Professional Documents
Culture Documents
Diagnosis,
Service & Repair
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Service Precautions 6
R744 (CO2) 9
Leak Detectors 13
Clutchless Compressors 14
21
Belt and Tensioner Service
Ford Scroll Compressor Issue 21
26
Orifice Tube/TXV Dual Evaporator System Issues
27
GM Compressor Failure
Honda CRV Compressor Failure 27
32
Lubrication
33
Compressor Oil Chart
34
Refrigerant Recovery, Recycling and Recharging
Recovery 35
Evacuation 39
System Charging 41
Flushing 43
46
Leak Detection
Trace Gas Leak Checking 50
Temperature/Pressure/Humidity/Micron
Vacuum/Altitude etc - Charts and Worksheets 92
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
PSI
50/50 Mix
R-1234yf &
R134a
R134a
R-1234yf
°F
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
New R-1234yf Tank Will be
economy and drives up GHG tailpipe emissions of CO2!
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 on-
vehicle 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 EPA’s SNAP
program.
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 R-
134a and R-1234yf systems using ultraviolet leak detection.
J2911. This is a broad industry standard certifying that required SAE “J” standards for mobile air-
conditioning 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.
J2912. New performance criteria for R-134a and R-1234yf refrigerant identifiers.
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.
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
• 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 customer’s 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.
Rear
Evaporator
Front Evaporator
Orifice
Tube
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 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.
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
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.
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.
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.
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.
Overcharged
Note: Several manufacturers have TSBs advising of revised Cracked Case from Liquid
refrigerant and oil capacities for some of their vehicles in an Slugging
attempt to combat premature compressor failure.
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.
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 70-75°F ambient.
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.
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.
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.
Rogue Refrigerant
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.
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.
Evacuation Time
Single evaporator systems should be evacuated for at least 45 minutes and dual evaporator system for at
least 90 minutes.
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.
• 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.
• 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. It’s 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.
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.
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 cross- Condensers 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.
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 it’s 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 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 ¼-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
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.
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
watch for tiny specs of florescence. You can Catch the First Evaporator Condensation in
also try catching the evaporator condensation a White Cup and Shine a UV Light on it.
in a pure white cloth and shining the UV light Check for Traces of Dye in the Water
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.
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 New Compressor - Burned Up Clutch, Cracked Case
they get it right this time!
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.
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 Universal Flush Adapter
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 Flushing the Evaporator
filters it through a clean white cloth. The flush
With the compressor mounted and the hoses connected, Leak Checking the System
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.
The system is blowing cold duct air. 1998 Jeep Wrangler Temperature Test Results
However, before returning the truck to the
customer, the technician wants to confirm RESULT Specification
that the overall AC system is operating at Condenser Inlet 146°F Min 20°F
maximum efficiency – that there is no
Condenser Outlet 116°F Max 50°F
underlying weakness in the system that
might result in a comeback or another Difference 30°F Pass
premature compressor failure. A powerful
tool to perform this evaluation and identify
hidden weaknesses is a “Maximum Heat Evaporator Inlet System
Load Temperature Test.” The complete
Maximum Heat Load Temperature Test Evaporator Outlet
procedure and how to interpret the results is Difference -1°F Pass
described starting on page 63.
The test results indicate that this system is in
balance and operating efficiently. In Ambient Air Temp 95 30° or More
particular, on this orifice tube type system, Duct Air Temp 57
the negligible temperature difference across
the evaporator confirms that the system is Difference 38 Pass
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.
Evaluation
Both Low and High Side Pressures Are Very High at Idle
At this time it looks like this one is fixed – pressures are normal and duct temperature (doors closed,
MAX AC, Recirculate) is now 50°F. 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.
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.
• 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 10°F warmer than duct air temperature. Think of it
this way: if the evaporator outlet temperature was 65°F and duct air temperature was 50°F during
a heat load test, you would know that there is at least 15°F 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
50°F, yet by the time the refrigerant leaves the evaporator the temperature has increased by at
least 15°F. A disadvantage of this test is that there may be a greater amount of superheating
taking place than the 15°F indicated by the test. We are assuming that evaporator inlet
temperature is close to the duct air temperature of 50°F. Of course, an air door problem in the
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 78°F) you can
use one of the following methods to artificially generate a heat load on the evaporator.
Heater Method
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.
• 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 110ºF. This method will allow you to determine if excessive superheating or minimum sub-
cooling 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.
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 0°F. The Acceptable
Temperature Range for the OUTLET Tube is from 5°F Colder to 5°F 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.
Note: Diagnostic Chart C applies to orifice tube systems. Most TXV systems do not
provide easy access for superheat testing.
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.
This technique uses the relationship between high side pressure and liquid line temperature to help
determine TXV system charge level.
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 35°F. However if the pressure was
25 PSI and the line temperature was 40°F, it would most likely indicate that there was excessive
superheating taking place in the evaporator due to a lack of refrigerant.
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.
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.
Ignition Key In
Off Position
Connect high
and low side
pressure gauges.
Pressure
Evacuate And
Charge System.
Both Pressures
Above 50PSI.OK
Do Step #3
Clutch Engages OK
Yes
No
System Undercharged.
Yes
Add 1 lb of Refrigerant
No & Leak Check. Repair
Leak & Recheck
System Performance.
Perform Visual Inspection. Look for
Blown AC Fuse, Disconnected AC
Clutch Wire. Condenser & Radiator
Restrictions. Check AC Clutch
Rotation. Check for TSBs.
No Yes
Was Customer
Complaint Made Due
Refer to High to High Temperature
Side Vs Low Side and/or Humidity?
Pressure Chart
Yes
No
Note: V5 Clutch cycling can occur when discharge pressure exceeds 400 PSI.
4. Compressor control valves set • Start engine and run at fast idle speed.
improperly. Run a low load test to • Open hood, close windows and doors.
verify. Perform low load tests as • Set AC controls to LOW speed, MAX
follows. This procedure is designed to cooling.
create a low cooling load causing the • Record and evaluate test results:
V5 compressor to go toward a • If suction pressure is 25-35 PSI, control
minimum stroke which is absolutely the valve is functioning properly.
necessary for evaluation of control • If suction pressure is outside limits of
valve-set points. 25-35 PSI, replace the control valve.
5. Refrigerant system undercharged • 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.
6. Expansion tubes restriction • 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.
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
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.
No A/C
Insufficient A/C
Odors/Leaks (Describe):____________________________________________________________
Drivability issue related to AC (Describe) ______________________________________________
Other___________________________________________________________________________
AC SYSTEM OPERATION
Computer Controls: Pass Fail (codes): Pass Fail ________________________________
AC Controls: Pass Fail (explain): Pass Fail________________________________
Compressor Operation: Pass Fail (explain): Pass Fail________________________________
Cooling Fan Operation: Pass Fail (explain): Pass
Fail________________________________
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 it’s 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 there’s 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 Bubbles Foam
Check the A/C lines for frosting: Low-Side Lines: OK Frosted — indicates low refrigerant
level correct this problem before continuing the test.
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 system’s 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.
The chart below shows the boiling point of water at different vacuum levels.