orifice Tube (CCOT)
Systems are particularly sensitive to undercharging.
Overcharged
On the other hand, an overcharged system can have equally
serious consequences. Liquid refrigerant may exit the
evaporator and slug the compressor. Since a liquid cannot be
compressed, serious damage to the compressor can result. It
is not unusual to see a compressor case cracked open due to
liquid slugging. TXV systems are particularly sensitive to
overcharging since there is no accumulator to allow the
refrigerant to evaporate before reaching the compressor.
Note: Several manufacturers have TSBs advising of revised
refrigerant and oil capacities for some of their vehicles in an
attempt to combat premature compressor failure.

34
Cracked Case from Liquid

Slugging
Recovery
Refrigerant recovery is important for several reasons:
1. It Is Required by Law
R134a and R12 are considered greenhouse gasses that contribute to global warming. It is
illegal to vent them to the atmosphere. R12 is also an ozone depleter. These refrigerants (and
others) must be recovered and appropriately processed using approved recovery/recycling
equipment.
2. System Charge Level
If you are performing a normal maintenance AC service to recover, evacuate and recharge the
system (without opening it up), then you need to be certain that:
All the refrigerant has been completely removed from the system before
recharging it.
The amount you charge back is exactly the specified amount the system calls for.
Average system capacity has been reduced dramatically over the past 10 to 15 years. Today,
system capacities of 12 to 16 ounces (oz.) are common. A few systems are even less than that. If
a recovery machine failed to recover 2 oz. from a 12 oz. system and the shop tried to short
circuit the service process by going straight from recovery to recharge (without evacuation) a
serious overcharge could occur. When the system is charged with the specified 12 oz. it would
be about 16% overcharged. Compressor slugging with catastrophic damage could occur.
Note: This scenario would only happen in the event that the evacuation part of the service was
bypassed in other words if you went straight from recovery to recharging without evacuating
the system. Modern recovery/recycling /recharging equipment will not allow transition from
recovery to recharging when in automatic mode.
Several years ago, the Society of Automotive Engineers (SAE) recognized that existing
standards for refrigerant recovery equipment were not precise enough to meet the recovery and
charge accuracy requirements of newer vehicles with reduced charge capacities. Studies had
shown that older equipment could leave up to 30% of the refrigerant in the system during a
normal recovery operation. SAE developed a new standard, J2788, for
recovery/recycling/recharging equipment to meet the more exacting recovery and recharging
needs of reduced capacity systems. A recovery/recycling/recharging machine meeting the J2788
standard (J2810 for recovery only equipment) must recover at least 95% of the refrigerant
charge in 30 minutes or less at 70-75F ambient.
3. Quality of Recovered Refrigerant
Recovered refrigerant must be sufficiently pure and free of contamination so that it will not
affect system performance or longevity when reused. Air, particulates, old oil and other
contaminants must be removed. The key to maintaining high quality recovered refrigerant is
proper equipment maintenance and vigilance.
35
Recovered Refrigerant - Contamination

Sealer Contamination
Before connecting any equipment to a vehicle that you are unfamiliar with,
use a sealer identifier to check for the presence of sealer. Undetected sealer
can ruin your refrigerant identifier, recovery/recycling/recharging
equipment, recovered refrigerant and contaminate the next vehicles you
service. Most sealers depend on the presence of either air or moisture to
work neither of which you want in an AC system. Eventually sealers
coagulate throughout the system. Repairing a sealer-contaminated system
will usually require replacing every component in the refrigerant path.
Sealer cannot be flushed.
Sealer Detection Tool
Air Contamination
Air is a non-condensable gas at the
temperatures and pressures found in an
automotive AC system. It remains in
gaseous form throughout the system and
takes up valuable heat exchange real estate
in both the condenser and evaporator. This
reduces system performance and puts
additional strain on the compressor by
raising system pressures. Compressor noise
is often caused by air in the system. Air
also supports corrosion and chemical
deterioration in the system over time. This
can lead to leaks and other component
failures.
During both recovery and evacuation, the
AC system and the recovery/evacuation
equipment are under vacuum. Inevitably,
air will find its way into recovered
refrigerant unless preventative measures are
taken. Keeping air out of recovered
refrigerant is like trying to keep sand out of
a beach house!
Use an Air Contamination Gauge Set Attached to the

Recovery Tank Vapor Port to Confirm that Recovered
Refrigerant is Free of Air. At a Stabilized
Temperature, the Two Gauges Should Indicate the
Same Pressure. The Top Gauge Reads Actual Tank
Pressure, the Bottom Gauge Indicates what the
Pressure Would be in a Tank of Virgin Refrigerant. If
the Pressure on the Top Gauge is Higher that the
Bottom Gauge then the Refrigerant Contains Air.
Open the Vapor Valve Periodically Until the Two
Gauges Read the Same Pressure. It Can Take Up to
48 Hours to Completely Vent All the Air.
Note: Most recovery/recycling/recharging

machines have an automatic air-purge
function. However, this feature has
limitations. To check for air content these machines compare the actual pressure in the tank of recovered
refrigerant with what the pressure would be in a tank of virgin refrigerant at that temperature. If air is
present, the pressure in the recovered refrigerant will be higher. The auto air-purge function bleeds off
36
pressure in the recovery tank until the pressure in the tank is close to what it would be in a tank of pure
R134a.
However, the EPA is concerned that refrigerant should not be vented to the atmosphere. They have set
standards for acceptable air contamination in reclaimed refrigerant. The EPA considers 2% air
contamination acceptable. Compare the pressure/temperature relationship chart on page 93 for virgin
R134/R12 with the acceptable air contamination pressure/temperature chart for Reclaimed
Refrigerant Contamination on page 94. Note that at a given temperature, the acceptable pressure in a
tank of reclaimed R134a (or R12) is several PSI higher than it would be in a tank of pure refrigerant at
the same temperature. Therefore, to avoid any possibility of venting refrigerant to the atmosphere,
recovery machines typically only vent down to the higher pressure on the Reclaimed Refrigerant
Contamination chart. In effect, this means that there could be up to 2% air in your recovered
refrigerant.
The other concern with auto air-purge is time. It can take up to 48 hours for the trapped air in recovered
refrigerant to outgas completely. As the auto air-purge function vents the recovery tank pressure down to
the acceptable level, additional air will start to outgas from the refrigerant and pressure will start to
build up again. It can take up to 48 hours for all the air to outgas completely from a tank of recovered
refrigerant as the air-purge function goes through successive venting cycles. In a busy shop
environment, as equipment is moved from one vehicle to the next, there simply is not enough time for
the auto-air-purge function to vent all the air.
One solution to this issue is to use two recovery
tanks. Use one tank for recovery only until it is full.
Leave the machine on to allow the auto-purge
feature time to vent the air. When the tank is full
replace it with an empty one. Now use the stabilized
tank of recovered refrigerant with a separate
charging cylinder or scales for charging.
Rogue Refrigerant
Use a refrigerant identifier to confirm that the
vehicle you are about to recover from is not
contaminated with a rogue refrigerant. Use of
refrigerants other than R12 or R134a will void your
Recovery Recycling Only Machine
compressor warranty. A wide variety of problems
can arise with the use of other refrigerants.
They may be flammable.
Blended refrigerants can be unstable and separate into their component parts. The different
constituents may leak at different rates over time (due to different molecular sizes) causing the
refrigerant to perform unpredictably.
They may attack materials in the system.
The pressure/temperature profile will be different from R134a or R12, making diagnosis
difficult.

37
Recovery Quick Tips

Following are some tips to help you ensure that all the refrigerant is completely recovered from the
system and that your recovered refrigerant remains free of contamination:
Maintain equipment. Perform the manufactures recommended maintenance service on schedule. Pay
particular attention to the quick disconnect service couplings. They are a common source of leaks
that are not always obvious - they may hold pressure but not vacuum. They are complex components
with quite a number of internal parts, including several seals and springs. They are high wear items
as they are repeatedly connected and disconnected from the system under pressure. Replace your
machines filter regularly. J2788 machines track filter life and lock the machine down when filter is
used up.
Use Heat. Heat has a dramatic effect on the rate of refrigerant recovery from a system. Servicing air
conditioning when the ambient temperature is low, increases the length of time it takes to recover
refrigerant from the system. In addition, as recovery begins and refrigerant starts to evaporate, it
absorbs heat from its surroundings due to the latent heat of evaporation effect. This slows the
recovery process even further. This is why the accumulator or receiver drier feels cold to the touch
during recovery. If the drier still feels cold after recovery is apparently complete, then you know that
all the refrigerant has not been removed from the system. Carefully warming the drier with a heat
gun will accelerate the recovery process.
For rapid recovery, set the AC system on MAX heat and recirculate with the hood lowered. This will
warm all the underhood AC components and the evaporator.
Note: If the vehicle uses an electronic variable displacement clutchless compressor (see page 14) do not
run the engine during recovery or if the system is low on refrigerant or oil. The compressor turns all the
time the engine is running and could be damaged from lack of lubrication.
Periodically use your refrigerant identifier to check for air in your refrigerant recovery tank and also
in vehicles you have just recharged.
After the vehicle is

repaired, use tamper
resistant shrink-on or tiewrap system guards to
seal the service ports. If
the vehicle returns to you
for service and the system
guards are missing or have
been tampered with, you
know the system may
have been worked on
since you serviced it.
Shrink-on or Strap-on System Guards Help to Deter Tampering

38
System Evacuation
A thorough evacuation produces colder duct temperatures. System evacuation is necessary to remove all
air and moisture from the AC system. Air is a non-condensable gas (NCG). It remains in a gaseous state
throughout the AC system and takes up valuable heat exchange real estate in both the condenser and
evaporator. This reduces system efficiency. It also raises system head pressure, which increases
compressor stress and noise. Air also holds moisture, which creates additional problems.
Moisture creates immediate and long-term effects in the AC system. In the short term, it freezes at the
expansion device, impeding refrigerant flow and reducing performance. As the moisture freezes,
refrigerant flow is reduced and the system starts to blow warm. Now the moisture starts to thaw and
refrigerant flow increases. The cycle starts over again. Cycling back and forth from cold to warm is a
strong indication that there is moisture contamination in the system. Moisture also holds dissolved
oxygen, which can support the creation of acids and corrosive chemical activity over time. Corrosion
eventually causes leaks as it eats through the thin heat exchange surfaces of the evaporator and
condenser. Corrosion debris can restrict the expansion device and damage the compressor.
Following a good evacuation procedure will remove the
maximum amount of air and moisture from the system.
However, there are no real shortcuts. Removing moisture from
the system takes time. Moisture is removed by literally boiling
it from the system. The only way to get water to boil at shop
temperature is to reduce the pressure on it.
The two keys to rapid, effective evacuation are a deep vacuum
and heat. Refer to the Boiling Point of Water at Specific
Inches of Vacuum chart on page 96. Note that vacuum must
reach 29.4 inches of mercury (inHg) before water will boil at
60F. If you are evacuating a system on a 60F day and the
needle on the low side gauge is pointing at 29 inHg exactly,
then you are not removing any moisture from the system. 29
inHg looks good, but it is not enough on a 60F day.
Referring to the chart again, we can see that on an 80F
day, 29 inHg would be enough to evacuate the system
eventually. However, a combination of both deep
vacuum and heat are the key to rapid evacuation.
The low side gauge on a standard air-conditioning
gauge set is not an accurate enough tool for assessing
true vacuum. Differentiating between 29 inHg and 29.4
inHg is barely the width of the needle. A micron
vacuum gauge is a much more accurate tool. For
example, on a micron vacuum gauge, 29.14 inHg reads
as 20,000 microns while 29.89 inHg reads as 750
microns small changes in vacuum become much more
obvious.
Vacuum Looks Good at 29

But on a 60F Day Not Good
Enough Must to be 29.4
Use a Micron Vacuum Gauge to

Measure True Evacuation Vacuum

39
To use the micron gauge, tee it into one of the service hoses as close to one of the vehicles service ports
as possible. An ideal vacuum for automotive air-conditioning is less than 500 microns but below 750
microns is acceptable.
The key to achieving a deep vacuum is maintaining
equipment. This means changing the vacuum pump oil
frequently at the manufacturers recommended intervals.
This is usually based on hours used and could mean every
couple of weeks during a hot humid AC season. The other
weak point in evacuation equipment is usually the service
hose quick-disconnect couplings. They undergo a lot of
wear and tear as they are continuously connected and
disconnected to each system. Inevitably, they develop
leaks. Leaks are not always obvious as they may only
occur under vacuum and not under pressure. The
couplings should be serviced or replaced regularly.
Moisture Contaminated Vacuum Pump

Oil after Just a Few Hours of Service
Evacuation Time
Single evaporator systems should be evacuated for at least 45 minutes and dual evaporator system for at
least 90 minutes.
Evacuation Quick Tips
Maintain evacuation equipment.

Regularly validate the ability of your vacuum pump to
pull a deep vacuum with a micron vacuum gauge.
Use heat warm all the air-conditioning components
on the vehicle by running the engine with the hood
lowered. Also, run the heater on max recirculate with
the blower on high. This will warm the evaporator.
Warming all the AC components dramatically
accelerates both refrigerant recovery and system
evacuation.
Note: If the system uses a clutchless compressor,
(where the compressor shaft turns all the time) do not
run the engine without refrigerant or oil in the system.

40
Change Vacuum Pump Oil at

Recommended Intervals
System Charging
Exact charge level is critical refer to the note about system charge level and the consequences of under
or overcharging on page 33. System undercharging causes lack of compressor lubrication and
overcharging causes compressor slugging. In either case, catastrophic consequences can result. With
many system capacities now less than 1lb, old charging methods and equipment can easily result in a
gross under or overcharge. Just a two-ounce undercharge on a thirteen-ounce system (e.g. some Honda
Fits) amounts to a 15% error enough to cause lubrication issues.
Older equipment can be off by as much as 3 to 4 ounces on charge amount. In addition, most older
equipment does not compensate for the refrigerant that remains in the hoses after charging. This can be
significant up to about one ounce per foot of hose.
Charging Quick Tips
Use Recovery/Recycling/Recharging equipment that meets SAE J2788 specifications (see page
12). These machines are much more accurate than previous equipment and are specially designed
to take account of the reduced charge capacities of newer vehicles. They can be programmed for
the specific hose length being used on the machine.
Consider using a charging cylinder
or electronic scale for charging.
These are very accurate methods.
Another advantage of using separate
equipment is that you can improve
shop productivity. By using separate
Recovery/Recycling/Recharging
equipment, you can service three
vehicles simultaneously.
Verify and calibrate electronic
charging scales with a known
weight every week during peak AC
season.
Service hoses that have been pulled
into a vacuum during evacuation can
Use a Charging Cylinder For Improved Charge
hold four to six ounces of
Accuracy
refrigerant, depending upon hose
length and manifold design. J2788 compliant equipment automatically compensates for
refrigerant trapped in the hoses. However if you are using older equipment or a separate charging
scales or cylinder with a manifold gauge set, then you should manually compensate for the
refrigerant that remains in the hoses after normal charging. There are two ways to do this.
1. Add about one ounce per foot of service hose to the specified charge amount. If the
system specification was 20 oz. and your service hoses were four feet long, then you
would set your charging machine to charge 24 oz. of refrigerant to compensate for the
four oz. that would remain in the hoses.

41
2. An alternative method is to draw any refrigerant remaining in the hoses into the system
after the initial charge is complete. Disconnect the high side service hose from the
system. Leave the low side connected. Open the high and low side manifold valves and
run the engine with the AC on. This will draw any refrigerant remaining in the entire
service hose and gauge assembly into the low side of the system. At low side pressure (30
40 PSI) all the refrigerant in the hoses swill be in a gaseous state. There will be
virtually no refrigerant remaining in the hoses.
Let the system stabilize for several minutes before engaging the compressor clutch if liquid
refrigerant has been installed in the high side. This will eliminate the possibility of slugging the
compressor and breaking a piston or reed valve.
Charging by individual cans will usually lead to an undercharged condition due to the refrigerant
loss that occurs when each can is change. There will always be residual refrigerant left in each
can. Its only a guess, as to how much refrigerant was in the can to begin with. The other
question is, how do you determine the contents of a partial used can? Another issue to contend
with is the introduction of air into the system. Air can enter through the service hose as the cans
are changed.

42
Flushing
Note: When a system has suffered a
catastrophic compressor failure, it is essential
that when the repair is complete, every inch of
the refrigerant path is either new or flushed
this includes the evaporator.
Flushing Why Is It Necessary?
To remove the failed compressors

debris from any components that are
not being replaced.
To remove dirty oil from the system
especially from the evaporator.
A Successful Flush Requires:
Rubber Tip Cannot

Be Attached to Component
Schrader Valve Uses
Static Air Pressure. No
Momentum
Figure 1
Ineffective Flush Tool Uses Static Air
Pressure. Cannot be Attached to Component
1. A high quality flush solvent. A good

solvent should have the following properties:
Be effective at removing oil
Air Pressure
and debris.
Shut-off Valve
Regulator
It must evaporate rapidly.
Universal
Any residue remaining in
Adapter
the system can affect system
performance and cause
chemical deterioration in the
system over time.
Be chemically stable. It
must not react with or attack
materials in the system.
Be safe. Have low
Figure 2
flammability and not be a
Effective Flush Tool
health hazard.
(Shown With Evaporator
To Capture
Products such as brake cleaner, deRemoved from Vehicle
Container
greasers, carburetor cleaners, denatured
for Clarity)
alcohol, etc should not be used as flushing
agents.
2. An effective flushing tool or machine. A good flush tool should propel the flush solvent
through the component being flushed and maintain the solvent momentum throughout the flush
process. When all the flush solvent is dispensed, it should be possible to transition from flush to
air-purge without allowing airflow through the component to stop. This prevents the flush
solvent from dropping out inside the evaporator (or other component). Even a small amount of
residual solvent or dirty oil can cause rapid failure of the replacement compressor. The tool
shown in figure 2. meets these requirements by using an air pressure regulator, a shut off valve
and a universal adapter. The adapter enables a fixed connection to the component to be made.
43
This allows air-purge through the component to be continued for 30 minutes after all the flush
solvent is dispensed. Air-purge is necessary to ensure that all solvent and oil residue are
completely removed. The upgraded flush tool should be available from your parts store. A good
flush simply cannot be achieved with the tool shown in figure 1. on the previous page. The static
air charge in the can runs out before all the solvent is dispelled. The rubber tipped air blower
must be manually held to the component during the flush process not very practical. The use of
a tool like this will result in a contaminated soup of dirty oil and solvent being trapped in the
evaporator.
The very best flush results are obtained with a professional closed
loop flush machine similar to the one shown here in figure 3.
These machines allow the use of a greater volume of solvent, are
usually flow reversible and have a pulsing action to dislodge
trapped debris.
3. A Proper Flushing Technique. A good flushing process requires
using a quality solvent and flushing tool in accordance with the
manufactures instructions. For example, if you are using a tool
similar to the one shown in figure 2, you will need to ensure that a
constant supply of dry shop air or nitrogen is supplied to the flush
can. Meter about a third of the flush solvent into the evaporator
and allow it to soak for 10-15 minutes. Complete the flush at 40
PSI. When all the solvent is expelled from the can, raise the air
pressure up to 80 PSI and continue to purge air through the
component for an additional 30 minutes to dry out any residue of
solvent or oil.
Figure 3
Professional Closed
Loop Flush Machine
Quick Tips
Flat tube, multi-pass condensers

cannot be flushed they should be
replaced. The internal tubes are
extremely small. The image on the
right shows a cross-section of early
and late design condenser flat tubes
(a penny is sandwiched in-between
for size reference). The bottom
tube is typical of R134a condensers
The Internal Passages of Flat Tube Multi-pass,
until the mid 2000s. The top crossCondensers Are Extremely Small. They Are
section is the very latest design. In
Impossible to Flush After a Catastrophic Compressor
addition, the condenser header
Failure. Top Sample is the latest design.
tanks at each end are dammed in
several places forcing the
refrigerant to follow a circuitous path through the condenser flush solvent would have to
follow a similar path.

44
Hoses and lines with

inline filters or
mufflers cannot be
flushed they should
be replaced.
Lines with Inline Filters and
Accumulators and
Mufflers Cannot be Flushed
receiver/driers also
Note Pinhole that Refrigerant
cannot be flushed.
Must Pass Through
They have convoluted
internal passageways
and contain the
system desiccant the
desiccant will
Accumulators and Receiver
disintegrate on
Driers Have Convoluted
contact with flush
Internal
Passages. They Also
solvent.
Contain Desiccant Which
It is usually more
Disintegrates on Contact with
effective to flush
Flush Solvent
components
individually. Trying
Accumulator Cutaway
Receiver Drier Cutaway
to flush the entire
system at once, or
large sections of it, can result in debris being distributed to other areas of the system.
Important Note: Most compressors fail from lack of lubrication. All air-conditioning systems leak
refrigerant gradually over time. Eventually there is not enough liquid refrigerant in the system to carry
the lubrication oil up and out of the evaporator and back to the compressor. The oil drops out of
circulation and pools in the bottom of the evaporator. The compressor eventually fails.
In the weeks and months leading up to the final failure, very fine metal particles slough off the
compressor cylinder walls and pistons. These fine particles are carried throughout the system. Some will
even pass through the tiny passages in the orifice tube and TXV valve. They are finally trapped in the
oil, which has been pooling in the bottom of the evaporator. There they form a contaminated soup of
dirty oil and abrasive particles. Think valve-grinding compound! It is critical that this dirty oil is
completely flushed from the system before the compressor is replaced. If it is not, premature failure of
the replacement compressor is inevitable.
This pooled oil in the evaporator can amount to several ounces and cause additional problems. If the
compressor has failed several times already, and the old oil was not removed after each failure, the result
can be a gross overcharge of oil as new oil is added with each compressor replacement. In addition to
the abrasive damage, the compressor can also be slugged by this excess of oil. Furthermore, the excess
of oil coats the heat exchange surfaces of the evaporator and condenser reducing their efficiency.

45
Leak Checking
Hard to find refrigerant leaks are one of the more exasperating aspects of air-conditioning service and
repair. A vehicle is brought to you with a complaint of poor performance. You recover, evacuate and
recharge the system and it performs perfectly. You know the system was low on refrigerant when it
came in yet you cannot find a leak. Or, you repair a system and it comes back after a week, a month or
even a year and you find that its low on refrigerant. Yet despite your best efforts, you cannot find the
leak.
With the continuing trend toward ever-smaller system refrigerant capacities, the same leak results in a
system performance issue much more quickly than before. Being able to find small leaks has never been
more important.
Before you begin, look the system over carefully for obvious signs of a leak. On an R134a system, oil
does not always show up at the site of a leak because it does not mix well with the refrigerant. However
depending on the location and the size of the leak, there may still be some oily residue at the leak site.
In this section, we will discuss the various methods of refrigerant leak detection including some new
ones. We will also provide some tips that should make leak detection easier and more reliable,
regardless of which method you use.
Electronic Leak Detection
Electronic leak detection is probably the most common method of leak detection. It is certainly the
easiest and fastest to perform. However, it can be unreliable and ineffective if you do not follow a good
procedure. Here are some tips for a better electronic leak detection experience:
There must be some refrigerant in the system at least 50 PSI. Electronic leak checking in colder
weather will be less successful.
Perform the leak check with the engine off. Stop all airflow across the vehicle. This is extremely
important. Ideally, perform the leak check indoors with all shop fans and ventilation shut off.
This will greatly increase your success rate with electronic leak detection.
Conduct the leak-check methodically by working your way across each section of the system.
Move the probe tip at about one to two inches per second about -inch from the surface of the
line or component being checked. Verify an apparent leak at least once by blowing shop air into
the area of the suspected leak, and repeating the check of the area. In cases of very large leaks,
blowing out the area with shop air can help locate the exact position of the leak.
Oil will mask leaks. Allow the vehicle to sit for several hours before performing the leak check.
This allows the oil to drain down in the system and expose leaks. However, to check for leaks in
the very bottom of the evaporator it may be helpful to check a few minutes after system shut
down before all the oil has drained down and obscured the leak.
While waiting to perform the leak-check, park the vehicle outside in direct sunlight. This raises
low side pressure and improves your success rate in finding evaporator leaks. If you need to
bring the vehicle inside to complete the leak-check, do NOT run the AC system or the blower

46
motor. You do not want to stir up the oil or vent the evaporator case before you perform the leakcheck.
To raise static pressure in the system during colder weather, run the engine with the AC off but
with the system set on max heat recirculate. This will warm the evaporator. Turn the engine off
before performing the leak check. If you suspect an evaporator leak, wait 10 or 15 minutes to
allow some refrigerant vapors to build up in the evaporator case.
Refrigerant is heavier than air. When leak checking the evaporator, try to get the detector tip into
the bottom of the evaporator case. Removing the blower resistor block or other easily accessible
component from the side of the evaporator case may improve access. Also, check at the
evaporator drain. Alternatively, position the detector tip in the dash vent closest to the evaporator
and turn the blower on for just a second or two. This may waft refrigerant vapors by the tip of the
probe and confirm the leak.
Use a detector that meets the latest SAE specification. SAE J2791 for R134a electronic leak
detectors was issued a few years ago (see page 13). These detectors are more accurate and robust
than earlier models and less sensitive to false triggering.
Note: SAE J2913 has just been issued for electronic leak detectors designed to work with the
new refrigerant R-1234yf. Some new detectors meet both specifications and will detect both
R134a and R-1234yf. See pages 11 and 13.
There may be two or more leaks! After you find and mark the first one, complete your normal
routine for checking the entire system.
Maintain the detector by cleaning and replacing the tip filter per the manufacturers instructions.
Compressor front seal leaks can be difficult
to confirm. Try removing the belt and
placing a shower cap over the compressor
clutch and nose. Wait several minutes and
slip the detector tip into the shower cap
toward the bottom of the compressor. If it
triggers, suspect a compressor front seal
leak.
Remove the Belt and Place a Shower Cap

Over the Compressor Nose. Insert the
Detector Tip into the Cap Near the Bottom of
the Compressor to Check for Leaks

47
Hydrogen Trace Gas Leak Detection

A new leak detection method
called Hydrogen Trace Gas Leak
Detection, has recently become
available. The technique is not
new, but is just now being used
for automotive AC system leak
checking.
The technique uses an electronic
leak detector that detects the
presence of hydrogen instead of
refrigerant. Hydrogen is the
smallest and lightest discrete
Trace Gas Leak Detection Using a 5% Hydrogen/95%
particle with an atomic number of
Nitrogen Gas Mix
one. It is the first element on the
periodic table. The H2 molecule is many times smaller than the complex R134a molecule. This makes it
very effective at ferreting out even the smallest leaks.
A gas cylinder with a mix of 5% Hydrogen and 95% Nitrogen is used to charge the AC system to about
30 PSI. Although hydrogen gas is extremley flamable, it is safe at this 5% concentration in the nitrogen.
The gas mix is available from many welding supply companies.
Another advantage of this technique is that if the system is empty, you can charge the system with the
Hydrogen/Nitrogen mix and vent the gas directly to that atmosphere when the leak is identified. This
saves considerable time since the traditional technique is to charge the system with some refrigerant and
use a conventional and less accurate leak detector to check for leaks. The test charge of refrigerant must
then be recoverd from the system.
Dye Leak Testing
Leak checking with a fluorescent dye and
ultra violet (UV) light is a reliable and
effective leak detection method. However it
does have some drawbacks. You must be
able to see the point of the leak either
directly or at least indirectly by using a
mirror or borescope. Confirming evaporator
leaks can be especially challenging using
dye. Depending on the size of the leak, the
system must be run for varying lengths of
Dye Leak Detection Kit
time before the dye will show up. It can take
several days for very small leaks to become apparent. Dye is carried in the oil. If the leak is at a high
point in the system where little oil reaches, the leak may not show up at all. In addition, once an area is

48
stained, the dye must be removed with a special neutralizing fluid before you can recheck and confirm
that the leak source has been fixed.
Note: You should only use a quarter ounce of dye per system. Dye contains phosphorous which can
cause chemical deterioration in the system over time. Most dyes use oil as the carrier. Adding too much
has the same effect as adding too much oil reduced thermal efficiency, slugging etc.
Here are some tips that should make dye leak detection a little easier:
Use the pair of yellow goggles that came with the leak detection kit. They enhance the
fluorescent effect.
The wavelength at which the dye fluoresces and the wavelength of the UV light must be an exact
match for each other. You can check this by adding a small drop of dye to some test oil and then
confirming that the mixture fluoresces you need to dilute the dye because a pure sample will
usually fluoresce unless it is a complete mismatch for the UV light.
Perform the leak check in a darkened area if possible. Reducing the ambient light level will
allow the dye to stand out more easily.
Evaporator leak checking: Identifying evaporator leaks with dye is usually done indirectly since
it is not often possible to gain direct access to the evaporator. The slower the leak the longer you
will need to run the system before the leak shows up. Very slow leaks can take several days and
even longer. After the dye has been thoroughly distributed in the system by running it for at least
twenty minutes, start by shining the UV light at the evaporator drain hole or tube and look for
traces of dye.
If the leak does not show up right away, allow
the vehicle to sit for several hours. Then catch
the very first evaporator condensation drain
water in a white Styrofoam cup. Shine the UV
light in the cup and look for any traces of
fluorescence even a small spec will be strong
evidence that the evaporator is leaking. An
alternative method is to attach a long piece of
clear plastic hose to the evaporator drain.
Operate the system and allow the evaporator
condensation to run down the plastic hose.
Shine the UV light up and down the hose and
Catch the First Evaporator Condensation in
watch for tiny specs of florescence. You can
a White Cup and Shine a UV Light on it.
also try catching the evaporator condensation
Check for Traces of Dye in the Water
in a pure white cloth and shining the UV light
on it.
Try to swab the inside if the evaporator drain tube or even up into the evaporator case with an
extra long cotton bud. Shine the UV light on the bud tip and look for traces of dye.

49
A Case Study
The Vehicle:
1998 Jeep Wrangler
4.0L
144,000 Miles
This is the customers weekend fun vehicle. In the fall
of the previous year, the compressor failed on a long
road trip. From his description of the event, it most
likely seized. There was smoke and a loud squealing
noise coming from the front of the compressor. The compressor clutch was badly burned up.
The repair receipt from the other shop indicates that they replaced the accumulator, orifice tube and
serpentine belt and installed a new compressor. It also indicates that the system was flushed, evacuated
and recharged with the correct amount of refrigerant and oil.
It is now spring of the following year and the customer is stating that the same thing appears to have
happened again. The AC stopped working and the belt started squealing and smoking. There is less than
five hundred miles on the truck since the original repair.
An underhood inspection easily reveals the immediate cause of the problem. There is a huge chunk
missing from the side of the compressor case. Both the compressor and accumulator look new but there
is evidence that the clutch is burned up.
\
Evaluation
Apart from the obviously broken compressor,
there is no immediate indication of what
caused either the original or the replacement
compressor to fail. The engine is not
overheating and the fan clutch is operating
normally. There are many possibilities. The
same undetected root cause may have caused
both failures. Or, perhaps the shop that
installed the replacement compressor did not
follow a good repair procedure which caused
the second compressor to fail. At this point,
the only option is to replace the compressor
again, but this shop wants to be certain that
they get it right this time!
New Compressor - Burned Up Clutch, Cracked Case
By following a thorough, step by step repair process and performing additional diagnostics when the
system is operational again, the underlying cause of the failure should be revealed.

50
The technician knows that at least two compressors have failed catastrophically on this truck. Metallic
debris from these failures will be trapped in the condenser, which he notes has not been changed. He
also considers how the original compressor might have failed:
One of the most common causes of compressor failure is lack of regular maintenance. All airconditioning systems leak refrigerant gradually over time. This truck uses spring lock hose couplings
which are especially prone to leak. Eventually there is not enough liquid refrigerant in the system to
carry the oil up and out of the evaporator and back to the compressor, to keep it lubricated. The oil drops
out of circulation and pools in the bottom of the evaporator. In the weeks and months leading up to the
final failure, very fine metal particles slough off the compressor cylinder walls and pistons. These fine
particles are carried throughout the system. Some will even pass through the tiny passage in the orifice
tube. They are finally trapped in the oil, which has been pooling in the bottom of the evaporator and
form a contaminated soup of dirty oil and abrasive particles. Think valve-grinding compound!
If this contaminated oil is not removed, it will be pushed out of the evaporator and straight to the
compressor when the system is repaired and the full charge of refrigerant added. The replacement
compressor inevitably fails prematurely. In addition, if the specified amount of oil has been added to the
system, the result will be too much oil in the system since the new oil will be added to the dirty oil that
has not been flushed from the evaporator.
Taking all these factors into account, if this job is to turn out right, the technician knows that at a
minimum he will need to:
Replace the compressor.
Replace the condenser.
Replace the orifice tube.
Replace the accumulator although it is almost new it will contain several ounces of
contaminated oil.
He will also need to thoroughly flush any component that is not being replaced.
Replace all system seals including the spring lock coupling O rings.
The Repair
He begins by flushing the evaporator. He uses a
flush can with an air regulator and a universal
adapter attached to the evaporator outlet. This
enables a much more effective flush than just using
the can with a static air charge and a rubber tipped
blower. The flush pressure is set at 40 PSI. When
the can is empty, he raises the air pressure to 80 PSI
and continues to air purge the evaporator for 30
minutes to dry out any remaining solvent or oil
residue. He saves the evaporator flush waste and
filters it through a clean white cloth. The flush
Universal Flush Adapter
Flushing the Evaporator

51
waste has a very oily consistency. It is black and heavily contaminated with flecks of tiny metallic
particles in suspension.
Note: The technician used a highly evaporative non-oil based flush solvent. The oily consistency of the
flush waste indicates that there was a substantial amount of dirty oil trapped in the evaporator.
If this had been allowed to circulate in the
system, the third compressor would also have
failed prematurely.
More Evidence of Contamination

A cotton bud wiped inside one of the lines
shows a lot of contamination.
Abrasive Particles in the Evaporator Flush Waste
Hose Joint Is Leaking and Rotates When Twisted

One of the suction/discharge hose assembly crimp joints
shows faint evidence of leaking and it rotates easily back
and forth when twisted by hand. The technician also
notices that the male end of the hose assembly spring
lock hose coupling is a very loose fit in the evaporator
outlet and that the hose exterior is badly deteriorated in
several places. He
replaces the hose
assembly.
New Suction/Discharge &

Liquid Line Hose Assembly
Very Little, Very Black Oil Is Drained

From the Condenser
Next, he removes the old condenser and drains it. There is barely any
oil in it most of the oil was trapped in the evaporator. This is strong
evidence that the system was probably undercharged. There was not
enough liquid refrigerant to carry the oil around the system. What
little oil is recovered from the condenser is jet black. This is a flat tube

52
multi-pass condenser with

tiny internal passageways.
After a catastrophic failure,
debris from the failed
compressor will be trapped
in the passages. It cannot
be flushed.
The compressor is replaced
with a remanufactured unit.
The condenser, orifice
tube, accumulator and hose
assembly are also replaced.
8oz of PAG 100 oil are
added 4oz in the
compressor and 4oz in the
accumulator. He also adds
a of fluorescent dye.
The Flat Tube Multi-pass Condenser is Replaced It Cannot
be Flushed after a Catastrophic Compressor Failure
Checking Clutch Voltage
Leak Checking the System

With the compressor mounted and the hoses connected,
he turns it through 15 revolutions by hand to move the
oil out into the discharge line. This prevents slugging on start up.
The system is evacuated and charged with 20oz of R134a. The truck is run for several minutes to
stabilize the system.
The technician checks the voltage drop across the compressor clutch it is 13 volts, which is acceptable.
Finally, he carefully leak checks the system. All the evidence suggests that the original failures were
both due to low on refrigerant charge. He believes he has found the leak by replacing the leaking hose
assembly; however, it would not be unusual for a system to have more than one leak. Refer to the
section on leak checking for more tips on finding hard to find leaks.

53
Temperature Testing the System

The system is blowing cold duct air.
However, before returning the truck to the
customer, the technician wants to confirm
that the overall AC system is operating at
maximum efficiency that there is no
underlying weakness in the system that
might result in a comeback or another
premature compressor failure. A powerful
tool to perform this evaluation and identify
hidden weaknesses is a Maximum Heat
Load Temperature Test. The complete
Maximum Heat Load Temperature Test
procedure and how to interpret the results is
described starting on page 63.
1998 Jeep Wrangler Temperature Test Results

RESULT Specification
Condenser Inlet
146F
Min 20F
Condenser Outlet
116F
Max 50F
Difference
30F
Pass
System
Evaporator Inlet
Evaporator Outlet
Difference
-1F
Pass
The test results indicate that this system is in

30 or More
Ambient Air Temp
95
balance and operating efficiently. In
particular, on this orifice tube type system,
Duct Air Temp
57
the negligible temperature difference across
Difference
38
Pass
the evaporator confirms that the system is
properly charged with enough liquid refrigerant exiting the evaporator to carry lubrication back to the
compressor.
Conclusion
Considering the amount of contaminated oil recovered from this evaporator and only the small amount
recovered from the old condenser, the compressor failure most likely occurred because of a low charge
on both occasions. The low charge was most likely caused by the leaking hose joint and lack of regular
maintenance. In addition, judging from the condition and the amount of oil recovered from the
evaporator we suspect that the system was not properly flushed after the original failure.
Quick Tip
After a catastrophic compressor failure, contaminated oil will be trapped in the evaporator. It is
very important that this contaminated oil be completely flushed from the evaporator using an
effective technique. If it is not, premature catastrophic failure of the replacement compressor is
almost inevitable. Refer to the section on flushing for more flushing tips.
Exact system charge is critical:

o Insufficient charge results in oil being trapped in the evaporator and lack of lubrication.
o Overcharging can result in compressor slugging with irreparable compressor damage.

54
A Case Study
The Vehicle:
2001 Ford F150
5.4L VIN L
215,000 Miles
She says that on hot days, in stop/go traffic, the AC
is not as cold as it used to be. She says it appears to
work fine on the highway.
Evaluation
Both Low and High Side Pressures Are Very High at Idle
The ambient temperature when the technician checks the truck

is 95F. A test ride confirms the customers complaint the
AC works OK at cruise but at idle, the duct temperature creeps
up to almost 60F even with the AC set on MAX, Recirculate.
He connects his service equipment to the vehicle service ports
and finds that both high and low side pressures are very high
at idle. The high side pressure is about 410 PSI and the low
side is about 60 PSI. However, when he raises the engine
speed to 2500 RPM, both high and low side pressures drop
into the normal range and the duct temperature also drops.
The Engine Is Not Overheating
55
Direction
If system pressures drop when engine RPM is raised and the duct temperature also improves this is often
an indication of an air flow problem across the condenser.
Some basic checks however, do not reveal an obvious problem. While there is some debris on the front
of the condenser, it really does not appear to be sufficient to cause this problem. In addition, the engine
does not appear to be overheating. The temperature gauge is in the normal range, the cooling fan appears
to be operating at full speed, there are no obvious fan clutch issues and there are no missing fan shrouds
or seals. The technician makes one last check.
Diagnosis
He removes the header panel that covers the gap between the condenser and the radiator.
The photo below shows what he found - almost the entire front of the radiator is covered with a blanket
of fine debris. The technician removes the debris using shop air and a garden hose. With the radiator
clean, system pressures fall into the normal range and duct temperature also drops.
After Cleaning System Pressures

Fall Into the Normal Range
A Blanket of Fine Debris

Covers the Front of the
Radiator
At this time it looks like this one is fixed pressures are normal and duct temperature (doors closed,
MAX AC, Recirculate) is now 50F. However, before returning the vehicle to the customer the
technician decides to perform a Maximum Heat Load Temperature test to confirm that the entire AC
system is performing efficiently and that there is no other problem that may still be undetected.

56
Maximum Heat Load Temperature Test Results
Condenser Temperature Drop = 42 F.
Result: PASS the drop should be between 20 and 50 F.

However, the technician notes that the drop is slightly higher
than he normally sees on this type of vehicle.
Ambient to center duct difference = 31 F.
Result: PASS - the drop must be greater than 30 F.

Evaporator inlet to outlet temperature difference = plus
9.5 F.
Result: FAIL - the drop should be between plus or minus 5F.
Duct Temperature After

Cleaning the Condenser
Note: Refer to page 63 for detailed instructions and explanation

on performing a Maximum Heat Load Temperature test.
Although the system is now performing acceptably, the large temperature increase from the evaporator
inlet to the outlet suggests that the system may be undercharged. The technician also checks the
compressor case temperature and notes that it is 166 F. Although there is no absolute specification for
compressor case temperature, he knows from experience that it is higher than he usually sees on this
type of truck under similar conditions. Elevated compressor case temperature can also often indicate a
compressor lubrication issue due to a low charge condition. The technician decides to recover, evacuate
and recharge the system with the correct amount of refrigerant.
He recovers only 28 oz. of refrigerant the correct capacity is 33 oz. After evacuation he charges the
system with the correct amount and repeats the maximum heat load temperature test. Here are the
results:
Maximum Heat Load Temperature Test After Evacuate and Recharge
Condenser Temperature Drop = 28 F.
Result: PASS.
Ambient to center duct difference = 35 F.
Result: PASS.
Evaporator inlet to outlet temperature difference = minus 2.5 F.
Result: PASS.
Conclusion
This vehicle had two separate air-conditioning system related issues. Excessive debris on the radiator
was causing an airflow problem through the condenser, yet was not severe enough to cause the vehicle
to overheat. The system was also undercharged by about 15%. Cleaning the radiator restored airconditioning performance to an acceptable level. However if the technician had not performed additional
testing to uncover the undercharged condition, it might have gone undetected. In fact a slight

57
undercharge may result in slightly colder duct temperature! The problem is that an undercharged system
does not have enough liquid refrigerant in the evaporator to carry the oil back to the compressor. If the
undercharge is not corrected, premature compressor failure from lack of lubrication can result.
By the time a vehicle arrives in your shop with an air conditioning complaint, there may in fact be more
than one failure contributing to the problem. If you find a problem and make a repair that restores the
system to acceptable performance, dont assume that the system is completely fixed. It is a good idea to
also perform a Maximum Heat Load Temperature Test to confirm that the entire system is operating
efficiently before returning the vehicle to the customer.
Quick Tip
Develop a habit of checking compressor case temperature during a maximum heat load temperature test.
If the case temperature is higher that you normally expect to see on a particular vehicle then suspect a
compressor lubrication issue, even if the system is performing adequately. Although there is no general
specification that covers all vehicles, you will acquire a feel for what is typical on common compressor
types and vehicle platforms that you work on. If the underlying problem that is causing the elevated
temperature is not corrected, then premature compressor failure may result.
Measuring Compressor Case

Temperature

58
A Case Study
The Vehicle:
2001 Chevy Tahoe With Rear AC
5.3L
140,000 Miles
The rear AC started getting warm about a month
ago. Two days ago, there was a loud explosion
under the hood and the AC stopped working
completely.
Evaluation
The technician quickly determines that the compressor has
seized and that the high-pressure cutout switch has popped
out of the compressor. Obviously the pressure got pretty
high before the compressor finally failed.
The technician has heard stories about problems with GM
dual evaporator systems on some full size trucks. He
decides to replace the compressor, the orifice tube, the rear
TXV and the accumulator.
When the orifice tube and TXV are removed, there is lots of
debris and contamination obvious on both.
The High Pressure Cut-out Switch Is
Popped Out of the Compressor
Debris from
Rear TXV
The Orifice Tube & TXV Are Badly

Contaminated
The Repair
Flush Can with Air

Regulator and Universal
Adapter
The technician flushed the system thoroughly using a flush can with
an air regulator and a universal adapter attached to the individual
components being flushed. The compressor, orifice tube, rear TXV and the accumulator are replaced.

59
He also replaced the serpentine belt tensioner and the belt. The truck has 140K miles on it and these
components are often damaged when the compressor seizes and the tensioner repeatedly bottoms out in
its travel due to the excessive loading from high head pressures and seizing compressor.
The system is evacuated and charged with the correct amount of oil and refrigerant (48oz of R134a and
11oz of PAG 46 oil).
The system is performing well and there is no evidence of any leaks. The truck is returned to the
customer.
Aftermath
After several days, the customer returns. The rear AC has started
blowing warm again. The front AC is still working fine. System
pressures are normal but the technician notes that the rear evaporator
outlet line is about 65F. On a TXV system, if low side pressure is
low to normal yet the evaporator outlet temperature is high, it often
indicates that the TXV is restricted or not metering enough refrigerant
into the evaporator. In other words, there is excessive superheating in
the evaporator.
The technician recovers all the refrigerant from the system. He
recovers approximately the full system charge which suggests that the
system does not have a leak. He removes the rear TXV which was
just replaced new, and finds that it is completely clogged.
Debris
The Solution
The technician calls a techline. They advise him that this is a common
problem on this type of system and that he should install an inline
filter in the refrigerant liquid line before the rear TXV. He cuts the
liquid line just before the rear TXV and installs a filter.
The TXV Is Clogged for the

Second Time
Dual Evaporator Quick Tips

Dual evaporator GM vehicles that use an
orifice tube in the front and a TXV in the
rear suffer from several inherent
weaknesses:
These systems do not use a

receiver drier, which would
normally filter debris from the
refrigerant before it reaches the
TXV. This makes the rear TXV
particularly prone to clogging.
Even small amounts of debris from
normal compressor wear over time
can eventually clog the TXV on
this design system.
Inline Filter Installed Before Rear TXV

60
After a catastrophic compressor failure on a dual evaporator system with an orifice tube in the
front and a TXV in the rear, it is recommended to install an inline filter in the liquid line before
the TXV. Unless a professional closed loop flush machine is used, some stray particles can
remain in the long lines of dual evaporator systems. This debris will eventually find its way back
to the rear TXV and restrict it if a filter is not installed.
Another problem with this design is that the suction line from the rear evaporator returns
directly to the compressor. It is not routed through the accumulator. If any liquid refrigerant
(from say a slight overcharge) or oil passes through the rear evaporator, it will go directly to the
compressor causing slugging and possible catastrophic damage.
On the other hand, if the system is undercharged, oil can start pooling in both evaporators
resulting in no lubrication to the compressor. For these reasons, it is critical that the refrigerant
and oil charge levels be exact on these systems.
During prolonged low heat load conditions on the rear evaporator (e.g. when the rear blower is
off or set on low), the refrigerant flow through the evaporator is greatly reduced. This can result
in insufficient refrigerant flow through the evaporator to carry oil back to the compressor and
can lead to premature compressor failure
from lack of lubrication.
Difference Between
Another issue is that the metal band that
Center Duct
straps the TXV sensing bulb to the
and Ambient Air
evaporator outlet can corrode through and
Temperature
leave the sensing bulb flapping in the breeze.
Should be Greater than
The TXV interprets this as increased heat
30F
Duct & Ambient
load and increases refrigerant flow through
Here It Is 43F
Temperature
the evaporator to compensate. This can also
result in liquid refrigerant slugging the
compressor.
TEMPERATURE TESTING THE SYSTEM

Testing the Front Evaporator
After the inline filter has been installed, the system
recharged, and leak checked again the technician
performs a maximum heat load test to confirm that
there is no underlying weakness in the system that
might result in a comeback.
Temperature
Probes
The Maximum Heat Load Temperature Test

procedure starts on page 63 and describes in detail
how to temperature test dual evaporator systems
and interpret the results starting on page 68.
Front Evaporator Temperature Test
On this dual evaporator system with an orifice tube in the front, a slight temperature drop of about 2F
between the evaporator inlet and outlet is ideal but +/-5F is acceptable. It is -3.8F, which is within the
acceptable range.

61
Note: A slight temperature drop between the evaporator

inlet and outlet is confirmation that some liquid
refrigerant is exiting the evaporator and continuing to
evaporate. A slight excess of liquid is necessary to
ensure that oil circulation in the system is maintained.
Temperature
Probes
Testing the Rear Evaporator

On many TXV systems, it is not possible to easily take
the evaporator inlet temperature reading as the TXV is
inside the evaporator case. However, in this instance,
since the technician had already gained access to the rear
evaporator to replace the TXV, it was easy to check both
the evaporator inlet and outlet temperatures.
Temperature Testing the Rear Evaporator
The test results indicate that this system is now in

balance and operating
2001 Chevy Tahoe Dual Evaporator OT/TXV
efficiently. There is a slight
Temperature Test Results
temperature increase from the
Condenser Test
Result
Specification
evaporator inlet to the outlet.
On a TXV system, some
Condenser Inlet
186F
Min 20F
superheating is necessary to
prevent liquid refrigerant from
Max 50F
Condenser Outlet
148F
passing through the evaporator
Difference
38F
Pass
and slugging the compressor.
When it is not possible to
access the evaporator inlet to
take a temperature reading, an
alternative is to compare the
duct air temperature reading to
the evaporator outlet
temperature. The evaporator
outlet temperature should not
be more that 10F warmer than
the duct air.
Front Evaporator Test
+/- 5F Acceptable
Fr. Evaporator Inlet
52.7F
-2F Ideal on Dual
Fr. Evaporator Outlet
48.9F
Evaporator System
Difference
-3.8F
Pass
Rear Evaporator Test

Rr. Evaporator Inlet
52.1F
Rr. Evaporator
54.5F
Difference
+2.4F
Pass
Outlet Should be
+2F
To
+10F Warmer than
Inlet
Ambient/Duct Air
Ambient
100.8F
Center Duct Air Temp
57.8F
Difference
43F
System Pressures
Pass
Low Side 40 PSI High Side 235 PSI

62
Duct Should be 30F

or More Colder
than Ambient
REFERENCE MATERIAL
Maximum Heat Load Temperature Testing
(Differential Temperature Testing)
The Concept
Maximum Heat Load Temperature Testing is a powerful air-conditioning diagnostic and evaluation
technique. It is also sometimes called Differential Temperature Testing. During the test, the A/C
system is placed under maximum stress (heat load) and a series of temperature measurements are taken
at specific points in the system. By testing the system under stress, any underlying weakness in the
system is much more likely to be revealed. The results of the temperature measurements are compared
to expected values. If any of the results are out of range, three easy-to-follow diagnostic flow charts
provide clear diagnostic direction as to the most likely cause of the problem.
Temperature testing allows us to evaluate the performance of each individual component in the system
and check if it is operating at peak efficiency - to see, for example, if the condenser and evaporator are
maximizing heat exchange.
Temperature testing has several advantages over
traditional OE system performance testing:
The system is tested under maximum stress

at idle with the doors open. This setup
creates the greatest demand on the entire
system. An underlying weakness is much
more likely to be exposed.
Unlike performance testing, temperature
testing uses the same basic vehicle setup and
test parameters for all vehicles.
The Maximum Heat Load Temperature
Three simple diagnostic flow charts provide
Test Is Performed Outside, In Direct
specific direction on the most likely cause of
Sunlight with Doors & Windows Open
the problem.
You can return the vehicle to the customer
with confidence that the entire system is operating efficiently and will be unlikely to suffer a
premature compressor failure or comeback.
You can use the test both as a diagnostic tool to determine the root cause of a system problem, or
to confirm that the system is truly fixed and operating at peak efficiency.
To get the most use out of temperature testing, it is helpful to understand the basic physics of
refrigeration - particularly the concepts of latent heat of evaporation and superheating and latent heat
of condensation and sub-cooling. However, it is not necessary to understand all these concepts to use
the technique effectively. To use temperature testing, all you need to do is take the temperature
measurements and refer to the appropriate diagnostic flow chart A, B or C on pages 72-74. The flow
charts will provide good diagnostic direction on the most likely cause of the problem.
On a CCOT system with a fixed displacement compressor, a maximum heat load temperature test can
help you determine the following conditions:
63
1. That the A/C system is operating at maximum efficiency and if it is not then what is the most
likely cause of the underlying problem.
2. That the system is charged with the right amount of refrigerant.
On a TXV system or a system that uses a variable displacement compressor, the heat load test can
provide the following information:
1. That the A/C system is operating at maximum efficiency and if it is not what is the most likely
cause of the lack of performance.
2. It can provide some indication of a possible system undercharge or overcharge but not with the
same accuracy as on a CCOT system. TXV and variable displacement compressor systems have
a feedback component. These systems will try to compensate for an under or overcharge by
adjusting the refrigerant flow rate in the system and mask the under or overcharge condition.
However, if the system is known to be correctly charged, the temperature test results will expose
an underlying weakness in the system and the diagnostic flow charts will point to the most likely
underlying cause of the problem.
We have developed a set of temperature testing parameters that are the same for just about any
automotive A/C system that you would work on. There are only a few minor variations to take account
of basic system design differences (i.e. whether it is a Cycling Clutch Orifice Tube (CCOT), Thermal
Expansion Valve (TXV) or a single or a dual evaporator system.
Following is the temperature testing procedure for a single evaporator CCOT system. Later we will
explain the methods for testing TXV and dual evaporator systems.
Maximum Heat Load Temperature Test CCOT Single Evaporator System
This test is designed to place the AC system under a maximum heat load condition. By monitoring the
system temperatures and pressures under the parameters listed below, you will be able to identify
marginal or failed system components, and the efficiency of the heat exchange process.
Bring the engine up to full working temperature with the A/C on.
The test requires a heat load on the system. Place the vehicle outside in direct sunlight. Ideally
the ambient temperature should be 79F or higher. (Later, we will describe methods of
generating heat load during low temperature conditions).
Set the AC controls to max cold and recirculating air.
Open all doors and windows.
Set blower speed to high position.
Allow System to stabilize (operate at idle for at least five minutes).
Now take the temperature readings in each of the three tests below. When you have recorded all your
temperature readings find the temperature difference between the two readings taken in each of the tests.
You will end up with a single temperature number for each test. We call them the three Ds or
differences.
1. Condenser Sub-cooling Test. Measure and record the temperatures of the condenser inlet and
outlet lines as close to the condenser as possible.
2. Ambient to Duct Air Test. Measure and record the air temperatures at the center AC duct and
the ambient air about one foot in front of the condenser.
3. Evaporator Superheat Test. Measure and record the temperature of the evaporator inlet and
outlet lines on CCOT / FFOT systems.
64
Note: Refer to the temperature testing worksheets in the reference material section at the end of the
book. Make copies of these worksheets and use them to record the temperature readings for the system
you are working on.
Following Are Testing Specifications for an efficiently operating CCOT A/C system:
1. Condenser Sub-cooling Test. The difference between the condenser inlet and outlet line should
be between 20F and 50F.
2. Ambient to Duct Air Test. Duct air temperature should be at least 30F lower than ambient air
temperature measured about a foot in front of the condenser.
3. Evaporator Superheat Test. Ideally there should be no temperature difference between the
evaporator inlet and outlet. 0F difference is ideal, however, a temperature increase or decrease
of up to 5F across the evaporator is acceptable. On a CCOT system, an evaporator superheat
reading within this specification is confirmation that the system is correctly charged.
Now take the numbers recorded in each of the three tests and refer to the appropriate temperature
diagnostic chart A B or C on pages 72-74 in the reference material section at the end of the book.
Use these diagnostic flow charts to confirm that the system is operating efficiently or to help you
determine the likely cause of any problems in the system.
Note: The duct temperature reading that you get during the maximum heat load temperature test is likely
to be quite a bit higher than you would get during a system performance test or during normal A/C
operation. Remember you are performing the test with the doors open, outside on a warm day! The
important number is the difference between ambient temperature and duct temperature. For example, if
the ambient temperature is 95F and the center duct temperature is 60F, then the ambient to duct air
difference is 35F. This is acceptable. The difference is 5F greater that the minimum specification of
30F. Because the system can create at least a 30F difference between ambient and duct temperature,
we know that it has more than enough capacity to reduce the cabin temperature to an acceptable level
when the doors are closed.
Important Notes about Taking the Temperature Readings
Temperature Testing
Tools:
For your diagnostic results to
be reliable, it is extremely
important that the
temperature readings are
accurate. You will need a
good contact type pyrometer
or dedicated temperaturetesting tool, similar to the
ones shown here.
DMM with Fluke

Temperature Probe Adapter
CPS Temp Seeker

Dedicated Temperature and
Humidity Testing Tool
Taking the Temperature Readings:
When taking the evaporator and condenser inlet and outlet line readings, be sure to make firm,
direct metal contact with the line being measured. If necessary, scrape away paint or any
accumulated corrosion or dirt from the line. Paint can throw the temperature reading off by as

65
much as 20 - 30F. If you are using an alligator type clip-on probe, rotate it back and forth on the
line to be sure it is making firm contact. If you use a Fluke style adapter like the one shown here,
hold the probe as perpendicular to the line as possible and keep firm pressure on it.
Use a probe with a narrow tip. Limited contact area can be a problem if the temperature probe tip
is too big. Some vehicles use a very short evaporator outlet pipe between the evaporator case and
the accumulator nut. In some cases, only 3/16 of an inch is available for the probe to make
contact. Taking readings on flange nuts will skew the actual temperature by more than 20F.
Take the readings as close in as possible to the condenser and the evaporator.
Gaining access to the outlet side of the orifice tube can be difficult on some applications. Some
GM light truck applications place the outlet tip of the orifice tube just inside the evaporator case.
You can gain access to the pipe by cutting a small section of the case away with a hot knife.
When you are finished, seal the area with permagum or insulation tape.
About Infrared Thermometers: We are

often asked if infrared thermometers can
be used to perform heat load temperature
testing. They CANNOT. The infrared
beam spreads much too wide to take the
pinpoint readings necessary. The laser is
just a pointer it does not represent the
infrared beam. For example, in the images
shown here, an infrared thermometer and a
contact type temperature probe are being
used to measure the temperature of a
There Appears to be a 30 F Difference between
heated refrigerant charging cylinder at the
the Bare Metal and Painted Surfaces In Fact They
exact same temperature. Half of the
are Both at the Same Temperature
cylinder is bare
aluminum while
the other half is
painted black. You
can clearly see that
Heated
the contact probe
Refrigerant
readings are within
Charging
a few degrees of
Cylinder
each other
regardless of
Temperature of Bare Metal and Painted Surface of
whether they are
Heated Charging Cylinder Measured with Contact
taken on the bare
Probe Only Few Degrees of Temperature Difference
metal or painted
surfaces. (Note: that the paint does make a slight difference). However, when the same readings are
taken with an infrared thermometer there is a discrepancy of 30F between two readings! Even though
the contact probe confirms that in fact, the two surfaces are about the same temperature. This is why
infrared thermometers cannot be used for heat load temperature testing.

66
Nevertheless, an infrared thermometer can still be a useful tool. It can be

used to check relative temperature differences for example scanning back
and forth across the front of the condenser checking for restrictions.
Temperature Testing TXV Systems
The vehicle set up for temperature testing a TXV system is identical to a
CCOT system.
The Condenser Sub-cooling and Ambient to Duct Air tests are also
the same.
The only difference is in performing the Evaporator Superheat test.
Note: TXV systems use a receiver in the liquid line instead of an
Infrared Thermometer
accumulator in the suction line. On a CCOT system, the accumulator acts
as a liquid/vapor separator to prevent any liquid refrigerant from returning to the compressor and
slugging it. A TXV system does not have this protection. It is critical that no liquid refrigerant exits the
evaporator on a TXV system. The liquid would go straight to the compressor and likely cause
catastrophic damage. Therefore, a small amount of evaporator superheating is essential on a TXV
system to ensure all the refrigerant is evaporated before it reaches the compressor.
The temperature sensing element of a TXV is constantly measuring evaporator outlet temperature and
adjusting the metering of refrigerant into the evaporator to control evaporator superheat.
Evaporator Superheat Test on a TXV System
There are two methods of checking evaporator superheat on a TXV system.
Direct Measurement. Just as you would on an orifice tube system, simply check the evaporator
inlet and outlet temperature. On a typical TXV system, evaporator outlet temperature will be
between +2F and +10F warmer than the inlet during a heat load temperature test. A few may
be slightly higher than this. The actual value depends on the specific superheat rating of the TXV
itself. Each TXV is matched to the evaporator and system it is installed in. The specific
superheat rating can usually be obtained from the manufacturers website or catalog.
Be sure to check the TXV inlet temperature on the evaporator side of the TXV. This is where a
problem can arise. The TXV is usually located inside the evaporator case and it may not be
possible to take a direct inlet temperature reading on the evaporator side of the valve. In this
case, you will need to perform an indirect measurement of evaporator superheat.
Indirect Measurement. If you cannot take a direct measurement of evaporator inlet temperature
then it is still possible to infer evaporator superheat indirectly. Compare center duct air
temperature with evaporator outlet (suction line) temperature. As a general rule, evaporator
outlet temperature should not be more than 10F warmer than duct air temperature. Think of it
this way: if the evaporator outlet temperature was 65F and duct air temperature was 50F during
a heat load test, you would know that there is at least 15F of superheating taking place in the
evaporator. Some part of the evaporator (close to the inlet) is cold enough to cool the duct air to
50F, yet by the time the refrigerant leaves the evaporator the temperature has increased by at
least 15F. A disadvantage of this test is that there may be a greater amount of superheating
taking place than the 15F indicated by the test. We are assuming that evaporator inlet
temperature is close to the duct air temperature of 50F. Of course, an air door problem in the

67
dash, or a leaking evaporator case seal could allow warmer air to leak into the airflow before the
duct; the evaporator inlet could in fact be quite a bit colder than the duct air. This would mean
that the evaporator superheating is actually more that the 15F we have estimated. If duct air and
evaporator outlet temperature were within 10F of each other, we could be misled into thinking
that evaporator superheating was within the normal range. However, if this were the case, the
Ambient to Duct Air test reading would almost certainly be less than 30F, which would at
least let us know that there is still a problem in the system.
Temperature Testing Dual Evaporator Systems
Temperature testing dual evaporator systems is very similar to testing single evaporator systems with
just a few minor additional steps.
A few points to note about testing dual evaporator systems:
Most dual evaporator systems use the same compressor and condenser as the single evaporator
model of the same vehicle. This means that the system has to work harder to handle the added
heat load of the second evaporator. Both high and low side pressures will be slightly higher on
the dual evaporator version of the same system.
Dual evaporator systems may use all TXVs, all orifices tubes or a combination of both as
follows:
o Front Orifice Tube/Rear TXV (OT/TXV)
o Front TXV/Rear TXV (TXV/TXV)
o Front and Rear Orifice Tube (OT/OT) (not very many)
You need to know what your system has as it will affect you testing procedure slightly.
Maximum Heat Load Temperature Test OT/TXV Dual Evaporator System

Vehicle Setup
The vehicle set up is virtually identical to a single evaporator setup except as noted.
Bring the engine up to full working temperature with the A/C on.
Place the vehicle outside in direct sunlight.
Set both front and rear the AC controls to max cold and recirculating air.
Open all doors and windows
o Note: Also open the rear door or hatch.
Set front blower speed to high position
o Note: set the rear blower to low speed only. This is because the total heat load on the
system with both blowers on high can exceed the design capacity of the system and cause
temperature and pressure readings to be erratic.
Allow System to stabilize (operate at idle for at least five minutes).
Now take the temperature readings in each of the three tests below. The condenser sub-cooling test is the
same as for a single evaporator system. When you have recorded all your temperature readings, find the
temperature difference between the two readings taken in each of the tests. You will end up with a single
temperature number for each test. We call them the three Ds or differences.
Testing Procedure:

68
1. Condenser Sub-cooling Test: Measure and record the temperatures of the condenser inlet and
outlet lines as close to the condenser as possible.
2. Ambient to Duct Air Test Front and Rear: Measure and record the air temperatures at the
center front and rear AC ducts and the ambient air temperature about one foot in front of the
condenser.
3. Evaporator Superheat Test:
o Front Evaporator - OT: Measure and record the front evaporator inlet and outlet
temperature.
o Rear Evaporator TXV:
Direct Measurement: Measure and record the rear evaporator inlet and outlet
temperature as described previously for a single evaporator system under the
heading Direct Measurement on page 63.
Indirect Measurement: If it is not possible to access the rear evaporator inlet
line to take the temperature reading, use the indirect method described for a single
evaporator system under the heading Indirect Measurement on page 67.
Temperature Testing Specifications for an efficiently operating OT/TXV dual evaporator System:
1. Condenser Sub-cooling Test. The difference between the condenser inlet and outlet line should
be between 20F and 50F t he same as for single evaporator systems.
2. Ambient to Duct Air Test. Both front and rear duct air temperature should be at least 30F
lower than ambient air temperature measured about a foot in front of the condenser - same as for
single evaporator systems.
3. Evaporator Superheat Test:
o Front Evaporator - OT: -2F ideal, 5F acceptable. The acceptable range ( 5F) is
the same as for a single evaporator system but the ideal is -2F instead of 0F. A slightly
negative temperature drop across the front evaporator on an OT/TXV dual evaporator
system is preferred as it indicates a slight reserve of liquid refrigerant to handle the heat
load of a dual system under extreme conditions.
o Rear Evaporator TXV:
Direct Measurement: Same as for a single TXV system - evaporator outlet
temperature will be between +2F and+ 10F warmer than the inlet during a heat
load temperature test. It depends on the superheat setting of the specific TXV
valve. Refer to the specifications under the same heading for a single evaporator
TXV system on page 67 for additional information.
Indirect Measurement: Same as for a single evaporator TXV system.
Evaporator outlet temperature should not be more than 10F warmer than the rear
duct air temperature. Refer to the specifications under the same heading for a
single evaporator TXV system on 63 for additional information.
Now take the temperature readings recorded in each of the tests above and refer to the appropriate
temperature diagnostic chart A, B or C on pages 72-74 in the reference material section at the end
of the book. Use these diagnostic flow charts to confirm that the system is operating efficiently or to
help you determine the likely cause of any problems in the system.
Temperature Testing a Dual Evaporator TXV/TXV Systems
The vehicle set up is the same as for a dual OT/TXV system

69
Condenser sub-cooling and ambient to duct specifications are also the same.
Both the front and rear evaporator superheating specifications are also the same as for a single
evaporator TXV system. Refer to page 67 for specifications and testing details.
Temperature Testing a Dual Evaporator OT/OT Systems
Vehicle set up is the same as for other dual evaporator systems.
Condenser sub-cooling and ambient to duct specifications are also the same.
Evaporator superheat specifications are: -2F ideal, 5F acceptable, on both evaporators. The same as
the front evaporator on an OT/TXV system.
Note: Typically, the front and rear duct temperatures should be within 4F of each other on a dual
evaporator system.
Compressor Case Temperature:

Get in the habit of checking the compressor case temperature on
common compressor types of vehicles you are familiar with. It
can be a valuable diagnostic aid. There is no absolute
specification for compressor case temperature. It will vary
widely by compressor type and vehicle and the ambient
temperature and humidity on the day. However, with experience
gained from regular checking, you will develop a feel for what
is normal on the common systems that you work on.
If a system is under undue stress due to a cooling system
problem, a restriction in the system or lubrication is not
reaching the compressor, case temperature will be elevated.
Before checking case temperature, operate the system for at
least 15 minutes under a heat load. Check the temperature in the
middle of the case away from the suction and discharge
connections.

70
Checking Compressor Case

Temperature
Methods of Generating Heat Load During Cooler Weather Conditions

For a Maximum Heat Load Test to be effective, the A/C system must be subjected to a substantial heat
load. The vast majority of A/C related customer complaints occur during warm weather when generating
a heat load is usually not a problem. However when ambient temperature is low (less that 78F) you can
use one of the following methods to artificially generate a heat load on the evaporator.
Heater Method
Close all the doors and windows

Turn the heater on to full heat and run the engine at idle.
Monitor the cabin air temperature until it reaches at least 90F
Set the AC controls to MAX AC, recirculating air (this will allow the warmed air to pass over
the evaporator)
Keep the doors and windows closed during the test
Set blower speed on high
Continue to run the engine at idle
First: Measure and record the temperature of the evaporator inlet and outlet lines (CCOT / FFOT
Systems)
Second: Measure and record the temperature of the condenser inlet and outlet lines
Third: Measure and record the center duct outlet and interior air temperatures
Note: Artificially heating the interior air in this way will provide a heat load across the evaporator. The
temperature data that you record will provide enough information to determine if excessive superheating
is occurring at the evaporator or if proper sub-cooling is taking place at the condenser. Since the ambient
air temperature is cool, the airflow across the condenser should be determined mechanically, with an air
flow meter or the old rag test.
Fresh Air Method
Run the engine at idle until normal operating temperatures are reached
Set the AC controls on maximum cold and normal or outside air flow
Open all the doors and windows
Set blower speed on high
First: Measure and record the condenser inlet and outlet line temperatures
Second: Measure and record the evaporator inlet and outlet line temperatures
Third: Measure and record the center duct outlet air and the air entering the fresh air cowl (place
the probe inside the air grill).
Note: This method allows hot air to enter the fresh air cowl. The air becomes heated as it flows through
the engine compartment. It is drawn across the evaporator core. This artificially heated air may climb
above 110F. This method will allow you to determine if excessive superheating or minimum subcooling is occurring. Due to the cool ambient air temperatures, the test may not reveal low condenser air
flow. Test for proper air flow across the condenser mechanically.

71
Temperature Diagnostic Flow Chart A Condenser Sub Cooling Test

Measure Condenser Inlet Line Temperature in from of Condenser. Measure Condenser
Outlet and Inlet Line Temperatures as Close as Possible to the Condenser. Note: Some
Systems Place the Orifice Tube Close to the Condenser, Measure In Front of the Orifice
Tube. The Temperature Drop Difference Should Fall Between 20F and 50F. If Out of
Range, Follow the Diagnostic Flow Chart. If Within Range, Go to Diagnostic Chart B.
Less Than 20F
Within Acceptable
Range
Check Condenser for Air Flow

Bent Fins
Debris on Condenser or
Between Radiator
and Condenser
Inspect For External Air Flow
No Debris
More Than 50F
Refer to Diagnostic
Temperature Chart B
Clean and Retest
Check: Fan Clutch Operation

Electric Cooling Fan Operation
Electric Condenser Fan Operation (If Equipped)
Fan Shroud for Damage
Seals between Radiator and Condenser
Missing/Damaged Air Dams
Test Cooling System
No Problems
Check for Low

Refrigerant Charge
Test Refrigerant for
Contamination (NonCondensable
Gases - Air)
Test Condenser for
Internal Restrictions
Repair & Retest

R134a Systems
Condensers
Must Be Replaced
Ford Systems
Condensers
With Black Death
Must Be Replaced
Test for:
Internal Contamination (Black Death)
Refrigerant Overcharge
Incorrect Condenser Installed
Condenser Installed Upside Down
72
Temperature Diagnostic Flow Chart B System Performance Check

Measure Ambient Air Temperature Approximately One Foot in Front of Condenser.
Measure Center AC Duct Outlet Air Temperature by Placing the Probe in the Duct. The
Temperature Difference Between Ambient And Duct Air Should Be a Minimum Of 30F.
If Out of Parameters, Follow The Diagnostic Flow Chart.
More Than 30F
Less Than 30F
Check for Outside Heat Entering Cabin

Blend Air Door Not Closing
Heater Valve Not Closing
Fresh Air Door Not Closing
Check Evaporator Condition
Evaporator Fins Dirty or Restricted
Evaporator Interior Coated with Scale
Air Bypassing Evaporator (missing seals)
Check Refrigerant and Oil Charge
Was System Evacuated?
Was System Cleaned?
Was Compressor Oil Level Checked?
CCOT and FFOT Systems
Refer to Temperature Chart C
System Performing to
Specifications
Check for Temperature
Balance Between Duct Air
Drop And Condenser Drop
(Should be Within 10F )
Repair as Necessary and Retest

73
Temperature Diagnostic Flow Chart C - Evaporator Superheat Test
Measure the Evaporator Inlet Line Temperature on the Evaporator Side of the Orifice
Tube, as Close to the Evaporator Case as Possible. Measure the Evaporator Outlet Line
Temperature Before the Accumulator, as Close to the Evaporator Case as Possible. The
Ideal Temperature Reading Between the Inlet and Outlet is 0F. The Acceptable
Temperature Range for the OUTLET Tube is from 5F Colder to 5F Warmer than the
Inlet Tube. Refrigerant Flowing Within these Temperatures Will be Able to Carry
Sufficient Oil Back to the Compressor. Excessive Outlet Temperature (Super-Heating)
Indicates that All the Refrigerant has Evaporated. There is Insufficient Liquid
Refrigerant Available to Carry the Oil Up, Out of the Evaporator and Back to the
Compressor.
Outlet Tube
Colder Than 5F
Outlet Tube Warmer

Than 5F
Check System for Overcharge Condition
Check System For:

Undercharge Condition
Excessive Oil in the System
Inspect Orifice Tube For:

Leaking O-Ring Seals
Correct Application (too large)
Inspect Orifice Tube For:

Restrictions - Dirty Screen
Correct Application (too small)
Note: Diagnostic Chart C applies to orifice tube systems. Most TXV systems do not
provide easy access for superheat testing.

74
CONFIRMING SYSTEM CHARGE LEVEL AND ADDITIONAL DIAGNOTIC TIPS FOR

TESTING TXV SYSTEMS
Evaporator Superheat Cannot be Used to Determine TXV System Charge Level
The refrigerant charge level on a TXV system cannot be accurately determined by measuring evaporator
superheat as it can on a CCOT system. By design, the TXV tries to maintain the appropriate level of
superheating in the evaporator and increases or decreases refrigerant flow to match the heat load on the
system. As the refrigerant charge level drops in a system due to a leak or from normal refrigerant loss as
the system ages, the TXV will increase refrigerant flow to maintain evaporator superheat within
specification. A TXV system will maintain a normal superheat value even when the system charge level
has dropped significantly. For this reason, evaporator superheat cannot be used as a reliable method of
confirming the refrigerant charge level on a TXV system.
Because of this closed loop feedback feature of TXV systems, they tend to mask underlying problems
more than CCOT systems. This can make TXV systems harder to diagnose. The following section will
provide an alternative method of determining TXV system charge level and some additional TXV
system diagnostic tips.
Of course if any doubt about charge level remains, the ultimate and preferred solution is to evacuate and
recharge the system with the correct amount of refrigerant.
However, there are occasions when you may want to satisfy yourself that a TXV system is reasonably
close to the correct charge level without having to evacuate and recharge the system. For example:
When the compressor has been replaced or other major repair work has been performed and you
want to confirm that the system is correctly charged before returning the vehicle to the customer
As part of preventative maintenance checkup of an AC system
To eliminate an under or overcharge as a less likely cause of a system performance issue (at
least temporarily) while you continue your diagnosis
When system components have been changed that might affect the capacity of the system (e.g.
evaporator/Condenser) and the correct system charge level is unknown
The following method of determining TXV system charge level should only be used after a maximum
heat load temperature test has been performed. It should not be used as a standalone diagnosis. Look at
all the information available to you when trying to arrive at a diagnosis.
Method of Determining TXV System Charge Level
This technique uses the relationship between high side pressure and liquid line temperature to help
determine TXV system charge level.
Performing the test:
With the A/C system stabilized at idle record:
1. High side system pressure and
2. Liquid line temperature as close as possible to the condenser outlet.

75
Now refer to the TXV System Charge Level Chart A or B pages 72-74 (see note below) and find
the point where high side pressure and liquid line temperature intersect on the chart. If they intersect in
the Normal band, the system is close to correct system charge. If they intersect above the Normal
band, the system is undercharged. If they intersect below the band, then the system is overcharged.
Note: Use chart A if the high side service port is located on the compressor or discharge port or line;
use chart B if the high side service port is on the liquid line.
Quick Tip
You are checking a TXV system for a poor performance complaint and observe the following:
There is no obvious condenser/radiator airflow problem
The system has been properly charged with the correct amount of refrigerant
High side pressure is normal
Low side pressure is low/normal but the evaporator outlet temperature is higher than
normal.
If low side pressure is low/normal but the evaporator outlet temperature is higher than normal then
suspect that the TXV valve may be restricted. Possibly from debris or because it is stuck and not
metering enough refrigerant into the evaporator. Refer to the R134a pressure temperature relationship
chart on page 93. On a properly working system, the low side pressure/suction line temperature should
be fairly close to the pressure temperature shown in the chart. For example, if the low side pressure was
30 PSI you would expect the suction line temperature to be around 35F. However if the pressure was
25 PSI and the line temperature was 40F, it would most likely indicate that there was excessive
superheating taking place in the evaporator due to a lack of refrigerant.
Symptom
Suction Pressure High
&
Superheat Reading Low
Suction Pressure Low

&
Superheat Reading High
Suction Pressure Low

&
Superheat Reading Low
TXV TROUBLESHOOTING CHART

Possible Causes
Defective Compressor
Wrong TXV
Poor Sensing Bulb Contact with Suction Line
Refrigerant Overcharge
Low Refrigerant Charge
Wrong TXV
Power Element Has Lost Its
Charge
Vapor In Liquid Line
Plugged Filter/Drier
Poor Airflow At Evaporator /
Evaporator Coils Iced
Excessive Oil In Evaporator
Other TXV In System Is Affecting
The Other TXV

76

77

78
GENERAL MOTORS VDOT PERFORMANCE TESTING

Performance Testing Control Valve Systems
Vehicles using variable displacement compressors with control valves create a special challenge when it
comes to performance testing. The control valve can mask adverse conditions when conducting
performance and temperature testing. It is very easy to mis-diagnose an adverse refrigerant charge
condition and let the vehicle go, only to have an unhappy customer comeback with a failed system. We
recommend using the OEM testing procedures on these vehicles. The following pages provide a sample
of a General Motors VDOT diagnostic routine.
Note: This is only a sample chart. You must use the correct charts for the specific vehicle you are
repairing or diagnosing.
General Motors VDOT Performance Testing
Diagnosing General Motors Variable Displacement Orifice Tube (VDOT) systems requires following a
very critical diagnostic process. GM has developed specific diagnostic flow charts for each system and
model car they produce.
Note: This sample procedure on the next page will provide you with an understanding of the diagnostic
procedures necessary to conduct performance tests on V5 & V7 compressors. It cannot be overstated,
you must use the appropriate shop service manual for the vehicle you are testing.
V5 & V7 compressors are variable displacement compressors. The displacement changes to match
refrigerant flow to air-conditioning demands. This is accomplished by changing the piston stroke
(displacement) of the compressor, instead of cycling the clutch on and off. A control valve located in the
rear head of the compressor senses compressor low side-pressures and depending upon the temperature
load, it allows discharge pressure to flow into or out of the crankcase. The crankcase pressure works
against the piston pressure forcing the wobble plate to move, changing the stroke of the pistons. The
displacement can vary between 11.5 and 0.5 cubic inches. Because the V5 compressor clutch is always
engaged, you have less wear on the clutch assembly and the internal components. Since these systems
do not cycle, the diagnostic procedures differ from those used for fixed displacement systems. Following
the O.E. performance procedures will provide an accurate method to determine system operation and
will prevent replacing AC components needlessly.
Step #1: Test and repair the following as necessary before conducting the
performance test.
Check the AC fuse.
AC blower operation.
Temperature doors - move the temp door lever rapidly from cold too hot. Listen for temp door
hitting at each end. Adjust as necessary. (Cable operated doors only).
Clutch coil and rear head switch connections.
Compressor belts - Adjust or replace if damaged or missing.
Inspect belt tensioners for bearing noise or pulley wobble.
Inspect engine cooling fan operation.
Condensers - Check for restricted air flow.
79

Step #2: Checking Refrigerant Charge: Testing Conditions
Ambient temperatures should be between 70 - 80F
Ignition Key In
Off Position
Connect high
and low side
pressure gauges.
Pressure
Both Pressures
Above 50 PSI.OK
Connect High &

Low Side
Pressure Gauges
Both Pressures Below 10

PSI,
Add 1 lb of Refrigerant. Leak
Check System. Repair Leak.
Evacuate And
Charge System.
Both Pressures
Above 50PSI.OK
Do Step #3

80
Both Pressures Between

10 and 50 PSI. Leak
Check System. Add
Refrigerant If Needed.
Repair Leak.

Step #3: Checking Compressor Clutch Engagement
Run Engine at Idle. Set AC Controls
to: Norm AC Mode, High Blower
and Temp to Full Cold.
Clutch Engages
Loud Underhood Knocking Noise

From Compressor And/Or Belt
Slippage. Cycle Compressor on and
off. Does Noise Come & Go?
Clutch does not engage
Turn off The Ignition

Switch
Unplug Compressor Connector. Supply

Independent Power & Ground to Clutch Coil.
Yes
Run engine at idle
Do Step #4
Clutch Does Not

Engage
Replace Clutch
Coil. See Service
Manual.
No
Discharge
system
Replace
compressor
Clutch Engages
Repair Electrical
Circuit to the Clutch Coil
Run Engine At Idle. Set AC Controls

To: Norm AC Mode, High Blower
and Temp To Full Cold
Evacuate and
charge system
Leak Test
Clutch Engages OK
Do Step #4
Do Step #4
Do Step #4

81

Step #4: Insufficient Cooling / AC Inoperative (R134a System)
Check for DTCs.

Were any DTCs
Stored?
Yes
No
Correct Any DTCs.

Refer to Shop Manual
for Diagnostic Code
Charts.
Connect AC Recovery
Machine Gauge Set. Are
Pressures Above 50 PSI?
Yes
No
Perform Visual Inspection. Look for
Blown AC Fuse, Disconnected AC
Clutch Wire. Condenser & Radiator
Restrictions. Check AC Clutch
Rotation. Check for TSBs.
AC System Performance Check. Ambient

Temperature Must be at Least 43 F. Engine
Idling at Normal Operation Temperature
with AC on. Max AC, Blower on High. Does
AC Performance Meet Requirements?
See Performance Chart

82
System Undercharged.
Add 1 lb of Refrigerant
& Leak Check. Repair
Leak & Recheck
System Performance.

System Performance Chart (R134a System)
Temperature
60 70 F
80 F
90 F
100 F
110F
No
Refer to High
Side Vs Low Side
Pressure Chart
System Performance Chart (R134a)

Low Side Service
High Side
Humidity
Port Pressure
Service Port
(PSIG)
Pressure (PSIG)
Low < 40
25 - 34
140 190
High
27 35
155 200
Low < 40
35 41
170 230
High
37 43
180 240
Low < 40
42 - 48
200 260
High
44 50
210 270
Low < 40
48 54
230 - 290
High
52 - 60
250 310
Low < 40
55 - 61
260 - 320
High
60 - 70
290 - 360
AC Discharge
Temperature
35 48 F
39 49 F
45 54 F
47 56 F
50 59 F
53 63 F
55 65 F
60 70 F
70 80 F
70 80 F
Yes
Was Customer
Complaint Made Due
to High Temperature
and/or Humidity?
Yes
No
System
Operating
Normally

83
Possible Low Charge

or Air in System. Leak
Test, Evacuate and
Recharge

High Side vs. Low Side Pressure Chart (R134a System)
High Side vs. Low Side Pressure Chart

84

Diagnosing Grey Chart Area (R134a System)
Check the following if pressures intersect in the grey area:
Note: V5 Clutch cycling can occur when discharge pressure exceeds 400 PSI.
1. Improper condenser operation can

result from:
2. High side refrigerant restriction
3. Refrigerant system overcharged (high

discharge and high suction pressures).
4. The clutch may cycle on/off and cause

the compressor to be noisy Refer to
number 5.
5. Air in system (high discharge and high
suction pressures). Items 4, 5, and 6 in
the striped area can be corrected by
the same procedure.
Extremely high ambient humidity

Insufficient air flow across the
condenser
Damaged or dirty condenser fins
Faulty fan relay
Feel liquid line before the expansion
tube (orifice). If line feels cold, it
indicates restriction in the High side.
Visually check for a frost spot to locate
restriction and repair as necessary.
The clutch may cycle on/off and cause
the compressor to be noisy. Refer to
number 5.
Discharge refrigerant system slowly

using the low pressure fitting to prevent
oil loss.
Check expansion (orifice) tube for
blockage. Clean or replace as required.
Evacuate system. Improper system
evacuation, prior to recharging, will
allow air to remain in system.
Recharge system with a proper amount
of refrigerant.
Leak check system.

85

Diagnosing Striped Chart Area (R134a System)
Check the following if pressures intersect in the striped area:
1. Compressors may be internally

damaged
2. Missing expansion tube (orifice)
3. Compressor running at minimum

displacement.
If suction and discharge pressure are

equal and do not change when the AC
mode is turned on and off, the
compressor may be internally damaged.
Excess heat at the clutch surfaces or a
freewheeling clutch driver is a sign of
internal compressor damage.
When replacing the compressor, follow
component replacement procedures to
maintain correct oil charge in the
system.
Feel liquid line after the expansion
tube. If the line is warm, discharge
system and inspect for proper
installation of the expansion tube. If the
expansion tube or o-ring is missing,
replace the expansion tube.
If the expansion tube is present,
remove, clean, or replace the tube as
necessary and reinstall in the system.
Evacuate and charge system.
If the compressor discharge pressures
remain only 10-30 PSI above suction
pressure, the compressor may be at a
minimum stroke.
Run the engine at approximately 3000
rpm for three minutes until pressures
become normal. During this period,
cycle the mode lever from vent to AC
every 20 seconds. If no change, perform
the control valve low load test (step 4).

86

Diagnosing Striped Chart Area (R134a System)
Check the following if pressures intersect in the striped area:
4. Compressor control valves set

improperly. Run a low load test to
verify. Perform low load tests as
follows. This procedure is designed to
create a low cooling load causing the
V5 compressor to go toward a
minimum stroke which is absolutely
necessary for evaluation of control
valve-set points.
5. Refrigerant system undercharged
6. Expansion tubes restriction
Start engine and run at fast idle speed.

Open hood, close windows and doors.
Set AC controls to LOW speed, MAX
cooling.
Record and evaluate test results:
If suction pressure is 25-35 PSI, control
the valve is functioning properly.
If suction pressure is outside limits of
25-35 PSI, replace the control valve.
This condition may exist when the
suction pressure is below 35 PSI during
the high load test (step 3).
The suction line before the accumulator
will be warm if charge is low.
Add 1 lb. Of refrigerant and recheck.
Pressures should come into white area.
If so, find the source of refrigerant leak
and repair.
Evacuate and charge system with the
correct amount or refrigerant.
Refer to step 5 in the grey area for
diagnosis.
Note: These diagnostic flow chart examples are provided for the specific purpose of developing an
understanding of VDOT testing. Actual test procedures will vary by year and model vehicle.
Always refer to the OEM service manuals for the specific vehicle you are repairing or diagnosing.

87
GENERAL TROUBLE-SHOOTING PROCEDURES

Visual Check (engine off)
Identify system type
Check system components and refrigerant lines for obvious damage (leaks or wear)
Gauge Hook-Up
Install the correct gauge set (R12 or R134a) and check system pressure
If both gauges read 0 PSI the system is completely discharged
Evacuate the system
Charge with one pound of refrigerant
Leak test the system - if no leak is indicated - recharge the system before operating
Testing Conditions (engine running)
Set engine speed at 1,500 - 1,700 rpm
Set AC controls to maximum cooling and high blower speed
Position a high volume fan in front of the condenser
Open all doors: Run the system for approximately 5 minutes, to stabilize the system
Close all doors
Set blower motor to low speed
Test Procedures
Measure ambient temperature (2 in front of the condenser) Refer to the Pressure-Temperature
relationship charts and determine normal readings
Take readings from the high and the low side and record in worksheet
Test for heat transfer at the evaporator and the condenser
Check sight glass (if equipped)
Consult trouble-shooting charts for the system being serviced and follow recommended
procedures
Caution: Prolonged operation in the test condition mode may cause dangerously high system
pressures due to poor air flow. Use only approved refrigerants such as R12 or R134a. Do not mix
refrigerants.

88
CUSTOMER COMPLAINT WORKSHEET

Customer: ___________________________________________________________________________
Address: ____________________________________________________________________________
City: _______________________________________________________________________________
Home Phone: __________Work Phone: ____________ Mobile: ____________ Email: _____________
Vehicle Year: _______ Make: _________________ Model: ___________________Mileage: ________
CUSTOMER COMPLAINT
No A/C
Insufficient A/C
Odors/Leaks (Describe):____________________________________________________________
Drivability issue related to AC (Describe) ______________________________________________
Other___________________________________________________________________________
When does the problem occur?
All the time
Engine Cold
Engine hot
Other____________________________
Ambient temperature conditions when the problem occurs:

All the time
70F - 90F
90F and above
High temperature/High humidity
Vehicle operating conditions when the problem occurs:

All the time
Idling
Cruising
Under load
Other ___________________________________________________________________________
SYSTEM FUNCTION TEST
Blower fan operation: OK
No high blower
Missing speeds
Other ____________________________________________________________________________
Air Distribution: OK
No defrost
No panel No floor No recirculation
Other ____________________________________________________________________________
Air Distribution: OK
No defrost
No panel No floor No recirculation
Other ____________________________________________________________________________
Customer comments:
____________________________________________________________________________________
____________________________________________________________________________________
____________________________________________________________________________________

89
DIAGNOSTIC & VISUAL INSPECTION WORKSHEET

Customer: ___________________________________________________________________________
Vehicle Year: _______ Make: _________________ Model: ___________________Mileage: ________
BASIC SYSTEM CHECKS
Radiator
Pass
Fail(Explain)_________________________
Condenser
Pass
Fail(Explain)_________________________
Condenser Design
Tube & Fin
Flat Tube
Condenser Flow
Serpentine Flow
Parallel Flow
Multipass Flow
Needs Cleaning
Yes No (Explain)
Condenser Service
____________________________________________________________________________________
Hoses
Pass
Fail (Explain)______________________________________
Belts
Pass
Fail (Explain)______________________________________
Refrigerant Test: R12
R134a
R-1234yf
Blend Contaminated Percent Air
AC SYSTEM OPERATION
Computer Controls: Pass Fail (codes):
Pass
AC Controls: Pass Fail (explain):
Pass
Compressor Operation: Pass Fail (explain): Pass
Cooling Fan Operation: Pass Fail (explain): Pass
Fail________________________________
Fail ________________________________
Fail________________________________
Fail________________________________
AIR DISTRIBUTION SYSTEM OPERATION

Blower Operation: Pass Fail (explain): Pass
Air Distribution: Pass Fail (explain):
Pass
Electronic Controls: Pass Fail (explain): Pass
Mechanical Controls: Pass Fail (explain): Pass
Fail __________________________________
Fail__________________________________
Fail__________________________________
Fail__________________________________
HEATER SYSTEM OPERATION

Heater Core: Pass Fail (explain):
Pass
Fail__________________________________
Heater Controls: Pass Fail (explain):
Pass
Fail__________________________________
TECHNICIAN COMMENTS: _________________________________________________________

____________________________________________________________________________________

90
System Performance Test

Climate Conditions
Ambient Temperature _____________ Relative Humidity: 30%
60%
90%
Refer to the Temperature Pressure Relationship chart, and record the maximum results you should
expect from this system if its working properly at the above temperature.
Duct Temperature ____________
High Side Pressure ____________
Low-Side Pressure ____________
Auxiliary Pressure _____________
System Tests
Install pressure gauges to the service ports if theres a second low-side port; install an
auxiliary gauge to that port as well.
Start the engine, set the parking brake, and raise the idle to 2,000 RPM.
Place a thermometer in the air conditioner center vent.
Set the air conditioner for maximum cooling and high blower speed.
Place a large fan in front of the condenser to force additional air past the condenser, in order to
simulate road test conditions.
Close the doors and set the blower speed to low.
Allow the system to operate for another five minutes before recording your readings.
Check the sight glass (if the system has one)
Clear
Check the A/C lines for frosting: Low-Side Lines: OK

level correct this problem before continuing the test.
Bubbles
Foam
Frosted indicates low refrigerant
High-Side Lines: OK
Frosted indicates a restriction where the frost begins; correct
this problem before continuing the test.
System Test Results
Duct Temperature ____________
High Side Pressure ____________
Low-Side Pressure ____________
Auxiliary Pressure _____________
If temperatures and pressures are within specs, and the sight glass is clear, the systems working
normally.
If pressures are okay and the sight glass is clear, but duct temperature is high, check for a blend
door or heater control valve problem, or look for a possible system oil overcharge.
If pressures vary from specs, perform the temperature test to locate the problem.

91
Relative
Humidity
%
Ambient
Air
Temp F
20%
70
80
90
100
70
80
90
100
70
80
90
100
70
80
90
100
70
80
90
100
70
80
90
70
80
90
30%
40%
50%
60%
70%
80%
Humidity / Temperature / Pressure Relationship

Engine Speed = 2000 RPM
R12
R134a
Maximum Maximum
Center Maximum Maximum
Low Side High Side
Duct
Low Side High Side
PSIG
PSIG
Air
PSIG
PSIG
Temp F
29
150
40
37
225
29
190
44
37
375
30
245
48
37
325
31
305
57
38
325
29
150
42
37
240
30
205
47
37
285
31
265
51
39
340
32
325
61
43
360
29
165
45
37
260
30
215
49
37
305
32
280
55
42
355
39
345
65
49
395
30
180
47
37
275
32
235
53
39
320
34
295
59
46
375
40
350
69
55
430
30
180
48
37
290
33
240
56
42
340
36
300
63
49
390
43
360
73
60
445
30
180
50
37
305
34
245
58
45
355
38
305
65
53
405
30
190
50
41
320
34
250
59
48
370
39
310
67
57
420

92
Center
Duct
Air
Temp F
46
47
53
54
48
50
57
60
49
53
60
66
51
56
63
72
53
59
66
78
55
62
70
56
65
73
Temperature
F
-22
-18.4
-14.8
-11.2
-7.6
-4
-0.4
3.2
6.8
10.4
14
17.6
21.2
24.8
28.4
32
35.6
39.2
42.8
46.4
50
53.6
57.2
60.8
64.4
68
71.6
R12/R134a
Pressure Temperature Relationship Chart
Pressure (PSIG)
Temperature
R134a
R12
F
-2.5
-0.1
75.2
-1.3
1.1
78.8
0
2.5
82.4
1.4
4
86
2.9
5.5
89.6
4.6
7.2
93.2
96.8
6.3
8.9
100.4
8.1
10.8
104
10.1
12.8
12.2
14.9
107.6
14.4
17.1
111.2
16.7
19.4
114.8
19.2
21.9
118.4
21.9
24.4
122
24.7
27.2
125.6
27.7
30
129.2
30.9
33
132.8
34.25
36.2
136.4
37.7
39.5
140
41.4
43
143.6
45.4
46.7
149
49.5
50.5
158
53.8
54.5
167
58.4
58.6
176
63.4
63
185
68.1
67.5
194
73.4
72.3
203

93
Pressure (PSIG)
R134a
R12
78.9
77.2
84.6
82.4
90.6
87.7
96.9
93.3
103.5
99.1
110.3
105.1
117.4
111.4
124.9
117.8
132.6
124.6
140.7
131.6
149.1
138.8
157.9
146.3
167
154.1
176.4
162.1
186.2
170.4
196.4
179
206.9
187.9
217.9
197.1
229.2
206.5
241
216.3
259.5
231.6
292.4
258.7
328.3
288
367.3
319.4
409.6
353.3
455.5
389.6
504.4
428.5
Reclaimed Refrigerant Contamination Chart

Temp F
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
Press
(PSIG)
74
75
76
78
79
80
82
83
84
85
87
88
90
92
94
96
98
99
100
101
102
103
106
107
108
R12
Temp F
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
Press
(PSIG)
110
111
113
115
116
118
120
122
124
125
127
129
130
132
134
136
138
140
142
144
146
148
150
152
154
Temp F
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
Press
(PSIG)
69
70
71
73
74
76
77
79
80
82
83
85
86
88
90
91
93
95
96
98
100
102
103
106
107

94
R134a
Temp F
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
Press
(PSIG)
109
111
113
115
117
118
120
122
125
127
129
131
133
135
137
139
142
144
146
149
151
153
156
158
160
Altitude Variations
The low pressure or compound gauge on the manifold gauge set has a vacuum scale reading in
inches of mercury. A gauge set can measure the vacuum accurately, but only at the elevation for
which the gauge is calibrated (sea level). At higher altitudes, the gauge will read low. AC
specifications are normally given in sea level terms, so at higher altitudes the gauge reading should
be corrected.
Altitude Vacuum Variations

Altitude (Ft. Above Sea
Level)
Complete Vacuum (In. Hg.)
Gauge Correction (In. Hg.)
29.92
1000
28.92
2000
27.82
3000
26.82
3.1
4000
25.82
4.1
5000
24.92
6000
23.92
7000
23.02
6.9
8000
22.22
7.7
9000
21.32
8.6
The chart below shows the boiling point of water at different vacuum levels.
95
Maintain a temperature of 76F or higher, during the evacuation process, to ensure that all the
moisture is removed from the AC components. This can be accomplished, on cold days, by
running the engine and turning the heater on during the evacuation process. This will warm and
keep the components at a high enough temperature to vaporize the moisture.
Boiling Point Of Water At Specific Inches Of Vacuum
Boiling Point Of Water (F)
System Vacuum (inHg. @ Sea Level)
140
130
120
110
100
90
80
70
60
50
40
30
20
10
5
0
-10
-20
24.04
25.39
26.45
27.32
27.99
28.5
28.89
29.13
29.4
29.66
29.71
29.76
29.82
29.84
29.86
29.88
29.9
29.91
Micron Vacuum Versus Inches of Mercury Comparison Chart

% Vacuum (Percent)
Microns
Inches Mercury Gauge
0
760000
0
97.4
20000
29.14"
98.7
10000
29.53"
99
7600
29.62"
99.9
1000
29.88"
99.9
750
29.89"
99.99
100
29.916"
99.999
10
29.9196"

96
TEMPERATURE TESTING
DIAGNOSTIC WORKSHEET
VEHICLE
INFORMATION:
Year
Single System Orifice Tube or

Front Orifice Tube/Rear TXV Dual System
Make
Model
Engine
Flat Tube
Sub-Cool
Mileage
Vin
SYSTEM CONFIGURATION
Condenser Type:
Refrigerant Flow:
Tube & Fin
Serpentine Flow
Multi-Pass Flow
High Side Port Location

Discharge
Liquid Line
Refrigerant Testing:
Pure R12
Pure 134a
Contaminated
% Air _____
AC Clutch (+) to (-) B(+) to B(-)
B(+) to Clutch (+) B(-) to Clutch (-)
Clutch
_______________ __________
______________ _____________
Voltage Drop
TEMPERATURE TESTING INFORMATION
Rear Evaporator Superheat Indirect Measurement
Condenser Temperature Drop
(inlet inaccessible)
Rear Duct Temperature
20F
Evaporator Outlet
Condenser Inlet
Minimum
Should be Less
Evaporator Outlet Line
Condenser Outlet
50F
than 10F Warmer
Difference
Difference
Maximum
than Duct
Front Evaporator Superheat
Inlet
+/- 5F OK
Ideal:
Outlet
0F Single
Difference
-2F Dual
System Performance Front Evaporator
Ambient Air Temp
System Performance Rear Evaporator

Ambient Air Temp
Rear Duct Temp.
Difference
Greater than 30F

Front to Rear Duct Difference Less Than 4F?
Yes
No
Center Duct Temp.
Difference
Low Side Pressure V. Rear Suction Line Temp.

Greater
Difference
Pressure
Temperature
OK? * See Note
than 30F
Rear Evaporator Superheat Direct
Measurement (inlet accessible)
Yes No
Inlet Line (After TXV)
Outlet
Compressor Case
+2F
System Pressures
Temperature
to
Evaporator Outlet Line
High Side
+10F
Difference
Low Side
Warmer
than
Inlet
* Note: If system correctly charged and low side pressure is low/normal but suction line temperature
is high, suspect TXV valve malfunction possible sticking, restricted.

97
TEMPERATURE TESTING
DIAGNOSTIC WORKSHEET
VEHICLE
INFORMATION:
Year
Single or Dual TXV System
Make
Model
Engine
Flat Tube
Sub-Cool
Mileage
Vin
SYSTEM CONFIGURATION
Condenser Type:
Refrigerant Flow:
Tube & Fin
Serpentine Flow
Refrigerant Testing:
Pure R12
AC Clutch (+) to (-)
Clutch
Voltage Drop _______________
High Side Port Location
Multi-Pass Flow
Pure 134a
B(+) to B(-)
_________
Discharge
Liquid Line
Contaminated
% Air _____
B(+) to Clutch (+) B(-) to Clutch (-)
______________ _____________
TEMPERATURE TESTING INFORMATION

Condenser Temperature Drop
Condenser Inlet
Front to Rear Duct Difference Less Than 4F?

20F
Minimum
50F
Maximum
Condenser Outlet
Difference
Evaporator Superheat - Direct
Measurement (if inlet accessible)
Inlet
Front Rear
Outlet
+2F
Outlet
to
+10F
Difference
Warmer
Evaporator Superheat - Indirect
Measurement (if inlet inaccessible)
Front Rear Outlet
Should be
Outlet
Less than
Duct
10F
Warmer
Difference
than Duct
System Performance
Ambient
Air Temp.
Duct
Difference
Front
Rear
Yes
No
Low Side Pressure V. Rear Suction Line Temp.

Pressure
Temperature
OK? ** See Note
Yes
No
TXV System Charge Level Use TXV System

Charge Level Chart A or B
High Side Port
Discharge Line
Liquid Line
Location
Use Chart A
Use Chart B
High Side Pressure
Liquid Line
Temperature
Charge Level
See Note*
Undercharged
Overcharged
Normal

*Note: Intersection of high side pressure and liquid line

temperature on chart indicates system charge level.
System Pressures
High Side
Should be
Greater
than 30F
Difference
Compressor Case Temperature
Low Side
**Note: If low side pressure low/normal but suction
line temperature high suspect TXV restriction or N.G.

98
12V
ABDS
AC
ASHRAE
CAF
CAT III
CCOT
CO2 (R744)
DMM
DMM
DTC
EPA
FFOT
GHG
GWP
HFC-134a
HFO-1234yf
HV
HVAC
inHg
lb
NCG
OE
OT
oz
PAG
PCM
PID
POE
PSI
R12
R-1234yf
R134a
RPM
SAE
SNAP
TSB
TXV
UV
VDOT
ABBREVIATIONS USED IN THE BOOK

12 Volts
Accessory Belt Drive System
Air-conditioning
American Society of Heating, Refrigerating and Air-Conditioning Engineers
Corporate Average Fuel Economy
Category 3
Cycling Clutch Orifice Tube
Carbon Dioxide
Digital Multimeter
Digital Multimeter
Diagnostic Trouble Code
Environmental Protection Agency
Ford Fixed Orifice Tube
Greenhouse Gas
Global Warming Potential
Tetrafluoroethane
2,3,3,3-Tetrafluoropropene
High Voltage
Heating Ventilation & Air-conditioning
Inches of Mercury
Pounds (weight)
Non Condensable Gas
Original Equipment
Orifice Tube
Ounce
Polyalkylene Glycol
Powertrain Control Module
Parameter Identification
Polyolester (oil)
Pounds Per Square Inch
Dichlorodifluoromethane
2,3,3,3-Tetrafluoropropene
Tetrafluoroethane
Revolutions Per Minute
Society of Automotive Engineers
Significant New Alternatives Policy
Technical Service Bulletin
Thermal Expansion Valve
Ultraviolet
Variable Displacement Orifice Tube

99
Notes:

100

Air Conditioning Diagnosis Service and Repair V2

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Portions of this manual COPYRIGHT 2011 Standard Motor Products, Inc.

Copyright 2011 Standard Motor Products, Inc. All Rights reserved.

SAE J2788 Recovery/Recycling/Recharging Equipment

Stretch To Fit Belts

Hybrid Vehicle Service

Condenser Restriction Check

Belt and Tensioner Service

Ford Scroll Compressor Issue

Ford E Van Clutch Circuit Issues

Ford Diesel Van Compressor Issue

GM Vehicles In-the-Line Filter

Saturn Rotary Vane Compressor Issue

Orifice Tube/TXV Dual Evaporator System Issues

Honda CRV Compressor Failure

Honda Condenser Issue

Honda CRV AC Performance Issue

Dodge Truck AC Clutch Issue

Copyright 2011 Standard Motor Products, Inc. All Rights reserved.

TABLE OF CONTENTS continued

Compressor Replacement Steps

Compressor Oil Chart

Refrigerant Recovery, Recycling and Recharging

Trace Gas Leak Checking

Case Study #1. 1998 Jeep Wrangler Compressor

Case Study #2. 2001 Ford F150 Poor Performance In

Case Study #3. 2001 Chevy Tahoe Rear AC Issue

Temperature Testing Flow Charts A, B and C

Determining TXV System Charge Level

VDOT System Testing

Copyright 2011 Standard Motor Products, Inc. All Rights reserved.

There is a continuing incentive to improve CAFE fuel economy standards. Air-conditioning is

Copyright 2011 Standard Motor Products, Inc. All Rights reserved.

o Ever smaller condenser tubes and complicated internal refrigerant routing.

Use specified test equipment when performing electrical tests.

Copyright 2011 Standard Motor Products, Inc. All Rights reserved.

NEW HVAV TECHNOLOGIES AND STANDARDS

Have no ozone depleting potential

Have a global warming potential of less than 150

Be non-toxic chemically safe.

Have low flammability

Copyright 2011 Standard Motor Products, Inc. All Rights reserved.

Copyright 2011 Standard Motor Products, Inc. All Rights reserved.

R-1234yf Service Equipment

New R-1234yf Tank Will be

Another drawback of CO2 is that its pressure/temperature profile is

Copyright 2011 Standard Motor Products, Inc. All Rights reserved.

The refrigerant type and capacity.

New SAE J2842 Decal for Evaporators

R-1234yf Recovery/Recharging/Recycling Equipment

Arc resistant switches.

Special ventilation since R-1234yf is flammable (mildly).

Copyright 2011 Standard Motor Products, Inc. All Rights reserved.

Copyright 2011 Standard Motor Products, Inc. All Rights reserved.

SAE Standards for R134a Service Equipment

Copyright 2011 Standard Motor Products, Inc. All Rights reserved.

J2791 and J2913 Electronic Leak

Copyright 2011 Standard Motor Products, Inc. All Rights reserved.

Electronic Variable Displacement Clutchless Compressors

1. To control compressor displacement, they

When the Wobble Plate Is at an Angle to the Shaft, the

Solenoid Current = 0.4A

Low/Medium Heat Load Medium Duty Cycle Command to

Solenoid Current = 0.8A