start

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OBJECTIVES:
After studying Chapter 51, the reader should
be able to:
• Perform heating, ventilation, and air-
conditioning (HVAC) system service
procedures.
• Identify precautions that should be adhered to
during HVAC system service.
• Discuss proper evacuation and refrigerant
recovery procedures.

Continued
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OBJECTIVES:
After studying Chapter 51, the reader should
be able to:
• List the steps needed to be performed to
retrofit an older R-12 system to R-134a.
• Describe air-conditioning parts replacement
and service procedures.

Continued
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KEY TERMS:
air dam

fin comb

noncondensable gas

O-ring seal

quick-disconnect valve

schrader valve • service cap

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BLOWER MOTOR SERVICE
Heater-related services include these components and operation:
Blower motor and construction If the blower motor is not
functioning, the switch, resistors, or blower motor itself may
need to be replaced. If the resistors are found to be defective,
then double-check that the current draw of the blower motor is
within factory specifications. One of the most common reasons
for a defective blower motor resistor is a defective blower motor
that has worn bushings and draws more than normal current
(amps).

Relays and switches Switches and relays can be tested by

proper operation and replaced if needed. Always follow the
vehicle manufacturer’s recommended replacement procedures.
Continued
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COOLING SYSTEM SERVICE
Cooling System Thermostat Replacement A defective (stuck open) thermostat can cause a lack
of heat from the heater. If heat “comes and goes,” check coolant level in the radiator before
replacing the thermostat. When replacing the thermostat, always follow the vehicle
manufacturer’s recommended procedures and use the designated coolant.
Heater Hose Replacement
Check for signs of deterioration and
replace as needed. Follow vehicle
manufacturer’s recommended
procedures.

Figure 51–1 Some heater hoses are best inspected

by hoisting the vehicle and inspecting them from
underneath the vehicle as shown.

Continued
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 Use the Same Length Heater Hoses
Heater hoses are designed to supply warm coolant from the engine’s
cooling system to the small radiator called the heater core inside the
vehicle. Because the heater hoses attach to the engine and the engine
moves on its mounts during operation, the heater hoses are long enough
to allow the engine to move without causing stress to be applied to the
heater core. The extra length also helps to prevent engine vibration from
being transmitted to the heater core and the interior of the vehicle. When
replacing heater hoses, always use the old hoses as a guide and use the
same length hoses. Also, route the replacement hoses in the same
manner as originally designed, again, to help reduce the stress to the
heater core.

Cooling Fan Inspect for dents, nicks, or other faults that can cause
a vibration or reduce airflow through the radiator. Check the viscous
fan clutch for leakage of silicone fluid and replace if needed.

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 Check the Air Dam if Overheating Occurs
The air dam under the front of the vehicle is designed to force air to flow
upward and through the radiator rather than travel underneath the vehicle.
If this air dam is broken or damaged due to contact with a parking block or
other object, the engine may overheat.

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REFRIGERANT RECOVERY PROCEDURES
Leak Repair Procedures After a leak has been found, the
refrigerant should be recovered and the faulty part repaired or
replaced. Leaks at joints may need a replacement O-ring. Often, the
leak is at a component such as the evaporator, condenser, or
refrigerant line. Leaking components are usually replaced rather
than repaired.

Refrigerant should be recovered and not allowed to be discharged

into the atmosphere. A refrigerant recovery unit should be used to
remove the refrigerant from the vehicle, and it should be stored in a
container until it can be recycled.

See Figures 51–2 and 51–3.

Continued
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Figure 51–2 (a) A typical automotive air-conditioning service machine that is capable of
handling both CFC-12 and HFC-134a systems. (b) HFC-134a systems use quick-disconnect
fittings that are larger than those used for CFC-12 systems.

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During the recovery process, any refrigerant oil removed is separated
from refrigerant and allowed to flow into a container where it can be
measured. The correct total amount of lubricating
oil must be added to the system to protect the compressor.

Figure 51–3 (a) Refrigerant oil must be retrieved and measured when the refrigerant is
recovered from the system. (b) A rubber O-ring is used to indicate the level of refrigerant oil
already in the container. The exact same amount of refrigerant oil must be installed as was
removed when the system is recharged.
Continued
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 Repairs or Replacement of Components After all refrigerant has
been removed from the system, repairs can be accomplished.

The evaporator can now be removed from the vehicle and replaced.
If the system has been opened to the atmosphere for a length of time
(over 24 hours), most experts recommend replacing the drier to help
prevent the possibility of moisture being trapped in the system.

After repairs are completed, the system should then be evacuated.

NOTE: Be sure to follow all instructions regarding the amount of oil that
needs to be added to the system if components have been replaced.

Continued
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Refrigerant Line Connections Must meet three requirements:
The connection must be vapor tight.
The connection must be easy to disconnect and reconnect.
The seals must withstand rapid and extreme temperature
changes.
The O-ring seal is part of a fitting that holds the ends of two
refrigerant lines or hoses together inside a connector. O-rings
form the seal between the lines or hoses and the connector.

O-rings are made of highly saturated nitriles (HSN) or neoprene

rubber and remain flexible over a wide range of temperatures. The
O-ring must be lubricated with clean refrigerant oil before assembly
to ensure a good seal. Be careful not to crimp the O-ring during
installation.
Continued
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Figure 51–4 O-rings are usually made of neoprene rubber or highly saturated nitriles (HSN) to
withstand high temperatures and flexing. O-rings should be changed during a retrofit
procedure.

Replace the O-ring seals at all connections when you retrofit a

system to R-134a. This ensures any traces of R-12 or its oil absorbed
in the O-ring cannot enter the new system. Continued
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A variation on the O-ring seal is Ford’s spring-lock coupling.

Figure 51–5 A Ford spring-lock coupling.

It uses two O-rings mounted on the small end of the refrigeration

line. Continued
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The end of the joining refrigeration line is flared to slide over the
two O-rings. A circular garter spring holds the connection together.
You need a special tool to disconnect the coupling.

Figure 51–6 A special tool is needed to remove and install the Ford spring-lock coupling.

Continued
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Service Valves Provide entry to the system when it is necessary to
add or discharge refrigerant. The Schrader valve is used on R-12
systems. Quick-disconnect valves are used on R-134a systems. Each
type of refrigerant has its own unique fitting and valves have plastic
coverings called service caps.
Figure 51–7 The service cap O-ring becomes the primary seal if the service valve leaks.

Continued
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Schrader Valves For years, R-12 systems have used the Schrader
valve, similar to a tire valve. Internal pressure holds Schrader valves
closed. There is also a small spring to keep the valve seated if the
internal pressure becomes insufficient.
When the service connection is made,
the depressor in the end of the service
hose or service coupling, presses on a
small pin inside the valve, forcing the
valve open.
Figure 51–8 A depressor pin on the gauge set opens
the Schrader valve when the connection is almost
completely tightened. This prevents accidental
refrigerant discharge.

The high-side service valve on R-12

systems is smaller and has different
threads than the low-side valve.
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 Refrigerant Can Be Hazardous
Always wear safety glasses and protective gloves when servicing any
automotive air-conditioning system. If refrigerant escapes, it can freeze
skin or cause blindness if liquid refrigerant were to get into the eyes.

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EVACUATION PROCEDURES
Evacuation means that a vacuum will be applied to vaporize any
moisture that may be in the system. Although water boils at 212°F
(100°C) at sea level, it can boil at much lower temperatures when
the pressure is reduced.

It is important to evacuate the system to at least 26 in. Hg of

vacuum for at least 45 minutes to be assured that all of the
moisture has been removed.

For best results, the vacuum should be higher than 29 in. Hg. The
higher the vacuum and the longer that it is allowed to evacuate,
the better.

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 Use a Micron Vacuum Gauge for Best Results
A typical vacuum gauge reads in inches of Mercury (in. Hg) and the
recommended vacuum level needed to remove moisture from the system
is considered to be 27 in. Hg or less. However, many experts recommend
using a vacuum gauge that measures the amount of air remaining in the
system. This type of gauge measures vacuum in microns. A micron is one
millimeter of a meter and there are about 760,000 microns of air at
atmospheric pressure. A vacuum reading of 29.72 in. Hg is about 5,000
microns. Many experts recommend that the micron level be 500 or less for
best results.

This is particularly important when

evacuating a dual-climate control
system where two evaporators are
used and there are long lengths of
refrigerant lines.
Figure 51–9 An air-conditioning vacuum gauge that
reads in microns.

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NONCONDENSIBLE GASES
Refrigerant should be checked for the presence of air, which is
called a noncondensable gas. This means the air will not
condense into a liquid when pressurized like refrigerant.

If air is present in the container of refrigerant, it is considered to

be a contaminate and will reduce the cooling efficiency if
installed into an air-conditioning system. There are two ways to
determine if there is air (noncondensable gas) in the refrigerant,
including:
Use a refrigerant identifier Most refrigerant identifiers will
display the amount of air present.
Measure the temperature and pressure of the refrigerant
Compare the measurement to a temperature/pressure chart.
If the only contaminate is air, it can be purged from the refrigerant.

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REFRIGERANT RECYCLING
After refrigerant has been recovered, it needs to be recycled for
further use. Most air-conditioning machines include the ability to
recycle the refrigerant to the following SAE J1991 specification:

Moisture—Maximum of 15 parts per million (ppm) by weight

Refrigerant oil—Max 4,000 parts per million (ppm) by weight
Noncondensable gases (air)—A maximum of 330 parts per
million (ppm) by weight

Continued
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RECHARGING A SYSTEM
After the system has been evacuated, it can be recharged with
refrigerant. Most vehicles have a placard or sticker indicating the
correct amount of refrigerant to use.
Figure 51–10 A typical under-hood sticker
identifies the refrigerant and the amount
needed to change the system in kilograms
(0.96 kg is equal to 0.44 pounds).

Figure 51–11 A temperature and humidity

gauge is a useful tool for air-conditioning
work. The higher the relative humidity, the
more difficult it is for the air-conditioning
system to lower the temperature inside the
vehicle.

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 The Cadillac Story
When servicing an older Cadillac with an automatic air-conditioning system
(C-68), it was discovered the compressor would not engage. The vehicle
owner stated that a message had been warning him that the system was
low on charge. The technician tightened a slightly loose Schrader valve
and then added about one pound of R-12 to the system, yet the controller
(computer) would not engage the clutch.
The tech then remembered that if a diagnostic trouble code (DTC) has
been set, the computer will not allow the compressor clutch engage.This is
a precaution to prevent compressor damage if the system is low on charge
and not able to transfer lubricating refrigerant oil through the system the
compressor needs for lubrication. The tech disconnected the negative (+)
battery cable, waited several minutes and then reconnected it. After starting
the engine and turning on the A/C controls, the compressor clutch engaged
and the service technician was able to complete charging the system.

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 Because It Fits, Does Not Mean it is Correct!
Many air-conditioning systems use orifice tubes that look similar if not
identical. They are usually color coded for identification. Always use the
recommended orifice tube for the vehicle you are servicing. Some
examples of the various colors and sizes available include:

Orifice Size
Make Color (Inches)
Chrysler purple 0.0605
Ford red 0.0605
Ford orange 0.0560
Ford brown 0.0470
Ford green 0.0505
GM yellow 0.0605

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RETROFITTING A CFC-12 SYSTEM
TO A HFC-134A SYSTEM
Due to environmental and cost concerns, many service technicians
are retrofitting (adapting) CFC-12 systems to HFC-134a systems.
When making the change, several tasks have to be performed:
Specific service fittings must be installed.
Retrofit labels must be attached in a visible location.
PAG or ester oil must be used instead of the mineral oil.
A high-pressure shutoff switch must be installed that opens the
compressor clutch circuit if the pressure exceeds 410 psi.

Continued
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Other changes that may or may not be necessary include:
Replacing hoses
Replacing O-rings
Replacing the receiver-drier or accumulator
Replacing pressure switches and calibrating them for
use with an HFC-134a system
Replacing the condenser or compressor as required by
some vehicle manufacturers

Continued
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When the system is recharged, the amount of HFC-134a is usually
90% of CFC-12 amount minus 4 ounces. If 30 ounces is the normal
charge of CFC-12, then 23 ounces of HFC-134a should be used
Figure 51–12 (a) When a system is retrofitted from
CFC-12 to HFC-134a, the proper service fittings have
to be used to help assure that cross-contamination
does not occur. (b) An under-hood sticker is also
installed indicating that the system was retrofitted to
HFC-134a and when it was done and by whom.

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COMPRESSOR SERVICE
Compressor Drive Belt Always check drive belt(s) whenever
servicing the air-conditioning system; replace as needed. If chunks
are missing from belt ribs or pieces of rubber embedded in the
pulleys, noise misinterpreted as a defective compressor can occur.

Compressor Clutch Service If the compressor clutch is blue, it

indicates excessive heat generated by the slipping clutch.
Replace the clutch and adjust the air
gap according to service
information instructions.
Figure 51–13 A special tool is needed to remove and
install the magnetic clutch on the air-conditioning
compressor.

Continued
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Compressor Removal Steps specified by service information
usually include the following:
Step #1 Remove the refrigerant from the system.
Step #2 Disconnect the compressor drive belt.
Step #3 Disconnect sensors and compressor clutch wiring
connections and label them if needed.
Step #4 Disconnect the suction and discharge hoses.
Step #5 Seal the hoses to help keep moisture and dirt from entering
the system.
Step #6 Remove the compressor mounting fasteners.
Step #7 Drain and measure the refrigerant oil from the compressor.
Step #8 Inspect the hose, lines, fittings, O-rings, seals, muffler, and
service valves for proper operation and repair or replace as needed
as part of the compressor service.
Continued
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 An Additional Filter is Insurance
If the air-conditioning compressor is found to be damaged mechanically,
many experts recommend that an additional filter be installed in the
refrigerant line to trap any debris that may have gotten into the system.
This additional filter will help prevent the new compressor from being
harmed by the debris as it circulates through the system.

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 CONDENSER SERVICE
Inspect the condenser for airflow restriction and clean as needed.
Often a “fin comb” is needed to straighten the fins of the
condenser, which may have been bent by road debris.

Figure 51–14 A fin comb is used

to straighten the fins on the
condenser to help increase
airflow and heat transfer.

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EVAPORATOR SERVICE
If the evaporator has been tested and found to be clogged or
leaking, it has to be replaced. In most vehicles this is a major job
involving disassembly of the dash.

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RECEIVER/DRIER OR ACCUMULATOR/DRIER
SERVICE
Most experts recommend the receiver/drier or accumulator/drier be
replaced anytime the refrigerant system is opened and other repairs or
services are being performed. Before replacing the receiver/drier or
accumulator/drier, determine the quantity of refrigerant oil so that the
proper amount can be added to the system when it is recharged.

Figure51–15 Always be sure that the service valves

are snug before evacuating the system. They are a
common place for small refrigerant leaks.

Continued
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 Might As Well Do It Now
Whenever an evaporator is being replaced, many service technicians also
recommend that the heater core also be replaced. This is especially true if
the vehicle had a neglected cooling system. Most heater cores are close to
or even have to be removed to replace an evaporator. The only additional
cost to the vehicle owner is the cost of the heater core itself.

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ORIFICE TUBE/EXPANSION VALVE SERVICE
If the orifice tube is found to be clogged or the expansion valve
has been determined to be not operating correctly, they will
require replacement.

Always follow the vehicle manufacturer’s recommended

replacement procedures and adhere to all precautions.

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By James D. Halderman Pearson
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PrenticeHall
Hall- -Upper
UpperSaddle
SaddleRiver,
River,NJ
NJ07458
07458
SUMMARY
1. The proper operation of the heater depends on the proper
operation of the engine cooling system as well as the blower
motor and temperature controls.

2. A serviceable compressor drive belt and clutch are needed for

the proper operation of the air-conditioning system.

3. Refrigerant must be checked for contamination before recovery.

4. Check for leaks in the system by drawing a vacuum on the

system and checking to see that other systems are able to
maintain the vacuum.

Continued
Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008
2009Pearson
PearsonEducation,
Education,Inc.
Inc.
By James D. Halderman Pearson
PearsonPrentice
PrenticeHall
Hall- -Upper
UpperSaddle
SaddleRiver,
River,NJ
NJ07458
07458
SUMMARY (cont.)
5. Always use the specified replacement parts, such as orifice
tubes, to be assured of proper operation.

6. Verify that the heating and air-conditioning system is

functioning correctly after any repair or service.

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

2009Pearson
PearsonEducation,
Education,Inc.
Inc.
By James D. Halderman Pearson
PearsonPrentice
PrenticeHall
Hall- -Upper
UpperSaddle
SaddleRiver,
River,NJ
NJ07458
07458
 end

Automotive Technology: Principles, Diagnosis, and Service, 3rd Edition ©©2008

2009Pearson
PearsonEducation,
Education,Inc.
Inc.
By James D. Halderman Pearson
PearsonPrentice
PrenticeHall
Hall- -Upper
UpperSaddle
SaddleRiver,
River,NJ
NJ07458
07458