HEATING AND AIR CONDITIONING - WordPress.com · 24/2/2017 · TJ HEATING AND AIR CONDITIONING 24 - 3 GENERAL INFORMATION (Continued) COOLING SYSTEM REQUIREMENTS To maintain the performance

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TJ HEATING AND AIR CONDITIONING 24 - 1

HEATING AND AIR CONDITIONING

CONTENTS

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ENERAL INFORMATIONA/C APPLICATION TABLE . . . . . . . . . . . . . . . . . . 4HEATER AND AIR CONDITIONER . . . . . . . . . . . . 2HEATER AND AIR CONDITIONER CONTROL . . . 2SERVICE WARNINGS AND PRECAUTIONS . . . . 3ESCRIPTION AND OPERATIONACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . . 5BLOWER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . 5BLOWER MOTOR RELAY . . . . . . . . . . . . . . . . . . 5BLOWER MOTOR RESISTOR . . . . . . . . . . . . . . . 5BLOWER MOTOR SWITCH . . . . . . . . . . . . . . . . . 6COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . 6COMPRESSOR CLUTCH . . . . . . . . . . . . . . . . . . . 6COMPRESSOR CLUTCH RELAY . . . . . . . . . . . . . 6CONDENSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7EVAPORATOR COIL . . . . . . . . . . . . . . . . . . . . . . 7FIXED ORIFICE TUBE . . . . . . . . . . . . . . . . . . . . . 7HEATER CORE . . . . . . . . . . . . . . . . . . . . . . . . . . 7HIGH PRESSURE CUT-OFF SWITCH . . . . . . . . . 7HIGH PRESSURE RELIEF VALVE . . . . . . . . . . . . 8LOW PRESSURE CYCLING

CLUTCH SWITCH . . . . . . . . . . . . . . . . . . . . . . 8REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . 8REFRIGERANT LINE . . . . . . . . . . . . . . . . . . . . . . 8REFRIGERANT LINE COUPLER . . . . . . . . . . . . . 9REFRIGERANT OIL . . . . . . . . . . . . . . . . . . . . . . . 9REFRIGERANT SYSTEM SERVICE

EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . 9REFRIGERANT SYSTEM SERVICE PORT . . . . . 10VACUUM CHECK VALVE . . . . . . . . . . . . . . . . . . 10VACUUM RESERVOIR . . . . . . . . . . . . . . . . . . . 10IAGNOSIS AND TESTINGA/C PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 11BLOWER MOTOR . . . . . . . . . . . . . . . . . . . . . . . 15BLOWER MOTOR RELAY . . . . . . . . . . . . . . . . . 18BLOWER MOTOR RESISTOR . . . . . . . . . . . . . . 19BLOWER MOTOR SWITCH . . . . . . . . . . . . . . . . 19COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . 19COMPRESSOR CLUTCH COIL . . . . . . . . . . . . . 20COMPRESSOR CLUTCH RELAY . . . . . . . . . . . . 20

HEATER PERFORMANCE . . . . . . . . . . . . . . . . . 13HIGH PRESSURE CUT-OFF SWITCH . . . . . . . . 21LOW PRESSURE CYCLING

CLUTCH SWITCH . . . . . . . . . . . . . . . . . . . . . 21REFRIGERANT SYSTEM LEAKS . . . . . . . . . . . . 22VACUUM SYSTEM . . . . . . . . . . . . . . . . . . . . . . 14

SERVICE PROCEDURESREFRIGERANT OIL LEVEL . . . . . . . . . . . . . . . . 23REFRIGERANT RECOVERY . . . . . . . . . . . . . . . . 22REFRIGERANT SYSTEM CHARGE . . . . . . . . . . 23REFRIGERANT SYSTEM EVACUATE . . . . . . . . . 22

REMOVAL AND INSTALLATIONACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . 31BLEND-AIR DOOR MOTOR . . . . . . . . . . . . . . . 36BLOWER MOTOR . . . . . . . . . . . . . . . . . . . . . . . 34BLOWER MOTOR RELAY . . . . . . . . . . . . . . . . . 36BLOWER MOTOR RESISTOR . . . . . . . . . . . . . . 37BLOWER MOTOR SWITCH . . . . . . . . . . . . . . . . 35COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . 26COMPRESSOR CLUTCH . . . . . . . . . . . . . . . . . . 26COMPRESSOR CLUTCH RELAY . . . . . . . . . . . . 29CONDENSER . . . . . . . . . . . . . . . . . . . . . . . . . . . 32DUCTS AND OUTLETS . . . . . . . . . . . . . . . . . . . 44EVAPORATOR COIL . . . . . . . . . . . . . . . . . . . . . 43FIXED ORIFICE TUBE . . . . . . . . . . . . . . . . . . . . 30HEATER CORE . . . . . . . . . . . . . . . . . . . . . . . . . 43HEATER-A/C CONTROL . . . . . . . . . . . . . . . . . . 35HEATER-A/C HOUSING . . . . . . . . . . . . . . . . . . . 39HEATER-A/C HOUSING DOOR . . . . . . . . . . . . . 42HIGH PRESSURE CUT-OFF SWITCH . . . . . . . . 24KICK COVER . . . . . . . . . . . . . . . . . . . . . . . . . . . 37LIQUID LINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 29LOW PRESSURE CYCLING

CLUTCH SWITCH . . . . . . . . . . . . . . . . . . . . . 31MODE DOOR VACUUM ACTUATOR . . . . . . . . . 38REFRIGERANT LINE COUPLER . . . . . . . . . . . . 23SUCTION AND DISCHARGE LINE . . . . . . . . . . 25VACUUM CHECK VALVE . . . . . . . . . . . . . . . . . . 33VACUUM RESERVOIR . . . . . . . . . . . . . . . . . . . 34

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24 - 2 HEATING AND AIR CONDITIONING TJ

ENERAL INFORMATION

EATER AND AIR CONDITIONERAll vehicles are equipped with a common heater-/C housing assembly (Fig. 1). The system combinesir conditioning, heating, and ventilating capabilitiesn a single unit housing mounted under the instru-

ent panel. On heater-only systems, the evaporatoroil and recirculating air door are omitted from theousing.

Outside fresh air enters the vehicle through theowl top opening at the base of the windshield, andasses through a plenum chamber to the heater-A/Cystem blower housing. Air flow velocity can then bedjusted with the blower motor speed selector switchn the heater-A/C control panel. The air intake open-ngs must be kept free of snow, ice, leaves, and otherbstructions for the heater-A/C system to receive aufficient volume of outside air.It is also important to keep the air intake openings

lear of debris because leaf particles and other debrishat is small enough to pass through the cowl ple-um screen can accumulate within the heater-A/Cousing. The closed, warm, damp and dark environ-ent created within the heater-A/C housing is ideal

or the growth of certain molds, mildews and otherungi. Any accumulation of decaying plant matterrovides an additional food source for fungal spores,hich enter the housing with the fresh air. Excessebris, as well as objectionable odors created byecaying plant matter and growing fungi can be dis-harged into the passenger compartment duringeater-A/C system operation.The heater and optional air conditioner are blend-

ir type systems. In a blend-air system, a blend-airoor controls the amount of unconditioned air (orooled air from the evaporator on models with air

Fig. 1 Common Blend-Air Heater-Air ConditionerSystem - Typical

conditioning) that is allowed to flow through, oraround, the heater core. A temperature control knobon the heater-A/C control panel determines the dis-charge air temperature by actuating an electricmotor, which operates the blend-air door. This allowsan almost immediate control of the output air tem-perature of the system.

The mode control knob on the heater-only or heat-er-A/C control panel is used to direct the conditionedair to the selected system outlets. Both mode controlswitches use engine vacuum to control the modedoors, which are operated by vacuum actuatormotors.

On air conditioned vehicles, the outside air intakecan be shut off by selecting the Recirculation Modewith the mode control knob. This will operate a vac-uum actuated recirculating air door that closes offthe outside fresh air intake and recirculates the airthat is already inside the vehicle.

The optional air conditioner for all models isdesigned for the use of non-CFC, R-134a refrigerant.The air conditioning system has an evaporator to cooland dehumidify the incoming air prior to blending itwith the heated air. This air conditioning systemuses a fixed orifice tube in the liquid line near thecondenser outlet tube to meter refrigerant flow to theevaporator coil. To maintain minimum evaporatortemperature and prevent evaporator freezing, a fixedpressure setting switch on the accumulator cycles thecompressor clutch.

HEATER AND AIR CONDITIONER CONTROLBoth the heater-only and heater-A/C systems use a

combination of mechanical, electrical, and vacuumcontrols. These controls provide the vehicle operatorwith a number of setting options to help control theclimate and comfort within the vehicle. Refer to theowner’s manual in the vehicle glove box for moreinformation on the suggested operation and use ofthese controls.

The heater-only or heater-A/C control panel islocated in the instrument panel center bezel belowthe radio and above the accessory switch bezel andash receiver. The control panel contains a rotary-typetemperature control, a rotary-type mode controlswitch, and a rotary-type blower motor speed switch.

The heater-only or heater-A/C control panel cannotbe repaired. If faulty or damaged, the entire unitmust be replaced. The illumination lamps, the blowermotor switch, and the control knobs are available forservice replacement.

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GENERAL INFORMATION (Continued)

ERVICE WARNINGS AND PRECAUTIONS

ARNING:• THE AIR CONDITIONING SYSTEM CONTAINS

EFRIGERANT UNDER HIGH PRESSURE. SEVEREERSONAL INJURY MAY RESULT FROM IMPROPERERVICE PROCEDURES. REPAIRS SHOULD ONLYE PERFORMED BY QUALIFIED SERVICE PERSON-EL.• AVOID BREATHING THE REFRIGERANT AND

EFRIGERANT OIL VAPOR OR MIST. EXPOSUREAY IRRITATE THE EYES, NOSE, AND/OR THROAT.EAR EYE PROTECTION WHEN SERVICING THEIR CONDITIONING REFRIGERANT SYSTEM. SERI-US EYE INJURY CAN RESULT FROM DIRECTONTACT WITH THE REFRIGERANT. IF EYE CON-ACT OCCURS, SEEK MEDICAL ATTENTION IMME-IATELY.• DO NOT EXPOSE THE REFRIGERANT TOPEN FLAME. POISONOUS GAS IS CREATEDHEN REFRIGERANT IS BURNED. AN ELEC-

RONIC LEAK DETECTOR IS RECOMMENDED.• IF ACCIDENTAL SYSTEM DISCHARGECCURS, VENTILATE THE WORK AREA BEFOREESUMING SERVICE. LARGE AMOUNTS OFEFRIGERANT RELEASED IN A CLOSED WORKREA WILL DISPLACE THE OXYGEN AND CAUSEUFFOCATION.• THE EVAPORATION RATE OF R-134a REFRIG-

RANT AT AVERAGE TEMPERATURE AND ALTI-UDE IS EXTREMELY HIGH. AS A RESULT,NYTHING THAT COMES IN CONTACT WITH THEEFRIGERANT WILL FREEZE. ALWAYS PROTECTHE SKIN OR DELICATE OBJECTS FROM DIRECTONTACT WITH THE REFRIGERANT.• THE R-134a SERVICE EQUIPMENT OR THE

EHICLE REFRIGERANT SYSTEM SHOULD NOT BERESSURE TESTED OR LEAK TESTED WITH COM-RESSED AIR. SOME MIXTURES OF AIR AND-134a HAVE BEEN SHOWN TO BE COMBUSTIBLET ELEVATED PRESSURES. THESE MIXTURES AREOTENTIALLY DANGEROUS, AND MAY RESULT INIRE OR EXPLOSION CAUSING INJURY OR PROP-RTY DAMAGE.

AUTION:• Liquid refrigerant is corrosive to metal sur-

aces. Follow the operating instructions suppliedith the service equipment being used.• Never add R-12 to a refrigerant system

esigned to use R-134a. Damage to the system willesult.

• R-12 refrigerant oil must not be mixed with-134a refrigerant oil. They are not compatible.• Do not use R-12 equipment or parts on the

-134a system. Damage to the system will result.

• Do not overcharge the refrigerant system. Thiswill cause excessive compressor head pressureand can cause noise and system failure.

• Recover the refrigerant before opening any fit-ting or connection. Open the fittings with caution,even after the system has been discharged. Neveropen or loosen a connection before recovering therefrigerant.

• Do not remove the secondary retention clipfrom any spring-lock coupler connection while therefrigerant system is under pressure. Recover therefrigerant before removing the secondary retentionclip. Open the fittings with caution, even after thesystem has been discharged. Never open or loosena connection before recovering the refrigerant.

• The refrigerant system must always be evacu-ated before charging.

• Do not open the refrigerant system or uncap areplacement component until you are ready to ser-vice the system. This will prevent contamination inthe system.

• Before disconnecting a component, clean theoutside of the fittings thoroughly to prevent con-tamination from entering the refrigerant system.

• Immediately after disconnecting a componentfrom the refrigerant system, seal the open fittingswith a cap or plug.

• Before connecting an open refrigerant fitting,always install a new seal or gasket. Coat the fittingand seal with clean refrigerant oil before connect-ing.

• Do not remove the sealing caps from a replace-ment component until it is to be installed.

• When installing a refrigerant line, avoid sharpbends that may restrict refrigerant flow. Position therefrigerant lines away from exhaust system compo-nents or any sharp edges, which may damage theline.

• Tighten refrigerant fittings only to the specifiedtorque. The aluminum fittings used in the refriger-ant system will not tolerate overtightening.

• When disconnecting a refrigerant fitting, use awrench on both halves of the fitting. This will pre-vent twisting of the refrigerant lines or tubes.

• Refrigerant oil will absorb moisture from theatmosphere if left uncapped. Do not open a con-tainer of refrigerant oil until you are ready to use it.Replace the cap on the oil container immediatelyafter using. Store refrigerant oil only in a clean, air-tight, and moisture-free container.

• Keep service tools and the work area clean.Contamination of the refrigerant system throughcareless work habits must be avoided.

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GENERAL INFORMATION (Continued)

OOLING SYSTEM REQUIREMENTSTo maintain the performance level of the heating-

ir conditioning system, the engine cooling systemust be properly maintained. The use of a bug

creen is not recommended. Any obstructions in frontf the radiator or condenser will reduce the perfor-ance of the air conditioning and engine cooling sys-

ems.The engine cooling system includes the heater core

nd the heater hoses. Refer to Group 7 - Cooling Sys-em for more information before the opening of, orttempting any service to the engine cooling system.

EFRIGERANT HOSES/LINES/TUBESRECAUTIONSKinks or sharp bends in the refrigerant plumbingill reduce the capacity of the entire system. Highressures are produced in the system when it is oper-ting. Extreme care must be exercised to make surehat all refrigerant system connections are pressureight.

A good rule for the flexible hose refrigerant lines iso keep the radius of all bends at least ten times theiameter of the hose. Sharp bends will reduce thelow of refrigerant. The flexible hose lines should beouted so they are at least 80 millimeters (3 inches)rom the exhaust manifold. It is a good practice tonspect all flexible refrigerant system hose lines ateast once a year to make sure they are in good con-ition and properly routed.There are two types of refrigerant fittings:• All fittings with O-rings need to be coated with

efrigerant oil before installation. Use only O-ringshat are the correct size and approved for use with-134a refrigerant. Failure to do so may result in a

eak.• Unified plumbing connections with gaskets can-

ot be serviced with O-rings. The gaskets are noteusable and new gaskets do not require lubricationefore installing.Using the proper tools when making a refrigerant

lumbing connection is very important. Improperools or improper use of the tools can damage theefrigerant fittings. Always use two wrenches whenoosening or tightening tube fittings. Use one wrencho hold one side of the connection stationary, whileoosening or tightening the other side of the connec-ion with a second wrench.

The refrigerant must be recovered completely fromhe system before opening any fitting or connection.pen the fittings with caution, even after the refrig-rant has been recovered. If any pressure is noticeds a fitting is loosened, tighten the fitting andecover the refrigerant from the system again.

Do not discharge refrigerant into the atmosphere.Use an R-134a refrigerant recovery/recycling devicethat meets SAE Standard J2210.

The refrigerant system will remain chemically sta-ble as long as pure, moisture-free R-134a refrigerantand refrigerant oil is used. Dirt, moisture, or air canupset this chemical stability. Operational troubles orserious damage can occur if foreign material ispresent in the refrigerant system.

When it is necessary to open the refrigerant sys-tem, have everything needed to service the systemready. The refrigerant system should not be left opento the atmosphere any longer than necessary. Cap orplug all lines and fittings as soon as they are openedto prevent the entrance of dirt and moisture. All linesand components in parts stock should be capped orsealed until they are to be installed.

All tools, including the refrigerant recycling equip-ment, the manifold gauge set, and test hoses shouldbe kept clean and dry. All tools and equipment mustbe designed for R-134a refrigerant.

A/C APPLICATION TABLE

Item Description Notes

VEHICLE TJ Wrangler

SYSTEM R134a w/orifice tube

COMPRESSOR Nippondenso10PA17

ND-8 PAG oil

Freeze–up Control Low Pressurecycling cutout switch

accumulatormounted

Low psi Control opens < 20.5 psi -resets 38 psi

High psi Control switch - opens >450-490 psi - resets< 270-330 psi

discharge linemountedswitch

CONTROL HEAD manual type

Mode Door vacuum

Blend Air Door electric actuator

Fresh/Recirc door vacuum

Blower Motor hardwired to controlhead

resistor block

COOLING FAN viscous fan

CLUTCH

Control relay PCM

Draw 2–3.9 amps @ 12V 6 0.5V @70° F

Gap 0.0169–0.0319

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Reads TPS, RPM, A/Cswitch test

Actuators clutch relay

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ESCRIPTION AND OPERATION

CCUMULATORThe accumulator is mounted in the engine com-

artment between the evaporator coil outlet tube andhe compressor inlet. Refrigerant enters the accumu-ator canister as a low pressure vapor through thenlet tube.

Any liquid, oil-laden refrigerant falls to the bottomf the canister, which acts as a separator. A desiccantag is mounted inside the accumulator canister tobsorb any moisture which may have entered andecome trapped within the refrigerant system (Fig.).

LOWER MOTORThe blower motor and blower wheel are located in

he passenger side end of the heater-A/C housing,elow the glove box. The blower motor controls theelocity of air flowing through the heater-A/C hous-ng by spinning a squirrel cage-type blower wheelithin the housing at the selected speed. The blowerotor and wheel can be removed through an opening

n the engine compartment side of the dash panelithout heater-A/C housing removal.

Fig. 2 Accumulator - Typical

The blower motor will only operate when the igni-tion switch is in the On position, and the heater-A/Cmode control switch knob is in any position, exceptOff. The blower motor receives a ground feed at alltimes. The blower motor battery feed circuit is pro-tected by a fuse in the fuseblock module for allblower speeds except high. The high speed batteryfeed circuit is protected by a fuse in the Power Dis-tribution Center (PDC). Blower motor speed is con-trolled by regulating the battery feed through theblower motor switch, blower motor resistor, and ablower motor relay.

The blower motor and blower motor wheel cannotbe repaired and, if faulty or damaged, they must bereplaced. The blower motor and blower wheel are ser-viced only as a unit.

BLOWER MOTOR RELAYThe blower motor relay is a International Stan-

dards Organization (ISO)-type relay. The relay is aelectromechanical device that switches battery cur-rent to the blower motor.

When the blower motor switch is in any positionexcept off, and the ignition is turned on, the blowermotor relay is energized and provides battery feed tothe blower motor from a fuse in the fuseblock modulethrough the blower motor resistor.

The blower motor relay coil is controlled by a volt-age signal from the blower motor switch. See BlowerMotor Relay in the Diagnosis and Testing section ofthis group for more information.

The blower motor relay is installed in a wire har-ness connector located near the passenger side out-board end of the heater-A/C housing in the passengercompartment, next to the heater-A/C wire harnessconnector.

The blower motor relay cannot be repaired and, iffaulty or damaged, it must be replaced.

BLOWER MOTOR RESISTORThe blower motor resistor is mounted to the bot-

tom of the heater-A/C housing on the passenger sideof the vehicle under the instrument panel. It can beaccessed for service by removing the heater-A/Chousing kick cover.

The resistor has multiple resistor wires, each ofwhich reduce the current flow to the blower motor, tochange the blower motor speed. The blower motorswitch directs battery current to the correct resistorwire to obtain the selected speed. When the highestblower motor speed is selected, the blower motor isdirectly connected to battery current, bypassing theblower motor resistor.

The blower motor resistor cannot be repaired and,if faulty or damaged, it must be replaced.

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DESCRIPTION AND OPERATION (Continued)

LOWER MOTOR SWITCHThe heater-only or heater-A/C blower motor is con-

rolled by a four position rotary-type blower motorwitch, mounted in the heater-A/C control panel. Thewitch allows the selection of one of four blowerotor speeds, but can only be turned off by selecting

he Off position with the heater-A/C mode controlwitch.The blower motor switch receives ignition-switched

attery current through the mode control switch fromfuse in the fuseblock module. The blower motor

witch directs the battery current to the blowerotor resistor, or to the blower motor relay, as

equired to achieve the selected blower motor speed.The blower motor switch cannot be repaired and, if

aulty or damaged, it must be replaced. The blowerotor switch knob is available for service replace-ent.

OMPRESSORThe air conditioning system uses a Sanden

D7H15 seven cylinder, reciprocating wobble plate-ype compressor on all models. This compressor has aixed displacement of 150 cubic centimeters (9.375ubic inches), and has both the suction and dischargeorts located on the cylinder head. A label identifyinghe use of R-134a refrigerant is located on the com-ressor.The compressor is driven by the engine through an

lectric clutch, drive pulley and belt arrangement.he compressor is lubricated by refrigerant oil that isirculated throughout the refrigerant system with theefrigerant.The compressor draws in low-pressure refrigerant

apor from the evaporator through its suction port. Ithen compresses the refrigerant into a high-pressure,igh-temperature refrigerant vapor, which is thenumped to the condenser through the compressor dis-harge port.The compressor cannot be repaired. If faulty or

amaged, the entire compressor assembly must beeplaced. The compressor clutch, pulley and clutchoil are available for service.

OMPRESSOR CLUTCHThe compressor clutch assembly consists of a sta-

ionary electromagnetic coil, a hub bearing and pul-ey assembly, and a clutch plate (Fig. 3). Thelectromagnetic coil unit and the hub bearing andulley assembly are each retained on the nose of theompressor front housing with snap rings. The clutchlate is keyed to the compressor shaft and securedith a nut.These components provide the means to engage

nd disengage the compressor from the engine ser-entine accessory drive belt. When the clutch coil is

energized, it magnetically draws the clutch into con-tact with the pulley and drives the compressor shaft.When the coil is not energized, the pulley freewheelson the clutch hub bearing, which is part of the pulley.The compressor clutch and coil are the only servicedparts on the compressor.

The compressor clutch engagement is controlled byseveral components: the heater-A/C mode controlswitch, the low pressure cycling clutch switch, thehigh pressure cut-off switch, the compressor clutchrelay, and the Powertrain Control Module (PCM).The PCM may delay compressor clutch engagementfor up to thirty seconds. Refer to Group 14 - FuelSystem for more information on the PCM controls.

COMPRESSOR CLUTCH RELAYThe compressor clutch relay is a International

Standards Organization (ISO) micro-relay. The termi-nal designations and functions are the same as a con-ventional ISO relay. However, the micro-relayterminal orientation (footprint) is different, the cur-rent capacity is lower, and the relay case dimensionsare smaller than those of the conventional ISO relay.

The compressor clutch relay is a electromechanicaldevice that switches battery current to the compres-sor clutch coil when the Powertrain Control Module(PCM) grounds the coil side of the relay. The PCMresponds to inputs from the heater-A/C mode controlswitch, the low pressure cycling clutch switch, andthe high pressure cut-off switch. See CompressorClutch Relay in the Diagnosis and Testing section ofthis group for more information.

The compressor clutch relay is located in the PowerDistribution Center (PDC) in the engine compart-ment. Refer to the PDC label for relay identificationand location.

The compressor clutch relay cannot be repairedand, if faulty or damaged, it must be replaced.

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ONDENSERThe condenser is located in the air flow in front of

he engine cooling radiator. The condenser is a heatxchanger that allows the high-pressure refrigerantas being discharged by the compressor to give up itseat to the air passing over the condenser fins. Whenhe refrigerant gas gives up its heat, it condenses.

hen the refrigerant leaves the condenser, it hasecome a high-pressure liquid refrigerant.The volume of air flowing over the condenser fins

s critical to the proper cooling performance of the aironditioning system. Therefore, it is important thathere are no objects placed in front of the radiatorrille openings in the front of the vehicle or foreignaterial on the condenser fins that might obstruct

roper air flow. Also, any factory-installed air seals orhrouds must be properly reinstalled following radia-or or condenser service.

The condenser cannot be repaired and, if faulty oramaged, it must be replaced.

VAPORATOR COILThe evaporator coil is located in the heater-A/C

ousing, under the instrument panel. The evaporatoroil is positioned in the heater-A/C housing so thatll air that enters the housing must pass over theins of the evaporator before it is distributed throughhe system ducts and outlets. However, air passingver the evaporator coil fins will only be conditionedhen the compressor is engaged and circulating

efrigerant through the evaporator coil tubes.Refrigerant enters the evaporator from the fixed

rifice tube as a low-temperature, low-pressure liq-id. As air flows over the fins of the evaporator, theumidity in the air condenses on the fins, and theeat from the air is absorbed by the refrigerant. Heatbsorption causes the refrigerant to boil and vapor-ze. The refrigerant becomes a low-pressure gas whent leaves the evaporator.

The evaporator coil cannot be repaired and, ifaulty or damaged, it must be replaced.

IXED ORIFICE TUBEThe fixed orifice tube is installed in the liquid line

etween the outlet of the condenser and the inlet ofhe evaporator. The fixed orifice tube is located in thend of the liquid line that is closest to the condenserutlet tube.The inlet end of the fixed orifice tube has a nylonesh filter screen, which filters the refrigerant andelps to reduce the potential for blockage of theetering orifice by refrigerant system contaminants

Fig. 4). The outlet end of the tube has a nylon meshiffuser screen. The O-rings on the plastic body ofhe fixed orifice tube seal the tube to the inside of

the liquid line and prevent the refrigerant frombypassing the fixed metering orifice.

The fixed orifice tube is used to meter the flow ofliquid refrigerant into the evaporator coil. The high-pressure liquid refrigerant from the condenserexpands into a low-pressure liquid as it passesthrough the metering orifice and diffuser screen ofthe fixed orifice tube.

The fixed orifice tube cannot be repaired and, iffaulty or plugged, it must be replaced.

HEATER COREThe heater core is located in the heater-A/C hous-

ing, under the instrument panel. It is a heatexchanger made of rows of tubes and fins. Enginecoolant is circulated through heater hoses to theheater core at all times. As the coolant flows throughthe heater core, heat removed from the engine istransferred to the heater core fins and tubes.

Air directed through the heater core picks up theheat from the heater core fins. The blend air doorallows control of the heater output air temperatureby controlling how much of the air flowing throughthe heater-A/C housing is directed through theheater core. The blower motor speed controls the vol-ume of air flowing through the heater-A/C housing.

The heater core cannot be repaired and, if faulty ordamaged, it must be replaced. Refer to Group 7 -Cooling System for more information on the enginecooling system, the engine coolant and the heaterhoses.

HIGH PRESSURE CUT-OFF SWITCHThe high pressure cut-off switch is located on the

discharge line near the compressor. The switch isscrewed onto a discharge line fitting that contains aSchrader-type valve, which allows the switch to beserviced without discharging the refrigerant system.The discharge line fitting is equipped with an O-ringto seal the switch connection.

The high pressure cut-off switch is connected inseries electrically with the low pressure cyclingclutch switch between ground and the PowertrainControl Module (PCM). The switch contacts open and

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lose causing the PCM to turn the compressor clutchn and off. This prevents compressor operation whenhe discharge line pressure approaches high levels.

The high pressure cut-off switch contacts are openhen the discharge line pressure rises above 3100 to375 kPa (450 to 490 psi). The switch contacts willlose when the discharge line pressure drops to 1860o 2275 kPa (270 to 330 psi).

The high pressure cut-off switch is a factory-cali-rated unit. The switch cannot be adjusted orepaired and, if faulty or damaged, it must beeplaced.

IGH PRESSURE RELIEF VALVEA high pressure relief valve is located on the com-

ressor cylinder head, which is at the rear of theompressor. This mechanical valve is designed toent refrigerant from the system to protect againstamage to the compressor and other system compo-ents, caused by condenser air flow restriction or anvercharge of refrigerant.The high pressure relief valve vents the systemhen a discharge pressure of 3445 to 4135 kPa (500

o 600 psi) or above is reached. The valve closeshen a minimum discharge pressure of 2756 kPa

400 psi) is reached.The high pressure relief valve vents only enough

efrigerant to reduce the system pressure, and thene-seats itself. The majority of the refrigerant is con-erved in the system. If the valve vents refrigerant, itoes not mean that the valve is faulty.The high pressure relief valve is a factory-cali-

rated unit. The valve cannot be adjusted orepaired, and must not be removed or otherwise dis-urbed. The valve is only serviced as a part of theompressor assembly.

OW PRESSURE CYCLING CLUTCH SWITCHThe low pressure cycling clutch switch is located

n the top of the accumulator. The switch is screwednto an accumulator fitting that contains a Schrader-ype valve, which allows the switch to be servicedithout discharging the refrigerant system. Theccumulator fitting is equipped with an O-ring toeal the switch connection.The low pressure cycling clutch switch is connected

n series electrically with the high pressure cut-offwitch, between ground and the Powertrain Controlodule (PCM). The switch contacts open and close

ausing the PCM to turn the compressor clutch onnd off. This regulates the refrigerant system pres-ure and controls evaporator temperature. Control-ing the evaporator temperature prevents condensateater on the evaporator fins from freezing andbstructing air conditioning system air flow.

The low pressure cycling clutch switch contacts areopen when the suction pressure is approximately 141kPa (20.5 psi) or lower. The switch contacts will closewhen the suction pressure rises to approximately 234to 262 kPa (34 to 38 psi) or above. Lower ambienttemperatures, below approximately -1° C (30° F), willalso cause the switch contacts to open. This is due tothe pressure/temperature relationship of the refriger-ant in the system.

The low pressure cycling clutch switch is a factory-calibrated unit. It cannot be adjusted or repairedand, if faulty or damaged, it must be replaced.

REFRIGERANTThe refrigerant used in this air conditioning sys-

tem is a HydroFluoroCarbon (HFC), type R-134a.Unlike R-12, which is a ChloroFluoroCarbon (CFC),R-134a refrigerant does not contain ozone-depletingchlorine. R-134a refrigerant is a non-toxic, non-flam-mable, clear, and colorless liquefied gas.

Even though R-134a does not contain chlorine, itmust be reclaimed and recycled just like CFC-typerefrigerants. This is because R-134a is a greenhousegas and can contribute to global warming.

R-134a refrigerant is not compatible with R-12refrigerant in an air conditioning system. Even asmall amount of R-12 added to an R-134a refrigerantsystem will cause compressor failure, refrigerant oilsludge or poor air conditioning system performance.In addition, the PolyAlkylene Glycol (PAG) syntheticrefrigerant oils used in an R-134a refrigerant systemare not compatible with the mineral-based refriger-ant oils used in an R-12 refrigerant system.

R-134a refrigerant system service ports, servicetool couplers and refrigerant dispensing bottles haveall been designed with unique fittings to ensure thatan R-134a system is not accidentally contaminatedwith the wrong refrigerant (R-12). There are alsolabels posted in the engine compartment of the vehi-cle and on the compressor identifying to service tech-nicians that the air conditioning system is equippedwith R-134a.

REFRIGERANT LINEThe refrigerant lines and hoses are used to carry

the refrigerant between the various air conditioningsystem components. A barrier hose design with anylon tube inner hose liner is used for the R-134a airconditioning system on this vehicle. This nylon linerhelps to further contain the R-134a refrigerant,which has a smaller molecular structure than R-12refrigerant. The ends of the refrigerant hoses aremade from lightweight aluminum or steel, and usebraze-less fittings.

Any kinks or sharp bends in the refrigerant plumb-ing will reduce the capacity of the entire air condi-

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ioning system. Kinks and sharp bends reduce thelow of refrigerant in the system. A good rule for thelexible hose refrigerant lines is to keep the radius ofll bends at least ten times the diameter of the hose.n addition, the flexible hose refrigerant lines shoulde routed so they are at least 80 millimeters (3nches) from the exhaust manifold.

High pressures are produced in the refrigerant sys-em when the air conditioning compressor is operat-ng. Extreme care must be exercised to make surehat each of the refrigerant system connections isressure-tight and leak free. It is a good practice tonspect all flexible hose refrigerant lines at least once

year to make sure they are in good condition androperly routed.The refrigerant lines and hoses are coupled with

ther components of the HVAC system with peanut-lock style fittings. A status seal type flat steel gas-et with a captured compressible O-ring, is used toate plumbing lines with A/C components to ensure

he integrity of the refrigerant system.The refrigerant lines and hoses cannot be repaired

nd, if faulty or damaged, they must be replaced.

EFRIGERANT LINE COUPLERSpring-lock type refrigerant line couplers are used

o connect many of the refrigerant lines and otheromponents to the refrigerant system. These couplersequire a special tool for disengaging the two coupleralves.The spring-lock coupler is held together by a garter

pring inside a circular cage on the male half of theitting (Fig. 5). When the two coupler halves are con-ected, the flared end of the female fitting slipsehind the garter spring inside the cage on the maleitting. The garter spring and cage prevent the flarednd of the female fitting from pulling out of the cage.

Fig. 5 Spring-Lock Coupler - Typical

Two O-rings on the male half of the fitting areused to seal the connection. These O-rings are com-patible with R-134a refrigerant and must be replacedwith O-rings made of the same material.

Secondary clips are installed over the two con-nected coupler halves at the factory for added blowoffprotection. In addition, some models have a plasticring that is used at the factory as a visual indicatorto confirm that these couplers are connected. Afterthe coupler is connected, the plastic indicator ring isno longer needed; however, it will remain on therefrigerant line near the coupler cage.

REFRIGERANT OILThe refrigerant oil used in R-134a refrigerant sys-

tems is a synthetic-based, PolyAlkylene Glycol (PAG),wax-free lubricant. Mineral-based R-12 refrigerantoils are not compatible with PAG oils, and shouldnever be introduced to an R-134a refrigerant system.

There are different PAG oils available, and eachcontains a different additive package. The SD7H15compressor used in this vehicle is designed to use anSP-20 PAG refrigerant oil. Use only refrigerant oil ofthis same type to service the refrigerant system.

After performing any refrigerant recovery or recy-cling operation, always replenish the refrigerant sys-tem with the same amount of the recommendedrefrigerant oil as was removed. Too little refrigerantoil can cause compressor damage, and too much canreduce air conditioning system performance.

PAG refrigerant oil is much more hygroscopic thanmineral oil, and will absorb any moisture it comesinto contact with, even moisture in the air. The PAGoil container should always be kept tightly cappeduntil it is ready to be used. After use, recap the oilcontainer immediately to prevent moisture contami-nation.

REFRIGERANT SYSTEM SERVICE EQUIPMENT

WARNING: EYE PROTECTION MUST BE WORNWHEN SERVICING AN AIR CONDITIONING REFRIG-ERANT SYSTEM. TURN OFF (ROTATE CLOCKWISE)ALL VALVES ON THE EQUIPMENT BEING USEDBEFORE CONNECTING TO, OR DISCONNECTINGFROM THE REFRIGERANT SYSTEM. FAILURE TOOBSERVE THESE WARNINGS MAY RESULT IN PER-SONAL INJURY.

When servicing the air conditioning system, aR-134a refrigerant recovery/recycling/charging sta-tion that meets SAE Standard J2210 must be used.Contact an automotive service equipment supplier forrefrigerant recovery/recycling/charging equipment.Refer to the operating instructions supplied by theequipment manufacturer for proper care and use ofthis equipment.

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A manifold gauge set may be needed with someecovery/recycling/charging equipment (Fig. 6). Theervice hoses on the gauge set being used shouldave manual (turn wheel), or automatic back-flowalves at the service port connector ends. This willrevent refrigerant from being released into thetmosphere.

ANIFOLD GAUGE SET CONNECTIONS

AUTION: Do not use an R-12 manifold gauge setn an R-134a system. The refrigerants are not com-atible and system damage will result.

OW PRESSURE GAUGE HOSEThe low pressure hose (Blue with Black stripe)

ttaches to the suction service port. This port isocated on the liquid line near the evaporator inletube at the rear of the engine compartment.

IGH PRESSURE GAUGE HOSEThe high pressure hose (Red with Black stripe)

ttaches to the discharge service port. This port isocated on the manifold directly over the dischargeort of the compressor.

ECOVERY/RECYCLING/EVACUATION/CHARGINGOSEThe center manifold hose (Yellow, or White, withlack stripe) is used to recover, evacuate, and charge

he refrigerant system. When the low or high pres-ure valves on the manifold gauge set are opened,

Fig. 6 Manifold Gauge Set - Typical

the refrigerant in the system will escape through thishose.

REFRIGERANT SYSTEM SERVICE PORTThe two refrigerant system service ports are used

to charge, recover/recycle, evacuate, and test the airconditioning refrigerant system. Unique service portcoupler sizes are used on the R-134a system, toensure that the refrigerant system is not accidentallycontaminated by the use of the wrong refrigerant(R-12), or refrigerant system service equipment.

The high pressure service port is located on therefrigerant line manifold, near the discharge port ofthe compressor. The low pressure service port islocated on the liquid line at the rear of the enginecompartment, near the evaporator inlet tube.

Each of the service ports has a threaded plasticprotective cap installed over it from the factory. Afterservicing the refrigerant system, always reinstallboth of the service port caps.

VACUUM CHECK VALVEA vacuum check valve is installed in the accessory

vacuum supply line in the engine compartment, nearthe vacuum tap on the engine intake manifold. Thevacuum check valve is designed to allow vacuum toflow in only one direction through the accessory vac-uum supply circuits.

The use of a vacuum check valve helps to maintainthe system vacuum needed to retain the selectedheater-A/C mode settings. The check valve will pre-vent the engine from bleeding down system vacuumthrough the intake manifold during extended heavyengine load (low engine vacuum) operation.

The vacuum check valve cannot be repaired and, iffaulty or damaged, it must be replaced.

VACUUM RESERVOIRThe vacuum reservoir is mounted to the rear of the

right front inner fender wheelhouse in the enginecompartment, under the battery tray. The batteryand battery tray must be removed from the vehicle toaccess the vacuum reservoir for service.

Engine vacuum is stored in the vacuum reservoir.The stored vacuum is used to operate the vacuum-controlled vehicle accessories during periods of lowengine vacuum such as when the vehicle is climbinga steep grade, or under other high engine load oper-ating conditions.

The vacuum reservoir cannot be repaired and, iffaulty or damaged, it must be replaced.

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IAGNOSIS AND TESTING

/C PERFORMANCEThe air conditioning system is designed to provide

he passenger compartment with low temperaturend low humidity air. The evaporator, located in theeater-A/C housing on the dash panel below the

nstrument panel, is cooled to temperatures near thereezing point. As warm damp air passes through theooled evaporator, the air transfers its heat to theefrigerant in the evaporator and the moisture in their condenses on the evaporator fins. During periodsf high heat and humidity, an air conditioning sys-em will be more effective in the Recirculation Mode.ith the system in the Recirculation Mode, only air

rom the passenger compartment passes through thevaporator. As the passenger compartment air dehu-idifies, the air conditioning system performance

evels improve.Humidity has an important bearing on the temper-

ture of the air delivered to the interior of the vehi-le. It is important to understand the effect thatumidity has on the performance of the air condition-

ng system. When humidity is high, the evaporatoras to perform a double duty. It must lower the airemperature, and it must lower the temperature ofhe moisture in the air that condenses on the evapo-ator fins. Condensing the moisture in the air trans-ers heat energy into the evaporator fins and tubing.his reduces the amount of heat the evaporator canbsorb from the air. High humidity greatly reduceshe ability of the evaporator to lower the temperaturef the air.However, evaporator capacity used to reduce the

mount of moisture in the air is not wasted. Wring-ng some of the moisture out of the air entering theehicle adds to the comfort of the passengers.lthough, an owner may expect too much from theirir conditioning system on humid days. A perfor-ance test is the best way to determine whether the

ystem is performing up to standard. This test alsorovides valuable clues as to the possible cause ofrouble with the air conditioning system.

Review the Service Warnings and Precautions inhe front of this group before performing this proce-ure. The air temperature in the test room and in

the vehicle must be a minimum of 21° C (70° F) forthis test.

(1) Connect a tachometer and a manifold gaugeset.

(2) Set the heater-A/C mode control switch knob inthe Recirculation Mode position, the temperaturecontrol knob in the full cool position, and the blowermotor switch knob in the highest speed position.

(3) Start the engine and hold the idle at 1,000 rpmwith the compressor clutch engaged.

(4) The engine should be at operating temperature.The doors and windows must be open.

(5) Insert a thermometer in the driver side centerA/C (panel) outlet. Operate the engine for five min-utes.

(6) The compressor clutch may cycle, dependingupon the ambient temperature and humidity. If theclutch cycles, unplug the low pressure cycling clutchswitch wire harness connector from the switchlocated on the accumulator (Fig. 7). Place a jumperwire across the terminals of the low pressure cyclingclutch switch wire harness connector.

(7) With the compressor clutch engaged, record thedischarge air temperature and the compressor dis-charge pressure.

(8) Compare the discharge air temperature to thePerformance Temperature and Pressure chart. If thedischarge air temperature is high, see RefrigerantSystem Leaks and Refrigerant System Charge in this

Fig. 7 Low Pressure Cycling Clutch Switch - Typical

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DIAGNOSIS AND TESTING (Continued)

(9) Compare the compressor discharge pressure to
he Performance Temperature and Pressure chart. If
the compressor discharge pressure is high, see the
Pressure Diagnosis chart.
Performance Temperature and Pressure

Ambient AirTemperature

21° C(70° F)

27° C(80° F)

32° C(90° F)

38° C(100° F)

43° C(110° F)

Air Temperatureat Center PanelOutlet

-3 to 3° C(27 to 38° F)

1 to 7° C(33 to 44° F)

3 to 9° C(37 to 48° F)

6 to 13° C(43 to 55° F)

10 to 18° C(50 to 64° F)

Evaporator InletPressure atCharge Port

179 to 241 kPa(26 to 35 psi)

221 to 283kPa

(32 to 41 psi)

262 to 324kPa

(38 to 47 psi)

303 to 365kPa

(44 to 53 psi)

345 to 414 kPa(50 to 60 psi)

CompressorDischargePressure

1240 to 1655kPa

(180 to 240psi)

1380 to 1790kPa

(200 to 260psi)

1720 to 2070kPa

(250 to 300psi)

1860 to 2345kPa

(270 to 340psi)

2070 to 2690kPa

(300 to 390 psi)

Pressure Diagnosis

Condition Possible Causes Correction

Rapid compressor clutchcycling (ten or more cycles perminute).

1. Low refrigerant systemcharge.

1. See Refrigerant System Leaks in this group.Test the refrigerant system for leaks. Repair,evacuate and charge the refrigerant system, ifrequired.

Equal pressures, but thecompressor clutch does notengage.

1. No refrigerant in therefrigerant system.2. Faulty fuse.3. Faulty compressor clutchcoil.4. Faulty compressor clutchrelay.5. Improperly installed orfaulty low pressure cyclingclutch switch.6. Faulty high pressure cut-offswitch.7. Faulty Powertrain ControlModule (PCM).

1. See Refrigerant System Leaks in this group.Test the refrigerant system for leaks. Repair,evacuate and charge the refrigerant system, ifrequired.2. Check the fuses in the Power Distribution Centerand the fuseblock module. Repair the shortedcircuit or component and replace the fuses, ifrequired.3. See Compressor Clutch Coil in this group. Testthe compressor clutch coil and replace, if required.4. See Compressor Clutch Relay in this group. Testthe compressor clutch relay and relay circuits.Repair the circuits or replace the relay, if required.5. See Low Pressure Cycling Clutch Switch in thisgroup. Test the low pressure cycling clutch switchand tighten or replace, if required.6. See High Pressure Cut-Off Switch in this group.Test the high pressure cut-off switch and replace, ifrequired.7. Refer to the proper Diagnostic Proceduresmanual for testing of the PCM. Test the PCM andreplace, if required.

Normal pressures, but A/CPerformance Test airtemperatures at center paneloutlet are too high.

1. Excessive refrigerant oil insystem.2. Temperature control cableimproperly installed or faulty.3. Blend-air door inoperativeor sealing improperly.

1. See Refrigerant Oil Level in this group. Recoverthe refrigerant from the refrigerant system andinspect the refrigerant oil content. Restore therefrigerant oil to the proper level, if required.2. See Temperature Control Cable in this group.Inspect the temperature control cable for properrouting and operation and correct, if required.3. See Blend-Air Door under Heater-A/C HousingDoor in this group. Inspect the blend-air door forproper operation and sealing and correct, ifrequired.

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Pressure Diagnosis

Condition Possible Causes Correction

The low side pressure isnormal or slightly low, and thehigh side pressure is too low.

1. Low refrigerant systemcharge.2. Refrigerant flow throughthe accumulator is restricted.3. Refrigerant flow throughthe evaporator coil isrestricted.4. Faulty compressor.

1. See Refrigerant System Leaks in this group.Test the refrigerant system for leaks. Repair,evacuate and charge the refrigerant system, ifrequired.2. See Accumulator in this group. Replace therestricted accumulator, if required.3. See Evaporator Coil in this group. Replace therestricted evaporator coil, if required.4. See Compressor in this group. Replace thecompressor, if required.

The low side pressure isnormal or slightly high, andthe high side pressure is toohigh.

1. Condenser air flowrestricted.2. Inoperative cooling fan.3. Refrigerant systemovercharged.4. Air in the refrigerantsystem.5. Engine overheating.

1. Check the condenser for damaged fins, foreignobjects obstructing air flow through the condenserfins, and missing or improperly installed air seals.Refer to Group 7 - Cooling System for moreinformation on air seals. Clean, repair, or replacecomponents as required.2. Refer to Group 7 - Cooling System for moreinformation. Test the cooling fan and replace, ifrequired.3. See Refrigerant System Charge in this group.Recover the refrigerant from the refrigerant system.Charge the refrigerant system to the proper level, ifrequired.4. See Refrigerant System Leaks in this group.Test the refrigerant system for leaks. Repair,evacuate and charge the refrigerant system, ifrequired.5. Refer to Group 7 - Cooling System for moreinformation. Test the cooling system and repair, ifrequired.

The low side pressure is toohigh, and the high sidepressure is too low.

1. Accessory drive beltslipping.2. Fixed orifice tube notinstalled.3. Faulty compressor.

1. Refer to Group 7 - Cooling System for moreinformation. Inspect the accessory drive beltcondition and tension. Tighten or replace theaccessory drive belt, if required.2. See Fixed Orifice Tube in this group. Install themissing fixed orifice tube, if required.3. See Compressor in this group. Replace thecompressor, if required.

The low side pressure is toolow, and the high sidepressure is too high.

1. Restricted refrigerant flowthrough the refrigerant lines.2. Restricted refrigerant flowthrough the fixed orifice tube.3. Restricted refrigerant flowthrough the condenser.

1. See Liquid Line and Suction and Discharge Linein this group. Inspect the refrigerant lines for kinks,tight bends or improper routing. Correct the routingor replace the refrigerant line, if required.2. See Fixed Orifice Tube in this group. Replacethe restricted fixed orifice tube, if required.3. See Condenser in this group. Replace therestricted condenser, if required.

EATER PERFORMANCEBefore performing the following tests, refer toroup 7 - Cooling System for the procedures to check

he radiator coolant level, serpentine drive belt ten-ion, radiator air flow and the radiator fan operation.lso be certain that the accessory vacuum supply

ine is connected at the engine intake manifold.

MAXIMUM HEATER OUTPUTEngine coolant is delivered to the heater core

through two heater hoses. With the engine idling atnormal operating temperature, set the temperaturecontrol knob in the full hot position, the mode controlswitch knob in the floor heat position, and the blowermotor switch knob in the highest speed position.Using a test thermometer, check the temperature ofthe air being discharged at the heater-A/C housingfloor outlets. Compare the test thermometer readingto the Temperature Reference chart.

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Temperature Reference

Ambient Air Temperature15.5° C(60° F)

21.1° C(70° F)

26.6° C(80° F)

32.2° C(90° F)

Minimum Air Temperature atFloor Outlet

62.2° C(144° F)

63.8° C(147° F)

65.5° C(150° F)

67.2° C(153° F)

If the floor outlet air temperature is too low, refero Group 7 - Cooling System to check the engine cool-nt temperature specifications. Both of the heateroses should be hot to the touch. The coolant returneater hose should be slightly cooler than the coolantupply heater hose. If the return hose is much coolerhan the supply hose, locate and repair the engineoolant flow obstruction in the cooling system. Refero Group 7 - Cooling System for the procedures.

OBSTRUCTED COOLANT FLOWPossible loca-ions or causes of obstructed coolant flow:

• Pinched or kinked heater hoses.• Improper heater hose routing.• Plugged heater hoses or supply and return ports

t the cooling system connections.• A plugged heater core.If proper coolant flow through the cooling system is

erified, and heater outlet air temperature is stillow, a mechanical problem may exist.

MECHANICAL PROBLEMSPossible locations orauses of insufficient heat:• An obstructed cowl air intake.• Obstructed heater system outlets.• A blend-air door not functioning properly.

EMPERATURE CONTROLIf the heater outlet air temperature cannot be

djusted with the temperature control knob on theeater-A/C control panel, the following could requireervice:• The heater-A/C control.• The temperature control assembly in the control

ead.• The electric blend-air door motor.• Any associated wiring harness or connectors.• The blend-air door.• Improper engine coolant temperature.

ACUUM SYSTEMVacuum control is used to operate the mode doors

n the heater-A/C housing. Testing of the heater-A/Code control switch operation will determine if the

acuum, and mechanical controls are functioning.owever, it is possible that a vacuum control system

hat operates perfectly at engine idle (high engineacuum) may not function properly at high enginepeeds or loads (low engine vacuum). This can beaused by leaks in the vacuum system, or a faultyacuum check valve.

A vacuum system test will help to identify thesource of poor vacuum system performance or vac-uum system leaks. Before starting this test, stop theengine and make certain that the problem isn’t a dis-connected vacuum supply tube at the engine intakemanifold vacuum tap or the vacuum reservoir.

Use an adjustable vacuum test set (Special ToolC-3707-B) and a suitable vacuum pump to test theheater-A/C vacuum control system. With a fingerplaced over the end of the vacuum test hose probe(Fig. 8), adjust the bleed valve on the test set gaugeto obtain a vacuum of exactly 27 kPa (8 in. Hg.).Release and block the end of the probe several timesto verify that the vacuum reading returns to theexact 27 kPa (8 in. Hg.) setting. Otherwise, a falsereading will be obtained during testing.

VACUUM CHECK VALVE(1) Remove the vacuum check valve. The valve is

located in the (black) vacuum supply tube at theintake manifold vacuum tap.

(2) Connect the test set vacuum supply hose to theheater-A/C system (natural color) side of the valve.When connected to this side of the check valve, novacuum should pass and the test set gauge shouldreturn to the 27 kPa (8 in. Hg.) setting. If OK, go toStep 3. If not OK, replace the faulty valve.

(3) Connect the test set vacuum supply hose to theengine vacuum (black color) side of the valve. Whenconnected to this side of the check valve, vacuumshould flow through the valve without restriction. Ifnot OK, replace the faulty valve.

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EATER-A/C CONTROLS(1) Connect the test set vacuum probe to the heat-

r-A/C vacuum supply (black) tube in the engineompartment. Position the test set gauge so that itan be viewed from the passenger compartment.(2) Place the heater-A/C mode control switch knob

n each mode position, one position at a time, andause after each selection. The test set gauge shouldeturn to the 27 kPa (8 in. Hg.) setting shortly afterach selection is made. If not OK, a component oracuum line in the vacuum circuit of the selectedode has a leak. See the procedure in Locating Vac-um Leaks.

AUTION: Do not use lubricant on the switch portsr in the holes in the plug, as lubricant will ruin theacuum valve in the switch. A drop of clean watern the connector plug holes will help the connectorlide onto the switch ports.

OCATING VACUUM LEAKS

ARNING: ON VEHICLES EQUIPPED WITH AIR-AGS, REFER TO GROUP 8M - PASSIVEESTRAINT SYSTEMS BEFORE ATTEMPTING ANYTEERING WHEEL, STEERING COLUMN, OR

NSTRUMENT PANEL COMPONENT DIAGNOSIS ORERVICE. FAILURE TO TAKE THE PROPER PRE-AUTIONS COULD RESULT IN ACCIDENTAL AIR-AG DEPLOYMENT AND POSSIBLE PERSONAL

NJURY.

(1) Disconnect the vacuum harness connector nearhe back of the heater-A/C mode control switch onhe control panel.

(2) Connect the test set vacuum hose probe to eachort in the vacuum harness connector, one port at aime, and pause after each connection (Fig. 9). Theest set gauge should return to the 27 kPa (8 in. Hg.)etting shortly after each connection is made. If OK,eplace the faulty mode control switch. If not OK, goo Step 3.

(3) Determine the vacuum line color of the vacuumircuit that is leaking. To determine the vacuum lineolors, refer to the Vacuum Circuits chart (Fig. 10) orFig. 11).

(4) Disconnect and plug the vacuum line from theomponent (fitting, actuator, valve, switch, or reser-oir) on the other end of the leaking circuit. Instru-ent panel disassembly or removal may be necessary

o gain access to some components. See the servicerocedures in this group.(5) Connect the test set hose or probe to the open

nd of the leaking circuit. The test set gauge shouldeturn to the 27 kPa (8 in. Hg.) setting shortly after

each connection is made. If OK, replace the faultydisconnected component. If not OK, go to Step 6.

(6) To locate a leak in a vacuum line, leave oneend of the line plugged and connect the test set hoseor probe to the other end. Run your fingers slowlyalong the line while watching the test set gauge. Thevacuum reading will fluctuate when your fingers con-tact the source of the leak. To repair the vacuumline, cut out the leaking section of the line. Then,insert the loose ends of the line into a suitable lengthof 3 millimeter (1/8-inch) inside diameter rubberhose.

BLOWER MOTOR

WARNING: ON VEHICLES EQUIPPED WITH AIR-BAGS, REFER TO GROUP 8M - PASSIVERESTRAINT SYSTEMS BEFORE ATTEMPTING ANYSTEERING WHEEL, STEERING COLUMN, ORINSTRUMENT PANEL COMPONENT DIAGNOSIS ORSERVICE. FAILURE TO TAKE THE PROPER PRE-CAUTIONS COULD RESULT IN ACCIDENTAL AIR-BAG DEPLOYMENT AND POSSIBLE PERSONALINJURY.

For circuit descriptions and diagrams, refer to8W-42 - Air Conditioning/Heater in Group 8W - Wir-ing Diagrams. Possible causes of an inoperativeblower motor include:

• Faulty fuse• Faulty blower motor circuit wiring or wire har-

ness connections• Faulty blower motor resistor• Faulty blower motor relay• Faulty blower motor switch• Faulty heater-A/C mode control switch• Faulty blower motor.

Fig. 9 Vacuum Circuit Test



Fig. 10 Vacuum Circuits - Heater Only



Fig. 11 Vacuum Circuits - Heater-A/C

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Possible causes of the blower motor not operatingn all speeds include:

• Faulty fuse• Faulty blower motor switch• Faulty blower motor resistor• Faulty blower motor relay• Faulty blower motor circuit wiring or wire har-

ess connectors.

IBRATIONPossible causes of blower motor vibration include:• Improper blower motor mounting• Improper blower wheel mounting• Blower wheel out of balance or bent• Blower motor faulty.

OISETo verify that the blower is the source of the noise,

nplug the blower motor wire harness connector andperate the heater-A/C system. If the noise goesway, possible causes include:• Foreign material in the heater-A/C housing• Improper blower motor mounting• Improper blower wheel mounting• Blower motor faulty.

LOWER MOTOR RELAY



NJURY.

ELAY TESTThe blower motor relay (Fig. 12) is located in aire harness connector that is secured to the heater-/C housing behind the glove box on the passengeride of the vehicle, next to the heater-A/C wire har-ess connector in the passenger compartment.emove the relay from its connector to perform the

ollowing tests:(1) A relay in the de-energized position should

ave continuity between terminals 87A and 30, ando continuity between terminals 87 and 30. If OK, goo Step 2. If not OK, replace the faulty relay.

(2) Resistance between terminals 85 and 86 (elec-romagnet) should be 75 6 5 ohms. If OK, go to Step. If not OK, replace the faulty relay.(3) Connect a battery to terminals 85 and 86.

here should now be continuity between terminals0 and 87, and no continuity between terminals 87A

and 30. If OK, see the Relay Circuit Test procedurein this group. If not OK, replace the faulty relay.

RELAY CIRCUIT TEST(1) The relay common feed terminal cavity (30) is

connected to the blower motor. This terminal suppliesfused battery feed directly from a fuse in the PowerDistribution Center (PDC) when the relay is ener-gized, and ignition switched battery feed from a fusein the fuseblock module through the blower motorresistor when the relay is de-energized. There shouldbe continuity between this cavity and the blowermotor feed circuit cavity of the blower motor wireharness connector at all times. If OK, go to Step 2. Ifnot OK, repair the open circuit as required.

(2) The relay normally closed terminal cavity (87A)is connected to the blower motor resistor output.When the relay is de-energized, terminal 87A is con-nected to terminal 30 and provides the blower motorresistor output to the blower motor feed circuit.There should be continuity between this cavity andthe blower resistor outputs circuit cavity of theblower motor resistor wire harness connector at alltimes. If OK, go to Step 3. If not OK, repair the opencircuit as required.

(3) The relay normally open terminal cavity (87) isconnected to a fused battery feed from the PDC.When the relay is energized, terminal 87 is con-nected to terminal 30 and provides full battery cur-rent to the blower motor feed circuit. There should bebattery voltage at this cavity at all times. If OK, goto Step 4. If not OK, repair the open circuit to thePDC as required.

(4) The coil battery terminal cavity (86) is con-nected to the high speed output contacts of theblower motor switch. When the blower motor switchis placed in the high speed position, fused ignitionswitch output is directed to the relay electromagneticcoil to energize the relay. There should be continuity

Fig. 12 Blower Motor Relay

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etween the cavity for relay terminal 86 and the highlower motor relay control circuit cavity of the blowerotor switch wire harness connector at all times. IfK, go to Step 5. If not OK, repair the open circuits required.(5) The coil ground terminal cavity (85) is con-

ected to ground. This terminal supplies the groundor the relay electromagnet coil. There should be con-inuity between the cavity for relay terminal 85 andgood ground at all times. If not OK, repair the open

ircuit as required.

LOWER MOTOR RESISTORFor circuit descriptions and diagrams, refer to

W-42 - Air Conditioning/Heater in Group 8W - Wir-ng Diagrams.



NJURY.

(1) Disconnect and isolate the battery negativeable.(2) Remove the kick cover from the heater-A/C

ousing and unplug the wire harness connector fromhe blower motor resistor.

(3) Check for continuity between each of thelower motor switch input terminals of the resistornd the resistor output terminal. In each case therehould be continuity. If OK, repair the wire harnessircuits between the blower motor switch and thelower motor resistor or blower motor relay asequired. If not OK, replace the faulty blower motoresistor.

LOWER MOTOR SWITCHFor circuit descriptions and diagrams, refer to




NJURY.

(1) Turn the ignition switch to the On position andcheck for battery voltage at the fuse in the fuseblockmodule. If OK, go to Step 2. If not OK, repair theshorted circuit or component as required and replacethe faulty fuse.

(2) Turn the ignition switch to the Off position.Disconnect and isolate the battery negative cable.Remove the heater-A/C control from the instrumentpanel, but do not unplug the wire harness connec-tors. Connect the battery negative cable. Turn theignition switch to the On position. Check for batteryvoltage at the fused ignition switch output (run) cir-cuit cavity of the heater-A/C mode control switchwire harness connector. If OK, go to Step 3. If notOK, repair the open circuit to the fuseblock moduleas required.

(3) Select any one of the heater-A/C mode controlpositions except Off to turn the system on. Check forbattery voltage at the low blower motor driver circuitcavity of the heater-A/C mode control switch wireharness connector. If OK, go to Step 4. If not OK,replace the faulty heater-A/C mode control switch.

(4) Check for battery voltage at the low blowermotor driver circuit cavity of the blower motor switchwire harness connector. If OK, go to Step 5. If notOK, repair the open circuit to the heater-A/C modecontrol switch wire harness connector as required.

(5) Check for battery voltage at each of theremaining blower motor switch wire harness connec-tor cavities as you move the switch to each blowermotor speed position. Voltage should be present ineach cavity at only one switch position. If OK, seethe diagnosis for the blower motor resistor and/or theblower motor relay in this group. If not OK, replacethe faulty blower motor switch.

COMPRESSORWhen investigating an air conditioning related

noise, you must first know the conditions underwhich the noise occurs. These conditions include:weather, vehicle speed, transmission in gear or neu-tral, engine speed, engine temperature, and anyother special conditions. Noises that develop duringair conditioning operation can often be misleading.For example: What sounds like a failed front bearingor connecting rod, may be caused by loose bolts, nuts,mounting brackets, or a loose compressor clutchassembly.

Drive belts are speed sensitive. At different enginespeeds and depending upon belt tension, belts candevelop noises that are mistaken for a compressornoise. Improper belt tension can cause a misleadingnoise when the compressor clutch is engaged, whichmay not occur when the compressor clutch is disen-gaged. Check the serpentine drive belt condition and

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ension as described in Group 7 - Cooling Systemefore beginning this procedure.(1) Select a quiet area for testing. Duplicate the

omplaint conditions as much as possible. Switch theompressor on and off several times to clearly iden-ify the compressor noise. Listen to the compressorhile the clutch is engaged and disengaged. Probe

he compressor with an engine stethoscope or a longcrewdriver with the handle held to your ear to bet-er localize the source of the noise.

(2) Loosen all of the compressor mounting hard-are and retighten. Tighten the compressor clutchounting nut. Be certain that the clutch coil isounted securely to the compressor, and that the

lutch plate and pulley are properly aligned and havehe correct air gap. See Compressor and Compressorlutch in the Removal and Installation section of thisroup for the procedures.(3) To duplicate a high-ambient temperature condi-

ion (high head pressure), restrict the air flowhrough the condenser. Install a manifold gauge seto be certain that the discharge pressure does notxceed 2760 kPa (400 psi).(4) Check the refrigerant system plumbing for

ncorrect routing, rubbing or interference, which canause unusual noises. Also check the refrigerant linesor kinks or sharp bends that will restrict refrigerantlow, which can cause noises. See Suction and Dis-harge Line in the Removal and Installation sectionf this group for more information.(5) If the noise is from opening and closing of the

igh pressure relief valve, evacuate and recharge theefrigerant system. See Refrigerant System Evacuatend Refrigerant System Charge in the Service Proce-ures section of this group. If the high pressure reliefalve still does not seat properly, replace the com-ressor.(6) If the noise is from liquid slugging on the suc-

ion line, replace the accumulator. See Accumulatorn the Removal and Installation section of this groupor the procedures. Check the refrigerant oil levelnd the refrigerant system charge. See Refrigerantil Level and Refrigerant System Charge in the Ser-ice Procedures section of this group. If the liquidlugging condition continues following accumulatoreplacement, replace the compressor.(7) If the noise continues, replace the compressor

nd repeat Step 1.

OMPRESSOR CLUTCH COILFor circuit descriptions and diagrams, refer to

W-42 - Air Conditioning/Heater in Group 8W - Wir-ng Diagrams. The battery must be fully-chargedefore performing the following tests. Refer to GroupA - Battery for more information.

(1) Connect an ammeter (0 to 10 ampere scale) inseries with the clutch coil terminal. Use a voltmeter(0 to 20 volt scale) with clip-type leads for measuringthe voltage across the battery and the compressorclutch coil.

(2) With the heater-A/C mode control switch in anyA/C mode, and the blower motor switch in the lowestspeed position, start the engine and run it at normalidle.

(3) The compressor clutch coil voltage should readwithin two volts of the battery voltage. If there isvoltage at the clutch coil, but the reading is notwithin two volts of the battery voltage, test theclutch coil feed circuit for excessive voltage drop andrepair as required. If there is no voltage reading atthe clutch coil, use a DRB scan tool and the properDiagnostic Procedures manual for testing of the com-pressor clutch circuit. The following componentsmust be checked and repaired as required before youcan complete testing of the clutch coil:

• Fuses in the fuseblock module and the PowerDistribution Center (PDC)

• Heater-A/C mode control switch• Compressor clutch relay• High pressure cut-off switch• Low pressure cycling clutch switch• Powertrain Control Module (PCM).(4) The compressor clutch coil is acceptable if the

current draw measured at the clutch coil is 2.0 to 3.9amperes with the electrical system voltage at 11.5 to12.5 volts. This should only be checked with the workarea temperature at 21° C (70° F). If system voltageis more than 12.5 volts, add electrical loads by turn-ing on electrical accessories until the system voltagedrops below 12.5 volts.

(a) If the clutch coil current reading is fouramperes or more, the coil is shorted and should bereplaced.

(b) If the clutch coil current reading is zero, thecoil is open and should be replaced.

COMPRESSOR CLUTCH RELAYFor circuit descriptions and diagrams, refer to

8W-42 - Air Conditioning/Heater in Group 8W - Wir-ing Diagrams.

RELAY TESTThe compressor clutch relay (Fig. 13) is located in

the Power Distribution Center (PDC). Refer to thePDC label for relay identification and location.Remove the relay from the PDC to perform the fol-lowing tests:

(1) A relay in the de-energized position shouldhave continuity between terminals 87A and 30, andno continuity between terminals 87 and 30. If OK, goto Step 2. If not OK, replace the faulty relay.

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(2) Resistance between terminals 85 and 86 (elec-romagnet) should be 75 6 5 ohms. If OK, go to Step. If not OK, replace the faulty relay.(3) Connect a battery to terminals 85 and 86.

here should now be continuity between terminals0 and 87, and no continuity between terminals 87And 30. If OK, see the Relay Circuit Test proceduren this group. If not OK, replace the faulty relay.

ELAY CIRCUIT TESTFor circuit descriptions and diagrams, refer to


(1) The relay common feed terminal cavity (30) isonnected to fused battery feed. There should be bat-ery voltage at the cavity for relay terminal 30 at allimes. If OK, go to Step 2. If not OK, repair the openircuit to the fuse in the PDC as required.(2) The relay normally closed terminal (87A) is not

sed in this application. Go to Step 3.(3) The relay normally open terminal cavity (87) is

onnected to the compressor clutch coil. There shoulde continuity between this cavity and the A/C com-ressor clutch relay output circuit cavity of the com-ressor clutch coil wire harness connector. If OK, goo Step 4. If not OK, repair the open circuit asequired.(4) The relay coil battery terminal (86) is con-

ected to the fused ignition switch output (run/start)ircuit. There should be battery voltage at the cavityor relay terminal 86 with the ignition switch in then position. If OK, go to Step 5. If not OK, repair thepen circuit to the fuse in the fuseblock module asequired.(5) The coil ground terminal cavity (85) is switched

o ground through the Powertrain Control ModulePCM). There should be continuity between this cav-ty and the A/C compressor clutch relay control cir-uit cavity of the PCM wire harness connector C

Fig. 13 Compressor Clutch Relay

(gray) at all times. If not OK, repair the open circuitas required.

HIGH PRESSURE CUT-OFF SWITCHBefore performing diagnosis of the high pressure

cut-off switch, verify that the refrigerant system hasthe correct refrigerant charge. See Refrigerant Sys-tem Charge in the Service Procedures section of thisgroup for more information.

For circuit descriptions and diagrams, refer to8W-42 - Air Conditioning/Heater in Group 8W - Wir-ing Diagrams.

(1) Disconnect and isolate the battery negativecable.

(2) Unplug the wire harness connector from thehigh pressure cut-off switch on the refrigerant sys-tem fitting.

(3) Check for continuity between the two terminalsof the high pressure cut-off switch. There should becontinuity. If OK, test and repair the A/C switchsense circuit as required. If not OK, replace thefaulty switch.

LOW PRESSURE CYCLING CLUTCH SWITCHBefore performing diagnosis of the low pressure

cycling clutch switch, be certain that the switch isproperly installed on the accumulator fitting. If theswitch is too loose it may not open the Schrader-typevalve in the accumulator fitting, which will preventthe switch from correctly monitoring the refrigerantsystem pressure.

Also verify that the refrigerant system has the cor-rect refrigerant charge. See Refrigerant SystemCharge in this group for the procedures.

For circuit descriptions and diagrams, refer to8W-42 - Air Conditioning/Heater in Group 8W - Wir-ing Diagrams.


(2) Unplug the low pressure cycling clutch switchwire harness connector from the switch on the accu-mulator fitting.

(3) Install a jumper wire between the two cavitiesof the low pressure cycling clutch switch wire har-ness connector.

(4) Connect a manifold gauge set to the refrigerantsystem service ports. See Refrigerant System ServiceEquipment in this group for the procedures.

(5) Connect the battery negative cable.(6) Place the heater-A/C mode control switch knob

in any A/C position and start the engine.(7) Check for continuity between the two terminals

of the low pressure cycling clutch switch. Thereshould be continuity with a suction pressure readingof 262 kPa (38 psi) or above, and no continuity with asuction pressure reading of 141 kPa (20.5 psi) or

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elow. If OK, test and repair the A/C switch senseircuit as required. If not OK, replace the faultywitch.

EFRIGERANT SYSTEM LEAKS

ARNING: REVIEW THE WARNINGS AND CAU-IONS IN THE FRONT OF THIS GROUP BEFOREEAK TESTING THE SYSTEM.

If the air conditioning system is not cooling prop-rly, determine if the refrigerant system is fully-harged. See A/C Performance in this group for therocedures. If the refrigerant system is low or empty;leak at a refrigerant line, connector fitting, compo-

ent, or component seal is likely.An electronic leak detector designed for R-134a

efrigerant, or a fluorescent R-134a leak detectionye and a black light are recommended for locatingnd confirming refrigerant system leaks. Refer to theperating instructions supplied by the equipmentanufacturer for proper care and use of this equip-ent.An oily residue on or near refrigerant system lines,

onnector fittings, components, or component sealsan indicate the general location of a possible refrig-rant leak. However, the exact leak location shoulde confirmed with an electronic leak detector prior toomponent repair or replacement.To detect a leak in the refrigerant system with an

lectronic leak detector, perform one of the followingrocedures:

YSTEM EMPTY(1) Evacuate the refrigerant system. See Refriger-

nt System Evacuate in this group for the proce-ures.(2) Connect and dispense 0.283 kilograms (0.625

ounds or 10 ounces) of R-134a refrigerant into thevacuated refrigerant system. See Refrigerant Sys-em Charge in this group for the procedures.

(3) Position the vehicle in a wind-free work area.his will aid in detecting small leaks.(4) With the engine not running, use a electronic-134a leak detector and search for leaks. Because-134a refrigerant is heavier than air, the leak detec-

or probe should be moved slowly along the bottomide of all refrigerant lines, connector fittings andomponents.(5) To inspect the evaporator coil for leaks, insert

he electronic leak detector probe into the centernstrument panel outlet. Set the blower motor switcho the lowest speed position, and the mode controlwitch in the recirculation mode.

SYSTEM LOW(1) Position the vehicle in a wind-free work area.

This will aid in detecting small leaks.(2) Bring the refrigerant system up to operating

temperature and pressure. This is done by allowingthe engine to run with the air conditioning systemturned on for five minutes.

(3) With the engine not running, use a electronicR-134a leak detector and search for leaks. BecauseR-134a refrigerant is heavier than air, the leak detec-tor probe should be moved slowly along the bottomside of all refrigerant lines, connector fittings andcomponents.

(4) To inspect the evaporator coil for leaks, insertthe electronic leak detector probe into the centerinstrument panel outlet. Set the blower motor switchto the lowest speed position, and the mode controlswitch in the recirculation mode.

SERVICE PROCEDURES

REFRIGERANT RECOVERY

WARNING: REVIEW THE WARNINGS AND CAU-TIONS IN THE GENERAL INFORMATION SECTIONNEAR THE FRONT OF THIS GROUP BEFORERECOVERING REFRIGERANT.

A R-134a refrigerant recovery/recycling/chargingstation that meets SAE Standard J2210 must beused to recover the refrigerant from an R-134a refrig-erant system. Refer to the operating instructions sup-plied by the equipment manufacturer for the propercare and use of this equipment.

REFRIGERANT SYSTEM EVACUATE

WARNING: REVIEW THE WARNINGS AND CAU-TIONS IN THE GENERAL INFORMATION SECTIONNEAR THE FRONT OF THIS GROUP BEFORE EVAC-UATING THE SYSTEM.

If the refrigerant system has been open to theatmosphere, it must be evacuated before the systemcan be charged. If moisture and air enters the systemand becomes mixed with the refrigerant, the com-pressor head pressure will rise above acceptableoperating levels. This will reduce the performance ofthe air conditioner and damage the compressor.Evacuating the refrigerant system will remove theair and boil the moisture out of the system at nearroom temperature. To evacuate the refrigerant sys-tem, use the following procedure:

(1) Connect a R-134a refrigerant recovery/recy-cling/charging station that meets SAE Standard

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SERVICE PROCEDURES (Continued)

2210 and a manifold gauge set to the refrigerantystem of the vehicle.(2) Open the low and high side valves and start

he charging station vacuum pump. When the suc-ion gauge reads 88 kPa (26 in. Hg.) vacuum orreater, close all of the valves and turn off the vac-um pump.

(a) If the refrigerant system fails to reach thespecified vacuum, the system has a leak that mustbe corrected. See Refrigerant System Leaks in theDiagnosis and Testing section of this group for theprocedures.

(b) If the refrigerant system maintains the spec-ified vacuum for five minutes, restart the vacuumpump, open the suction and discharge valves andevacuate the system for an additional ten minutes.(3) Close all of the valves, and turn off the charg-

ng station vacuum pump.(4) The refrigerant system is now ready to be

harged with R-134a refrigerant. See Refrigerantystem Charge in the Service Procedures section ofhis group.

EFRIGERANT SYSTEM CHARGE

ARNING: REVIEW THE WARNINGS AND CAU-IONS IN THE FRONT OF THIS GROUP BEFOREHARGING THE REFRIGERANT SYSTEM.

After the refrigerant system has been tested foreaks and evacuated, a refrigerant charge can benjected into the system. See Refrigerant Chargeapacity for the proper amount of the refrigerantharge.A R-134a refrigerant recovery/recycling/charging

tation that meets SAE Standard J2210 must besed to charge the refrigerant system with R-134aefrigerant. Refer to the operating instructions sup-lied by the equipment manufacturer for proper carend use of this equipment.

EFRIGERANT CHARGE CAPACITYThe R-134a refrigerant system charge capacity for

his vehicle is 0.567 kilograms (1.25 pounds).

EFRIGERANT OIL LEVELWhen an air conditioning system is assembled at

he factory, all components except the compressor areefrigerant oil free. After the refrigerant system haseen charged and operated, the refrigerant oil in theompressor is dispersed throughout the refrigerantystem. The accumulator, evaporator, condenser, andompressor will each retain a significant amount ofhe needed refrigerant oil.

It is important to have the correct amount of oil inhe refrigerant system. This ensures proper lubrica-ion of the compressor. Too little oil will result in

damage to the compressor. Too much oil will reducethe cooling capacity of the air conditioning system.

It will not be necessary to check the oil level in thecompressor or to add oil, unless there has been an oilloss. An oil loss may occur due to a rupture or leakfrom a refrigerant line, a connector fitting, a compo-nent, or a component seal. If a leak occurs, add 30milliliters (1 fluid ounce) of refrigerant oil to therefrigerant system after the repair has been made.Refrigerant oil loss will be evident at the leak pointby the presence of a wet, shiny surface around theleak.

Refrigerant oil must be added when a accumulator,evaporator coil, or condenser are replaced. See theRefrigerant Oil Capacities chart. When a compressoris replaced, the refrigerant oil must be drained fromthe old compressor and measured. Drain all of therefrigerant oil from the new compressor, then fill thenew compressor with the same amount of refrigerantoil that was drained out of the old compressor.

REMOVAL AND INSTALLATION

REFRIGERANT LINE COUPLER

WARNING: REVIEW THE WARNINGS AND CAU-TIONS IN THE GENERAL INFORMATION SECTIONNEAR THE FRONT OF THIS GROUP BEFORE PER-FORMING THE FOLLOWING OPERATION.

REMOVAL(1) Recover the refrigerant from the refrigerant

system. See Refrigerant Recovery in the Service Pro-cedures section of this group.

(2) Remove the secondary clip from the spring-lockcoupler.

(3) Fit the proper size A/C line disconnect tool(Special Tool Kit 7193) over the spring-lock couplercage (Fig. 14).

(4) Close the two halves of the A/C line disconnecttool around the spring-lock coupler.

Refrigerant Oil Capacities

Component ml fl oz

A/C System 240 8.1

Accumulator 120 4

Condenser 30 1

Evaporator 60 2

Compressor

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REMOVAL AND INSTALLATION (Continued)

(5) Push the A/C line disconnect tool into the openide of the coupler cage to expand the garter spring.nce the garter spring is expanded and while stillushing the disconnect tool into the open side of theoupler cage, pull on the refrigerant line attached tohe female half of the coupler fitting until the flangen the female fitting is separated from the garterpring and cage on the male fitting within the dis-onnect tool.

OTE: The garter spring may not release if the A/Cine disconnect tool is cocked while pushing it intohe coupler cage opening.

(6) Open and remove the A/C line disconnect toolrom the disconnected spring-lock coupler.

(7) Complete the separation of the two halves ofhe coupler fitting.

NSTALLATION(1) Check to ensure that the garter spring is

ocated within the cage of the male coupler fitting,nd that the garter spring is not damaged.

(a) If the garter spring is missing, install a newspring by pushing it into the coupler cage opening.

(b) If the garter spring is damaged, remove itfrom the coupler cage with a small wire hook (DONOT use a screwdriver) and install a new garterspring.(2) Clean any dirt or foreign material from both

alves of the coupler fitting.(3) Install new O-rings on the male half of the cou-

ler fitting.

Fig. 14 Refrigerant Line Spring-Lock CouplerDisconnect

CAUTION: Use only the specified O-rings as theyare made of a special material for the R-134a sys-tem. The use of any other O-rings may allow theconnection to leak intermittently during vehicleoperation.

(4) Lubricate the male fitting and O-rings, and theinside of the female fitting with clean R-134a refrig-erant oil. Use only refrigerant oil of the type recom-mended for the compressor in the vehicle.

(5) Fit the female half of the coupler fitting overthe male half of the fitting.

(6) Push together firmly on the two halves of thecoupler fitting until the garter spring in the cage onthe male half of the fitting snaps over the flangedend on the female half of the fitting.

(7) Ensure that the spring-lock coupler is fullyengaged by trying to separate the two coupler halves.This is done by pulling the refrigerant lines on eitherside of the coupler away from each other.

(8) Reinstall the secondary clip over the spring-lock coupler cage.

HIGH PRESSURE CUT-OFF SWITCH

REMOVAL(1) Disconnect and isolate the battery negative

cable.(2) Unplug the wire harness connector from the

high pressure cut-off switch, which is mounted to afitting on the discharge line between the compressorand the condenser inlet (Fig. 15).

Fig. 15 High Pressure Cut-Off Switch Remove/Install- Typical

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(3) Unscrew the high pressure cut-off switch fromhe discharge line fitting.

(4) Remove the high pressure cut-off switch fromhe vehicle.

(5) Remove the O-ring seal from the discharge lineitting and discard.

NSTALLATION(1) Lubricate a new O-ring seal with clean refrig-

rant oil and install it on the discharge line fitting.se only the specified O-rings as they are made of a

pecial material for the R-134a system. Use onlyefrigerant oil of the type recommended for the com-ressor in the vehicle.(2) Install and tighten the high pressure cut-off

witch on the discharge line fitting.(3) Plug the wire harness connector into the high

ressure cut-off switch.(4) Connect the battery negative cable.

UCTION AND DISCHARGE LINEAny kinks or sharp bends in the refrigerant plumb-

ng will reduce the capacity of the entire air condi-ioning system. Kinks and sharp bends reduce thelow of refrigerant in the system. A good rule for thelexible hose refrigerant lines is to keep the radius ofll bends at least ten times the diameter of the hose.n addition, the flexible hose refrigerant lines shoulde routed so they are at least 80 millimeters (3nches) from the exhaust manifold.


year to make sure they are in good condition androperly routed.

ARNING: REVIEW THE WARNINGS AND CAU-IONS IN THE FRONT OF THIS GROUP BEFOREERFORMING THE FOLLOWING OPERATION.

EMOVAL(1) Disconnect and isolate the battery negative

able.(2) Recover the refrigerant from the refrigerant

ystem. See Refrigerant Recovery in this group forhe procedures.

(3) Unplug the wire harness connector from theigh pressure cut-off switch.(4) Remove the bolt that secures the discharge line

upport bracket to the compressor (Fig. 16).(5) Disconnect the discharge line refrigerant line

itting from the condenser inlet tube. See Refrigerantine Coupler in this group for the procedures. Install

plugs in, or tape over all of the opened refrigerantline fittings.

(6) Disconnect the suction line from the accumula-tor outlet tube refrigerant line fitting. See Refriger-ant Line Coupler in this group for the procedures.Install plugs in, or tape over all of the opened refrig-erant line fittings.

(7) Remove the screw that secures the suction anddischarge line manifold to the compressor. Installplugs in, or tape over all of the opened refrigerantline fittings.

(8) Remove the suction and discharge line assem-bly from the vehicle.

INSTALLATION(1) Remove the tape or plugs from the suction and

discharge line manifold and the compressor. Installthe suction and discharge line manifold to the com-pressor. Tighten the mounting screw to 22 N·m (200in. lbs.).

(2) Remove the tape or plugs from the refrigerantline fittings on the suction line and the accumulatoroutlet tube. Connect the suction line to the accumu-lator outlet tube refrigerant line coupler. See Refrig-erant Line Coupler in this group for the procedures.

(3) Remove the tape or plugs from the refrigerantline fittings on the discharge line and the condenserinlet tube. Connect the discharge line refrigerant linecoupler to the condenser inlet tube. See RefrigerantLine Coupler in this group for the procedures.

(4) Install the bolt that secures the discharge linesupport bracket to the compressor. Tighten the boltto 28 N·m (21 ft. lbs.).

(5) Plug in the wire harness connector to the highpressure cut-off switch.

(6) Connect the battery negative cable.

Fig. 16 Suction and Discharge Line Remove/Install -Typical

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(7) Evacuate the refrigerant system. See Refriger-nt System Evacuate in this group for the proce-ures.(8) Charge the refrigerant system. See Refrigerant

ystem Charge in this group for the procedures.

OMPRESSORThe compressor may be removed and repositionedithout disconnecting the refrigerant lines or dis-

harging the refrigerant system. Discharging is notecessary if servicing the compressor clutch or clutchoil, the engine, the cylinder head, or the generator.


EMOVAL(1) Recover the refrigerant from the refrigerant


(2) Disconnect and isolate the battery negativeable.(3) Remove the serpentine drive belt. Refer toroup 7 - Cooling System for the procedures.(4) Unplug the compressor clutch coil wire harness

onnector.(5) Remove the suction and discharge refrigerant

ine manifold from the compressor. See Suction andischarge Line in this group for the procedures.

nstall plugs in, or tape over all of the opened refrig-rant fittings.(6) Remove the four bolts that secure the compres-

or to the mounting bracket (Fig. 17).(7) Remove the compressor from the mounting

racket (Fig. 18).

NSTALLATION

OTE: If a replacement compressor is beingnstalled, be certain to check the refrigerant oilevel. See Refrigerant Oil Level in this group for therocedures. Use only refrigerant oil of the type rec-mmended for the compressor in the vehicle.

(1) Install the compressor to the mounting bracket.ighten the four mounting bolts to 28 N·m (21 ft.

bs.).(2) Remove the tape or plugs from all of the

pened refrigerant line fittings. Install the suctionnd discharge line manifold to the compressor. Seeuction and Discharge Line in this group for the pro-edures.(3) Install the serpentine drive belt. Refer toroup 7 - Cooling System for the procedures.

(4) Plug in the compressor clutch coil wire harnessconnector.

(5) Connect the battery negative cable.(6) Evacuate the refrigerant system. See Refriger-

ant System Evacuate in this group for the proce-dures.

(7) Charge the refrigerant system. See RefrigerantSystem Charge in this group for the procedures.

COMPRESSOR CLUTCHThe refrigerant system can remain fully-charged

during compressor clutch, pulley, or coil replacement.The compressor clutch can be serviced in the vehicle.

Fig. 17 Compressor Remove/Install - Typical

Fig. 18 Compressor and Mounting Bracket

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able.(2) Remove the serpentine drive belt. Refer toroup 7 - Cooling System for the procedures.(3) Unplug the compressor clutch coil wire harness

onnector.(4) Remove the four bolts that secure the compres-

or to the mounting bracket.(5) Remove the compressor from the mounting

racket. Support the compressor in the engine com-artment while servicing the clutch.(6) Insert the two pins of the spanner wrench

Special Tool C-4489) into the holes of the clutchlate. Hold the clutch plate stationary and removehe hex nut (Fig. 19).

(7) Remove the clutch plate with a puller (Specialool C-6461) (Fig. 20).

Fig. 19 Clutch Nut Remove

Fig. 20 Clutch Plate Remove

(8) Remove the compressor shaft key and theclutch shims.

(9) Remove the external front housing snap ringwith snap ring pliers (Fig. 21).

(10) Install the lip of the rotor puller (Special ToolC-6141-1) into the snap ring groove exposed in theprevious step, and install the shaft protector (SpecialTool C-6141-2) (Fig. 22).

(11) Install the puller through-bolts (Special ToolC-6461) through the puller flange and into the jawsof the rotor puller and tighten (Fig. 23). Turn thepuller center bolt clockwise until the rotor pulley isfree.

(12) Remove the screw and retainer from theclutch coil lead wire harness on the compressor fronthousing (Fig. 24).

(13) Remove the snap ring from the compressorhub and remove the clutch field coil (Fig. 25). Slidethe clutch field coil off of the compressor hub.

Fig. 21 External Snap Ring Remove

Fig. 22 Shaft Protector and Puller



Fig. 23 Install Puller Plate

Fig. 24 Clutch Coil Lead Wire Harness

Fig. 25 Clutch Field Coil Snap Ring Remove

INSPECTIONExamine the friction surfaces of the clutch pulley

and the front plate for wear. The pulley and frontplate should be replaced if there is excessive wear orscoring.

If the friction surfaces are oily, inspect the shaftand nose area of the compressor for oil. Remove thefelt from the front cover. If the felt is saturated withoil, the shaft seal is leaking and the compressor mustbe replaced.

Check the clutch pulley bearing for roughness orexcessive leakage of grease. Replace the bearing, ifrequired.

INSTALLATION(1) Install the clutch field coil and snap ring.(2) Install the clutch coil lead wire harness retain-

ing clip on the compressor front housing and tightenthe retaining screw.

(3) Align the rotor assembly squarely on the frontcompressor housing hub.

(4) Install the pulley bearing assembly with theinstaller (Special Tool C-6871) (Fig. 26). Thread theinstaller on the shaft, then turn the nut until thepulley assembly is seated.

(5) Install the external front snap ring with snapring pliers. The bevel side of the snap ring must befacing outward. Press the snap ring to make sure itis properly seated in the groove.

CAUTION: If the snap ring is not fully seated in thegroove it will vibrate out, resulting in a clutch fail-ure and severe damage to the front housing of thecompressor.

(6) Install the compressor shaft key and the origi-nal clutch shims on the compressor shaft.

Fig. 26 Clutch Pulley Install

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(7) Install the clutch plate with the driver (Specialool C-6463) (Fig. 27). Install the shaft hex nut andighten to 14.4 N·m (10.5 ft. lbs.).

(8) Check the clutch air gap with a feeler gaugeFig. 28). If the air gap does not meet the specifica-ion, add or subtract shims as required. The air gappecification is 0.41 to 0.79 millimeter (0.016 to 0.031nch). If the air gap is not consistent around the cir-umference of the clutch, lightly pry up at the mini-um variations. Lightly tap down at the points ofaximum variation.

OTE: The air gap is determined by the spacerhims. When installing an original, or a new clutchssembly, try the original shims first. When install-

ng a new clutch onto a compressor that previouslyid not have a clutch, use 1.0, 0.50, and 0.13 milli-eter (0.040, 0.020, and 0.005 inch) shims from the

lutch hardware package that is provided with theew clutch.

Fig. 27 Clutch Plate Driver

Fig. 28 Check Clutch Air Gap

(9) Reverse the remaining removal procedures tocomplete the installation.

CLUTCH BREAK-INAfter a new compressor clutch has been installed,

cycle the compressor clutch approximately twentytimes (five seconds on, then five seconds off). Duringthis procedure, set the heater-A/C control to theRecirculation Mode, the blower motor switch in thehighest speed position, and the engine speed at 1500to 2000 rpm. This procedure (burnishing) will seatthe opposing friction surfaces and provide a highercompressor clutch torque capability.

COMPRESSOR CLUTCH RELAY(1) Disconnect and isolate the battery negative

cable.(2) Remove the cover from the Power Distribution

Center (PDC) (Fig. 29).

(3) Refer to the label on the PDC for compressorclutch relay identification and location.

(4) Unplug the compressor clutch relay from thePDC.

(5) Install the compressor clutch relay by aligningthe relay terminals with the cavities in the PDC andpushing the relay firmly into place.

(6) Install the PDC cover.(7) Connect the battery negative cable.(8) Test the relay operation.

LIQUID LINEAny kinks or sharp bends in the refrigerant plumb-

ing will reduce the capacity of the entire air condi-tioning system. Kinks and sharp bends reduce theflow of refrigerant in the system. A good rule for the

Fig. 29 Power Distribution Center

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lexible hose refrigerant lines is to keep the radius ofll bends at least ten times the diameter of the hose.n addition, the flexible hose refrigerant lines shoulde routed so they are at least 80 millimeters (3nches) from the exhaust manifold.


year to make sure they are in good condition androperly routed.



able.(2) Recover the refrigerant from the refrigerant


(3) Remove the plastic clip that secures the liquidine to the accumulator outlet tube near the dashanel (Fig. 30).(4) Disconnect the liquid line refrigerant line fit-

ing from the evaporator inlet tube. See Refrigerantine Coupler in this group for the procedures. Installlugs in, or tape over all of the opened refrigerantine fittings.

(5) Disconnect the liquid line from the condenserutlet tube refrigerant line fitting. See Refrigerantine Coupler in this group for the procedures. Installlugs in, or tape over all of the opened refrigerantine fittings.

(6) Remove the liquid line from the plastic cliphat secures it to the right inner fender shield.

(7) Remove the liquid line from the vehicle.

NSTALLATION(1) Remove the tape or plugs from the refrigerant

ine fittings on the condenser outlet tube and theondenser end of the liquid line. Connect the liquidine to the condenser outlet tube refrigerant line cou-ler. See Refrigerant Line Coupler in this group forhe procedures.

(2) Remove the tape or plugs from the refrigerantine fittings on the evaporator end of the liquid linend the evaporator inlet tube. Connect the liquid lineefrigerant line coupler to the evaporator inlet tube.ee Refrigerant Line Coupler in this group for therocedures.

(3) Install the plastic clip that secures the liquidline to the accumulator outlet tube near the dashpanel.

(4) Install the liquid line into the clip that securesit to the right inner fender shield.

(5) Connect the battery negative cable.(6) Evacuate the refrigerant system. See Refriger-

ant System Evacuate in this group for the proce-dures.

(7) Charge the refrigerant system. See RefrigerantSystem Charge in this group for the procedures.

FIXED ORIFICE TUBE

WARNING: REVIEW THE WARNINGS AND CAU-TIONS IN THE FRONT OF THIS GROUP BEFOREPERFORMING THE FOLLOWING OPERATION.


cable.(2) Recover the refrigerant from the refrigerant

system. See Refrigerant Recovery in this group forthe procedures.

(3) Disconnect the liquid line from the condenseroutlet tube refrigerant line coupler. See Refrigerant

Fig. 30 Liquid Line Remove/Install

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ine Coupler in this group for the procedures. Installplug in, or tape over the opened condenser outlet

ube fitting.(4) Remove the fixed orifice tube from the discon-

ected end of the liquid line using a needle nose pli-rs. Note the orientation of the fixed orifice tube fororrect reinstallation.

NSTALLATION(1) Install the fixed orifice tube in the liquid line.e certain that it is oriented correctly within theefrigerant system flow (Fig. 31).

(2) Remove the tape or plug from the condenserutlet tube fitting. Connect the liquid line to the con-enser outlet tube refrigerant line coupler. Seeefrigerant Line Coupler in this group for the proce-ures.(3) Evacuate the refrigerant system. See Refriger-

nt System Evacuate in this group for the proce-ures.(4) Charge the refrigerant system. See Refrigerant

ystem Charge in this group for the procedures.(5) Connect the battery negative cable.

OW PRESSURE CYCLING CLUTCH SWITCH


able.(2) Unplug the wire harness connector from the

ow pressure cycling clutch switch on the top of theccumulator (Fig. 32).(3) Unscrew the low pressure cycling clutch switch

rom the fitting on the top of the accumulator.(4) Remove the O-ring seal from the accumulator

itting and discard.

NSTALLATION(1) Lubricate a new O-ring seal with clean refrig-

rant oil and install it on the accumulator fitting.se only the specified O-rings as they are made of a

pecial material for the R-134a system. Use onlyefrigerant oil of the type recommended for the com-ressor in the vehicle.

Fig. 31 Fixed Orifice Tube - Typical

(2) Install and tighten the low pressure cyclingclutch switch on the accumulator fitting. The switchshould be hand-tightened onto the accumulator fit-ting.

(3) Plug the wire harness connector into the lowpressure cycling clutch switch.


ACCUMULATOR





(3) Unplug the wire harness connector from thelow pressure cycling clutch switch.

(4) Remove the plastic clip that secures the liquidline to the accumulator outlet tube near the dashpanel.

(5) Loosen the screw that secures the accumulatorretaining band to the support bracket on the dashpanel (Fig. 33).

(6) Disconnect the suction line from the accumula-tor outlet tube refrigerant line fitting. See Refriger-ant Line Coupler in this group for the procedures.

Fig. 32 Low Pressure Cycling Clutch SwitchRemove/Install - Typical

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nstall plugs in, or tape over all of the opened refrig-rant line fittings.(7) Disconnect the accumulator inlet tube refriger-

nt line fitting from the evaporator outlet tube. Seeefrigerant Line Coupler in this group for the proce-ures. Install plugs in, or tape over all of the openedefrigerant line fittings.(8) Pull the accumulator and retaining band unit

orward until the screw in the band is clear of thelotted hole in the support bracket on the dash panel.(9) Remove the accumulator from the vehicle.

NSTALLATION(1) Install the accumulator and retaining band asunit by sliding the screw in the band into the slot-

ed hole in the support bracket on the dash panel.(2) Remove the tape or plugs from the refrigerant

ine fittings on the accumulator inlet tube and thevaporator outlet tube. Connect the accumulator inletube refrigerant line coupler to the evaporator outletube. See Refrigerant Line Coupler in this group forhe procedures.

(3) Tighten the accumulator retaining band screwo 4.5 N·m (40 in. lbs.).

(4) Remove the tape or plugs from the refrigerantine fittings on the suction line and the accumulatorutlet tube. Connect the suction line to the accumu-ator outlet tube refrigerant line coupler. See Refrig-rant Line Coupler in this group for the procedures.(5) Install the plastic clip that secures the liquid line

o the accumulator outlet tube near the dash panel.(6) Plug the wire harness connector into the low

ressure cycling clutch switch.(7) Connect the battery negative cable.(8) Evacuate the refrigerant system. See Refriger-

nt System Evacuate in this group for the proce-ures.(9) Charge the refrigerant system. See Refrigerant

ystem Charge in this group for the procedures.

Fig. 33 Accumulator Remove/Install

NOTE: If the accumulator is replaced, add 120 mil-liliters (4 fluid ounces) of refrigerant oil to therefrigerant system. Use only refrigerant oil of thetype recommended for the compressor in the vehi-cle.

CONDENSER


CAUTION: Before removing the condenser, note thelocation of each of the radiator and condenser airseals. These seals are used to direct air through thecondenser and radiator. The air seals must be rein-stalled in their proper locations in order for the airconditioning and engine cooling systems to per-form as designed.




(3) Remove the three retainers that secure theupper condenser air seal to the grille panel andremove the upper air seal (Fig. 34).

(4) Remove the two screws that secure the uppercondenser mounting brackets to the top of the grillepanel.

(5) Reach through the right side of the grille panelopening from the front of the vehicle to remove thescrews that secure the condenser inlet jumper tubeand outlet jumper tube block fittings to the con-denser. Install plugs in, or tape over all of the openedrefrigerant line fittings.

(6) Remove the three retainers that secure thelower condenser air seal to the passenger side framerail and the bottom of the grille panel and removethe lower air seal.

(7) Remove the two screws that secure the lowercondenser mounting bracket to the bottom of thegrille panel.

(8) Remove the three screws on each side of theradiator that secure the radiator mounting bracketsto the sides of the grille panel.

(9) Tilt the radiator and shroud unit back towardsthe engine. Use care to prevent the cooling fan bladesfrom damaging the radiator fins.

(10) Carefully lift the condenser out of the vehicle.

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NSTALLATION(1) Carefully position the condenser in the vehicle.(2) Install and tighten the two screws that secure

he upper condenser mounting brackets to the top ofhe grille panel. Tighten the screws to 2.2 N·m (20 in.bs.).

(3) Align the radiator mounting brackets to theides of the grille panel. Install the six screws thatecure the radiator and shroud unit to the grilleanel. Tighten the screws to 8 N·m (72 in. lbs.).(4) Install the upper condenser air seal to the top

f the grille panel with three retainers.(5) Remove the tape or plugs from the condenser

nd the inlet and outlet jumper tube refrigerant linelock fittings. Reach through the grille opening fromhe front of the vehicle to install the inlet and outletumper tube block fittings to the condenser with twocrews. Tighten the mounting screws to 12 N·m (105n. lbs.).

(6) Install the two screws that secure the lowerondenser bracket to the bottom of the grille panel.ighten the screws to 2.2 N·m (20 in. lbs.).

Fig. 34 Condens

(7) Install the lower condenser air seal to the bot-tom of the grille panel and the passenger side framerail with three retainers.

(8) Connect the battery negative cable.(9) Evacuate the refrigerant system. See Refrigerant

System Evacuate in this group for the procedures.(10) Charge the refrigerant system. See Refriger-

ant System Charge in this group for the procedures.

NOTE: If the condenser is replaced, add 30 millili-ters (1 fluid ounce) of refrigerant oil to the refriger-ant system. Use only refrigerant oil of the typerecommended for the compressor in the vehicle.

VACUUM CHECK VALVE(1) Unplug the heater-A/C vacuum supply line con-

nector at the vacuum check valve near the engineintake manifold vacuum adapter fitting.

(2) Note the orientation of the check valve in thevacuum supply line for correct reinstallation.

(3) Unplug the vacuum check valve from the vac-uum supply line fittings.

(4) Reverse the removal procedures to install.

emove/Install

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ACUUM RESERVOIR(1) Remove the battery and battery tray from the

ngine compartment. Refer to Group 8A - Battery forhe procedures.

(2) Unplug the vacuum supply line connector fromhe vacuum reservoir (Fig. 35).

(3) Remove the one screw that secures the reser-oir to the inner fender panel under the battery traynd behind the right front wheel house.(4) Remove the vacuum reservoir from the engine

ompartment.(5) Reverse the removal procedures to install.

ighten the reservoir mounting screw to 1 N·m (10n. lbs.).

LOWER MOTOR

EMOVAL(1) Remove the battery from the battery tray.efer to Group 8A - Battery for the procedures.(2) Remove the three screws that secure the Pow-

rtrain Control Module (PCM) to the mountingracket on the engine compartment side of the dashanel. Move the PCM away from the blower motorpening in the dash panel (Fig. 36).(3) Unplug the blower motor wire harness connec-

or (Fig. 37).(4) Remove the three screws that secure the

lower motor and wheel assembly to the heater-A/Cousing.(5) Rotate and tilt the blower motor unit as needed

or clearance to remove the blower motor and wheelrom the heater-A/C housing.

Fig. 35 Vacuum Reservoir Remove/Install

INSTALLATION(1) Align and install the blower motor and wheel

assembly into the heater-A/C housing.(2) Install and tighten the three screws that secure

the blower motor and wheel assembly to the heater-A/C housing. Tighten the mounting screws to 2.2N·m (20 in. lbs.).

(3) Plug in the blower motor wire harness connec-tor.

(4) Position the PCM to the mounting bracket onthe dash panel. Install and tighten the three screwsthat secure the PCM to the dash panel mountingbracket.

(5) Install the battery in the battery tray. Refer toGroup 8A - Battery for the procedures.

Fig. 36 Powertrain Control Module (PCM) Remove/Install

Fig. 37 Blower Motor Remove/Install

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EATER-A/C CONTROL



NJURY.


able.(2) Remove the glove box from the instrument

anel. Refer to Glove Box in Group 8E - Instrumentanel Systems for the procedures.(3) Remove the center bezel from the instrument

anel. Refer to Instrument Panel Center Bezel inroup 8E - Instrument Panel Systems for the proce-ures.(4) Reach through the instrument panel glove box

pening to access and unplug the two halves of theeater-A/C vacuum harness connector.(5) Remove the four screws that secure the heater-/C control to the instrument panel (Fig. 38).

(6) Pull the heater-A/C control assembly awayrom the instrument panel far enough to access theonnections on the back of the control.(7) Unplug the three wire harness connectors from

he back of the heater-A/C control (Fig. 39).(8) Remove the heater-A/C control from the instru-ent panel.

Fig. 38 Heater-A/C Control Remove/Install

INSTALLATION(1) Plug the three wire harness connectors into the

back of the heater-A/C control.(2) Position the heater-A/C control in the instru-

ment panel and secure it with four screws. Tightenthe screws to 2.2 N·m (20 in. lbs.).

(3) Reach through the instrument panel glove boxopening to reconnect the two halves of the heater-A/Cvacuum harness connector.

(4) Reinstall the glove box in the instrumentpanel. Refer to Glove Box in Group 8E - InstrumentPanel Systems for the procedures.

(5) Reinstall the center bezel onto the instrumentpanel. Refer to Instrument Panel Center Bezel inGroup 8E - Instrument Panel Systems for the proce-dures.


BLOWER MOTOR SWITCH



cable.(2) Using a trim stick or another suitable wide

flat-bladed tool, gently pry the blower motor switchknob off of the switch stem from the front of theheater-A/C control.

Fig. 39 Heater-A/C Control Connections

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(3) Remove the heater-A/C control from the instru-ent panel. See Heater-A/C Control in this group for

he procedures.(4) Remove the screw that secures the blowerotor switch to the rear of the heater-A/C control

Fig. 40).

(5) Remove the blower motor switch from the rearf the heater-A/C control.

NSTALLATION(1) Reverse the removal procedures to install.

ighten the heater-A/C control and switch mountingcrews to 2.2 N·m (20 in. lbs.).

LEND-AIR DOOR MOTOR



NJURY.


able.(2) Disconnect the wire connector from the blend-

ir door motor.(3) Remove the screws that secures the blend-air

oor motor to the blend-air door mounting bracketFig. 41).

(4) Remove the blend-air door motor.

Fig. 40 Blower Motor Switch Remove/Install

(5) If necessary remove the intermediate shaftfrom the blend-air door pivot shaft.

INSTALLATION(1) Reverse the removal procedures for installa-

tion.(2) Install and tighten the screws that secures the

blend-air door motor to the mounting bracket.Tighten the mounting screws to 1 N·m (10 in. lbs.).


BLOWER MOTOR RELAY



cable.(2) Remove the glove box from the instrument

panel. Refer to Glove Box in Group 8E - InstrumentPanel Systems for the procedures.

(3) Locate the blower motor relay through theinstrument panel glove box opening. The relay ismounted upright and to the right of the instrumentpanel harness. (Fig. 42).

(4) Unplug the blower motor relay from its wireharness connector.

Fig. 41 Blend-Air Door Motor, Bracket, and Shaft

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NSTALLATION(1) Install the blower motor relay by aligning the

elay terminals with the cavities in the wire harnessonnector and pushing the relay firmly into place.(2) Reinstall the glove box in the instrument

anel. Refer to Glove Box in Group 8E - Instrumentanel Systems for the procedures.(3) Connect the battery negative cable.(4) Test the relay operation.

ICK COVER



NJURY.


able.(2) Loosen the two screws that secure the upper

alf of the kick cover to the heater-A/C housingnder the passenger side end of the instrument panelFig. 43).

(3) Remove the two screws that secure the loweralf of the kick cover to the heater-A/C housing.(4) Pull the kick cover down towards the floor

anel to disengage the slotted upper mounting tabsrom under the two loosened heater-A/C housingcrews.(5) Remove the kick cover from the heater-A/C

ousing.

Fig. 42 Blower Motor Relay Remove/Install

INSTALLATION(1) Position the slotted upper kick cover mounting

tabs under the heads of the two loosened heater-A/Chousing screws. Tighten the screws to 2.2 N·m (20 in.lbs.).

(2) Install the two screws that secure the lowerkick cover to the heater-A/C housing. Tighten thescrews to 2.2 N·m (20 in. lbs.).


BLOWER MOTOR RESISTOR



(2) Remove the kick cover from the heater-A/Chousing. See Kick Cover in this group for the proce-dures.

(3) Pull out the lock on the blower motor resistorwire harness connector to unlock the connector latch(Fig. 44).

(4) Depress the latch on the blower motor resistorwire harness connector and unplug the connectorfrom the resistor.

(5) Remove the two screws that secure the resistorto the heater-A/C housing.

(6) Remove the resistor from the heater-A/C hous-ing.

(7) Reverse the removal procedures to install.Tighten the mounting screws to 2.2 N·m (20 in lbs.).

Fig. 43 Kick Cover Remove/Install

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ODE DOOR VACUUM ACTUATOR



NJURY.

EFROST DOOR ACTUATOR(1) Disconnect and isolate the battery negative

able.(2) Remove the knee blocker from the instrument

anel. Refer to Knee Blocker in Group 8E - Instru-ent Panel Systems for the procedures.(3) Unplug the two vacuum harness connectors

rom the defrost door actuator (Fig. 45).(4) Insert a trim stick or another suitable wide

lat-bladed tool into the latch hole on the heater-A/Cousing actuator mount (Fig. 46). Gently pry thectuator latch while pulling firmly outwards on thectuator to remove the actuator from the mount.(5) Rotate and tilt the vacuum actuator as

equired to disengage the hole on the end of thectuator link from the hooked pin on the end of theefrost door lever.(6) Remove the defrost door vacuum actuator from

he vehicle.(7) Reverse the removal procedures to install.

Fig. 44 Blower Motor Resistor Remove/Install

FLOOR DOOR ACTUATOR(1) Disconnect and isolate the battery negative

cable.(2) Remove the knee blocker from the instrument

panel. Refer to Knee Blocker in Group 8E - Instru-ment Panel Systems for the procedures.

(3) Unplug the vacuum harness connector from thefloor door actuator (Fig. 45).

Fig. 45 Defrost, Floor, and Panel/Demist DoorVacuum Actuators

Fig. 46 Vacuum Actuator Remove/Install - Typical

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(4) Insert a trim stick or another suitable widelat-bladed tool into the latch hole on the heater-A/Cousing actuator mount (Fig. 46). Gently pry thectuator latch while pulling firmly outwards on thectuator to remove the actuator from the mount.(5) Rotate and tilt the vacuum actuator as

equired to disengage the hole on the end of thectuator link from the hooked pin on the end of theloor door lever.

(6) Remove the floor door vacuum actuator fromhe vehicle.


ANEL/DEMIST DOOR ACTUATOR(1) Remove the defrost door actuator from the

eater-A/C housing. See Defrost Door Actuator inhis group for the procedures.

(2) Unplug the vacuum harness connector from theanel/demist door actuator (Fig. 45).(3) Insert a trim stick or another suitable wide


equired to disengage the hole on the end of thectuator link from the hooked pin on the end of theanel/demist door lever.(5) Remove the panel/demist door vacuum actuator

rom the vehicle.(6) Reverse the removal procedures to install.

ECIRCULATION AIR DOOR ACTUATORA recirculation air door and vacuum actuator are

sed only on models with the optional air condition-ng system.

(1) Disconnect and isolate the battery negativeable.(2) Remove the kick cover from the heater-A/C

ousing. See Kick Cover in this group for the proce-ures.(3) Unplug the vacuum harness connector from the

ecirculation air door actuator (Fig. 47).(4) Insert a trim stick or another suitable wide


equired to disengage the hole on the end of thectuator link from the hooked pin on the end of theecirculation air door lever.(6) Remove the recirculation air door vacuum

ctuator from the vehicle.(7) Reverse the removal procedures to install.

HEATER-A/C HOUSINGThe heater-A/C housing assembly must be removed

from the vehicle and the two halves of the housingseparated for service access of the heater core, evap-orator coil, blend-air door, and each of the variousmode control doors.



cable.(2) Remove the instrument panel from the vehicle.

Refer to Instrument Panel Assembly in Group 8E -Instrument Panel Systems for the procedures.

(3) If the vehicle is not equipped with air condi-tioning, go to Step 6. If the vehicle is equipped withair conditioning, recover the refrigerant from therefrigerant system. See Refrigerant Recovery in thisgroup for the procedures.

(4) Disconnect the liquid line refrigerant line fit-ting from the evaporator inlet tube. See RefrigerantLine Coupler in this group for the procedures. Installplugs in, or tape over all of the opened refrigerantline fittings.

Fig. 47 Recirculation Air Door Vacuum ActuatorRemove/Install

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(5) Disconnect the accumulator inlet tube refriger-nt line fitting from the evaporator outlet tube. Seeefrigerant Line Coupler in this group for the proce-ures. Install plugs in, or tape over all of the openedefrigerant line fittings.(6) Drain the engine cooling system. Refer toroup 7 - Cooling System for the procedures.(7) Disconnect the heater hoses from the heater

ore tubes. Refer to Group 7 - Cooling System for therocedures. Install plugs in, or tape over the openedeater core tubes.(8) Unplug the heater-A/C system vacuum supply

ine connector from the tee fitting near the heaterore tubes.(9) Remove the five nuts from the heater-A/C

ousing mounting studs on the engine compartmentide of the dash panel (Fig. 48). If necessary, loosenhe battery holddowns and reposition the battery fordditional access. Refer to Group 8A - Battery for therocedures.

(10) Remove the cowl plenum drain tube from theeater-A/C housing mounting stud on the dash panelirectly behind the engine cylinder head.(11) Remove the floor duct from the bottom of the

eater-A/C housing. See Floor Duct in this group forhe procedures.

(12) Remove the one screw that secures the heat-r-A/C housing to the plenum bracket on the passen-er compartment side of the dash panel.(13) Pull the heater-A/C housing down far enough

o clear the defrost/demist and fresh air ducts, andearward far enough for the mounting studs and thevaporator condensate drain tube to clear the dashanel holes.(14) Remove the heater-A/C housing from the vehi-

le.

Fig. 48 Heater-A/C Housing Remove/Install

DISASSEMBLY(1) Remove the heater-A/C housing from the vehi-

cle and place it on a work bench.(2) Unplug the vacuum harness connectors from

the floor door actuator and, if the unit is so equipped,the recirculation air door actuator.

(3) Disengage the vacuum harness from any rout-ing clips located on the lower half of the heater-A/Chousing.

(4) Disengage the heater-A/C wire harness connec-tor and the blower motor relay wire harness connec-tor push-in retainers from their mounting holes onthe heater-A/C housing.

(5) Remove the blower motor and blower wheelunit from the heater-A/C housing. See Blower Motorin this group for the procedures.

(6) Carefully remove the foam seal from the flangearound the blower motor opening in the heater-A/Chousing. If the seal is deformed or damaged, it mustbe replaced.

(7) Pull the vacuum supply line and connectorthrough the foam seal on the heater core and evapo-rator coil tube mounting flange of the heater-A/Chousing (Fig. 49).

(8) If the unit is equipped with air conditioning,remove the screw that secures the clamp to the evap-orator coil tubes and remove the clamp.

(9) Carefully remove the foam seal from the heatercore and evaporator coil tube mounting flange of theheater-A/C housing. If the seal is deformed or dam-aged, it must be replaced.

(10) Use a screwdriver to pry off the two snap clipsthat help secure the upper and lower heater-A/Chousing halves to each other.

(11) Remove the 14 screws that secure the upperand lower heater-A/C housing halves to each other.

(12) Carefully separate the upper heater-A/C hous-ing half from the lower half.

Fig. 49 Heater-A/C Housing Disassembly

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SSEMBLY(1) Assemble the upper heater-A/C housing half to

he lower half. During assembly, be certain of the fol-owing:

(a) That each of the mode door pivot shaft endsis properly engaged in its pivot hole (Fig. 50).

(b) That the blower motor venturi ring is prop-erly indexed and installed.

(c) If the unit is equipped with air conditioning,that the evaporator coil tube rubber seal is prop-erly positioned in the grooves in both the upperand lower heater-A/C housing halves.

(2) Install the 14 screws and two snap clips thatecure the upper and lower heater-A/C housingalves to each other. Tighten the screws to 2.2 N·m20 in. lbs.).

(3) Install the blower motor and wheel unit in theeater-A/C housing. See Blower Motor in this groupor the procedures.

(4) Install the foam seals on the flanges aroundhe blower motor opening and the heater core andvaporator coil tube mounting flange of the heater-/C housing.(5) Insert the vacuum supply line and connector

hrough the foam seal on the heater core and evapo-ator coil tube mounting flange of the heater-A/Cousing.(6) If the unit is equipped with air conditioning,

einstall the evaporator coil tube clamp. Tighten theounting screw to 2.2 N·m (20 in. lbs.).(7) Engage the heater-A/C wire harness connector

nd blower motor relay wire harness connectorush-in retainers with their mounting holes in theeater-A/C housing.(8) Engage the vacuum harness to the routing

lips and plug in the vacuum harness connector athe floor door actuator and, if the unit is so equipped,t the recirculation air door actuator.(9) Install the heater-A/C housing in the vehicle.

Fig. 50 Heater-A/C Housing Assembly

INSTALLATION(1) Position the heater-A/C housing to the dash

panel. Be certain that the evaporator condensatedrain tube and the housing mounting studs areinserted into their correct mounting holes, and thatthe openings on the top of the housing are properlyaligned with the fresh air duct and defrost/demistduct.

(2) Install and tighten the one screw that securesthe heater-A/C housing to the plenum bracket on thepassenger compartment side of the dash panel.Tighten the screw to 3.4 N·m (30 in. lbs.).

(3) Install the floor duct to the bottom of the heat-er-A/C housing. See Floor Duct in this group for theprocedures.

(4) Install the cowl drain tube onto the heater-A/Chousing mounting stud on the dash panel directlybehind the engine cylinder head.

(5) Install and tighten the five nuts onto the heat-er-A/C housing mounting studs on the engine com-partment side of the dash panel. Tighten the nuts to6.2 N·m (55 in. lbs.).

(6) If the battery was repositioned during theremoval procedure, position the battery and tightenthe holddowns. Refer to Group 8A - Battery for theprocedures.

(7) Connect the heater-A/C system vacuum supplyline connector to the tee fitting near the heater coretubes.

(8) Unplug or remove the tape from the heatercore tubes. Connect the heater hoses to the heatercore tubes and fill the engine cooling system. Refer toGroup 7 - Cooling System for the procedures.

(9) If the vehicle is not equipped with air condi-tioning, go to Step 13. If the vehicle is equipped withair conditioning, unplug or remove the tape from theaccumulator inlet tube and the evaporator outlettube fittings. Connect the accumulator inlet tube cou-pler to the evaporator outlet tube. See RefrigerantLine Coupler in this group for the procedures.

(10) Unplug or remove the tape from the liquidline and the evaporator inlet tube fittings. Connectthe liquid line coupler to the evaporator inlet tube.See Refrigerant Line Coupler in this group for theprocedures.

(11) Evacuate the refrigerant system. See Refriger-ant System Evacuate in this group for the proce-dures.

(12) Charge the refrigerant system. See Refriger-ant System Charge in this group for the procedures.

(13) Install the instrument panel in the vehicle.Refer to Instrument Panel Assembly in Group 8E -Instrument Panel Systems for the procedures.

(14) Connect the battery negative cable.(15) Start the engine and check for proper opera-

tion of the heating and air conditioning systems.

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LEND-AIR DOOR(1) Remove and disassemble the heater-A/C hous-

ng. See Heater-A/C Housing in this group for therocedures.(2) Lift the blend-air door pivot shaft out of the

ivot hole in the bottom of the lower half of the heat-r-A/C housing (Fig. 51).


ANEL/DEMIST DOOR AND LEVER(1) Remove and disassemble the heater-A/C hous-

ng. See Heater-A/C Housing in this group for therocedures.(2) Remove the defrost and panel/demist door vac-

um actuators from the heater-A/C housing. Seeode Door Vacuum Actuator in this group for the

rocedures.(3) Insert a screwdriver into the latch hole (Fig.

2) of the panel/demist door pivot shaft to release theatch of the panel/demist door lever, and pull theever out of the pivot shaft from the outside of thepper half of the heater-A/C housing.(4) Reach inside the upper half of the heater-A/C

ousing and carefully flex the panel/defrost door (Fig.3) enough so that the door pivot clears the pivotole in the housing.

Fig. 51 Blend-Air Door

(5) Remove the panel/demist door from the heater-A/C housing.


DEFROST DOOR AND LEVER(1) Remove and disassemble the heater-A/C hous-

ing. See Heater-A/C Housing in this group for theprocedures.

(2) Remove the panel/demist door and lever fromthe upper heater-A/C housing. See Panel/DemistDoor and Lever in this group for the procedures.

(3) Insert a screwdriver into the latch hole (Fig.52) of the defrost door pivot shaft to release the latchof the defrost door lever, and pull the lever out of thepivot shaft from the outside of the upper half of theheater-A/C housing.

(4) Reach inside the upper half of the heater-A/Chousing and carefully flex the defrost door (Fig. 53)enough so that the door pivot clears the pivot hole inthe housing.

(5) Remove the defrost door from the heater-A/Chousing.


Fig. 52 Mode Door Lever Remove/Install - Typical

Fig. 53 Panel/Demist and Defrost Doors

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LOOR DOOR AND LEVER(1) Remove and disassemble the heater-A/C hous-

ng. See Heater-A/C Housing in this group for therocedures.(2) Remove the floor door vacuum actuator from

he lower heater-A/C housing. See Mode Door Vac-um Actuator in this group for the procedures.(3) Insert a screwdriver into the latch hole (Fig.

2) of the floor door pivot shaft to release the latch ofhe floor door lever, and pull the lever out of theivot shaft from the outside of the lower half of theeater-A/C housing.(4) Reach inside the lower half of the heater-A/C

ousing and carefully flex the floor door (Fig. 54)nough so that the door pivot clears the pivot hole inhe housing.

(5) Unscrew the 3 attaching screws and removehe floor door from the heater-A/C housing.


ECIRCULATION AIR DOORA recirculation air door and vacuum actuator are

sed only on models with the optional air condition-ng system.

(1) Remove and disassemble the heater-A/C hous-ng. See Heater-A/C Housing in this group for therocedures.(2) Remove the recirculation air door vacuum

ctuator from the lower heater-A/C housing. Seeode Door Vacuum Actuator in this group for the

rocedures.(3) Reach inside the lower half of the heater-A/C

ousing and lift the bottom edge of the recirculationir door upwards (Fig. 55).(4) Guide the recirculation air door lever through

he air intake grille of the heater-A/C housing whileemoving the door from the housing.(5) Reverse the removal procedures to install.

Fig. 54 Floor Door

EVAPORATOR COIL


(1) Remove and disassemble the heater-A/C hous-ing. See Heater-A/C Housing in this group for theprocedures.

(2) Lift the evaporator coil unit out of the lowerhalf of the heater-A/C housing (Fig. 56).

(3) Reverse the removal procedures to install. Becertain that the evaporator foam insulator wrap andrubber tube seal are reinstalled.

NOTE: If the evaporator is replaced, add 60 millili-ters (2 fluid ounces) of refrigerant oil to the refrig-erant system. Use only refrigerant oil of the typerecommended for the compressor in the vehicle.

HEATER CORE


Fig. 55 Recirculation Air Door

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(1) Remove and disassemble the heater-A/C hous-ng. See Heater-A/C Housing in this group for therocedures.(2) Lift the heater core out of the lower half of the

eater-A/C housing (Fig. 57).

(3) Reverse the removal procedures to install. Beertain that the heater core foam insulator is rein-talled.

Fig. 56 Evaporator Coil Remove/Install

Fig. 57 Heater Core Remove/Install

DUCTS AND OUTLETSOnly the demister hoses and the panel outlet bar-

rels can be removed without instrument panelassembly removal. Removal of the fresh air duct andcollar requires that the heater-A/C housing also bepartially removed. The panel outlet housings anddemister outlets are serviced only as a part of theinstrument panel or instrument panel center bezel.


DEFROST/DEMIST DUCT(1) Remove the instrument panel assembly from

the vehicle. Refer to Group 8E - Instrument PanelSystems for the procedures.

(2) Remove the two push-nuts that secure thedefrost/demist duct to the studs on the dash panel.

(3) Remove the defrost/demist duct from the studson the dash panel.


Instrument Panel Ducts and Outlets Remove/Install

Heater-A/C Housing Ducts Remove/Install

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EMISTER HOSES(1) Disconnect and isolate the battery negative

able.(2) Remove the glove box from the instrument

anel to service the passenger side demister hose.efer to Glove Box in Group 8E - Instrument Panelystems for the procedures. Remove the knee blocker

rom the instrument panel to service the driver sideemister hose. Refer to Knee Blocker in Group 8E -nstrument Panel Systems for the procedures.

(3) Reach through the glove box opening or theteering column opening of the instrument panel toisconnect the ends of the demister hose from theemister outlet and the defrost/demist duct.(4) Reverse the removal procedures to install.

LOOR DUCT(1) Remove the instrument panel from the vehicle.efer to Instrument Panel Assembly in Group 8E -

nstrument Panel Systems for the procedures.(2) Remove the two screws that secure the floor

uct to the bottom of the heater-A/C housing.(3) Release the snap clip that secures the floor

uct to the dash panel side of the heater-A/C housingy pushing the snap clip towards the dash panel.(4) Slide the floor duct out from under the heater-/C housing.(5) Reverse the removal procedures to install.

ighten the screws to 2.2 N·m (20 in. lbs.).

RESH AIR DUCT AND COLLAR(1) Remove the instrument panel from the vehicle.efer to Instrument Panel Assembly in Group 8E -

nstrument Panel Systems for the procedures.(2) Remove the five nuts from the heater-A/C

ousing mounting studs on the engine compartmentide of the dash panel. If necessary, loosen the bat-ery hold-downs and reposition the battery for addi-ional access. Refer to Group 8A - Battery for therocedures.(3) Remove the floor duct from the bottom of the

eater-A/C housing. See Floor Duct in this group forhe procedures.

(4) Remove the one screw that secures the heater-/C housing to the plenum bracket on the passengerompartment side of the dash panel.

(5) Push gently down on the top of the heater-A/Chousing until sufficient clearance is obtained tounsnap the fresh air duct from the top of the heater-A/C housing.

(6) Remove the fresh air duct collar from the cowlplenum panel by reaching up above the heater-A/Chousing fresh air duct opening and pulling the collardownward. The collar is retained in the cowl plenumpanel by a light snap fit.

(7) Reverse the removal procedures to install.Tighten the plenum bracket screw to 3.4 N·m (30 in.lbs.). Tighten the dash panel mounting nuts to 6.2N·m (55 in. lbs.).

PANEL DUCTS(1) Remove the instrument panel from the vehicle.

Refer to Instrument Panel Assembly in Group 8E -Instrument Panel Systems for the procedures.

(2) Remove the demister hoses from the demisteroutlets.

(3) Remove the two screws from the center of therearward facing side of the instrument panel thatsecure the main panel duct to the instrument panelbase.

(4) Remove the one screw that secures each endpanel duct and/or the center panel duct to the instru-ment panel base.

(5) Remove the panel ducts from the instrumentpanel.

(6) Reverse the removal procedures to install.Tighten the screws to 2.2 N·m (20 in. lbs.).

PANEL OUTLET BARRELS(1) Using a trim stick or another suitable wide

flat-bladed tool, gently pry the panel outlet barrel outof the panel outlet housing. The barrel is retained bya light snap fit.

(2) To install, position the barrel in the panel out-let housing and press in firmly and equally at bothends of the barrel until it snaps into place.

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HEATING AND AIR CONDITIONING - WordPress.com · 24/2/2017 · TJ HEATING AND AIR CONDITIONING 24 - 3 GENERAL INFORMATION (Continued) COOLING SYSTEM REQUIREMENTS To maintain the performance