Air Conditioning

AIR CONDITIONING – RESOURCE
AIR CONDITIONING
RESOURCE BOOK
INSTALL AIR CONDITIONING SYSTEMS
SERVICE AIR CONDITIONING AND HVAC SYSTEMS
DIAGNOSE AND REPAIR AIR CONDITIONING AND HVAC SYSTEMS
RETROFIT AND MODIFY AIR CONDITIONING AND HVAC SYSTEMS
OVERHAUL AIR CONDITIONING SYSTEM COMPONENTS
Ver 2 Aug 2019 1 of 96© MTA Institute

MTAIT WOULD LIKE TO THANK AIR

INTERNATIONAL FOR THEIR ASSISTANCE
AND USE OF THEIR RESOURCES ENABLING
THE PRODUCTION OF THIS TRAINING
RESOURCE BOOK

CONTENTS
1.0 SAFETY ............................................................................................................................ 5
1.2 FIRST AID AND FIRE FIGHTING .................................................................................... 6
1.4 ENVIRONMENTAL REQUIREMENTS ............................................................................ 6
2.0 FUNCTIONS OF AN AIR CONDITIONING SYSTEM ...................................................... 7
3.0 UNDERSTANDING HEAT ................................................................................................ 8
3.1 CHANGES OF STATE ..................................................................................................... 9
4.0 PRESSURE & TEMPERATURE RELATIONSHIP......................................................... 10
5.0 AIR CONDITIONING SYSTEM REFRIGERANTS ......................................................... 11
6.0 PROPERTIES ................................................................................................................ 12
7.0 ALTERNATIVE REFRIGERANTS ................................................................................ 154
8.0 PRINCIPLES OF AIR CONDITIONING ......................................................................... 15
8.1 SYSTEM TYPES ............................................................................................................ 17
9.0 COMPRESSORS ........................................................................................................... 21
9.1 AXIAL TYPE COMPRESSOR ........................................................................................ 21
9.2 VARIABLE STROKE – HARRISON COMPRESSOR .................................................. 222
9.3 SCROLL TYPE COMPRESSOR .................................................................................... 24
9.4 VANE TYPE COMPRESSOR ...................................................................................... 245
10.0 COMPRESSOR MOUNTING & DRIVE .......................................................................... 25
11.0 COMPRESSOR CLUTCH ............................................................................................ 267
12.0 COMPRESSOR LUBRICATION..................................................................................... 26
13.0 CONDENSERS .............................................................................................................. 27
13.1 DESIGN VARIATIONS ................................................................................................... 27
14.0 CONDENSER FANS ...................................................................................................... 28
14.1 CONDENSER ELECTRIC FAN ...................................................................................... 28
15.0 EVAPORATORS ............................................................................................................ 29
15.1 SERPENTINE EVAPORATOR ...................................................................................... 29
15.2 PLATE & FIN LAMINATED EVAPORATOR .................................................................. 29
16.0 THERMAL EXPANSION VALVES (TX VALVES) .......................................................... 30
16.1 OPERATION OF THE THERMOSTATIC EXPANSION VALVE .................................... 30
16.2 THERMAL EXPANSION BLOCK VALVE – ‘H’ BLOCK DESIGN .................................. 32
16.3 SUMMARY OF TX VALVES ........................................................................................... 33
16.4 THE FIXED ORIFICE TUBE ........................................................................................... 34
17.0 SUMMARY OF THE CONTROL DEVICES .................................................................... 35
18.0 TECHNICAL TERMS ...................................................................................................... 35
19.0 FILTER DRIER RECEIVER ............................................................................................ 35
20.0 ACCUMULATOR ............................................................................................................ 37
21.0 “O” RINGS ...................................................................................................................... 38
22.0 HOSES ........................................................................................................................... 38
23.0 CHARGING PORTS ....................................................................................................... 39
24.0 A/C SYSTEM WIRING .................................................................................................... 40
25.0 BLOWER SPEED CONTROL ........................................................................................ 41
25.1 COIL TYPE ..................................................................................................................... 41
25.2 ELECTRONIC ................................................................................................................. 41
26.0 COMPRESSOR CYCLING CONTROLS ........................................................................ 42
26.1 THERMOSTATIC SWITCH ............................................................................................ 42
26.2 THERMISTOR & AMPLIFIER......................................................................................... 43
26.3 ECONOMY MODE ......................................................................................................... 43
27.0 PROTECTION DEVICES ............................................................................................... 43
27.1 PRESSURE CYCLING SWITCHES – ELECTRICAL..................................................... 43
27.2 CLUTCH DIODE ............................................................................................................. 44
27.3 THERMAL PROTECTION SWITCH ............................................................................... 44
27.4 REFRIGERANT PRESSURE SWITCHES ..................................................................... 45
27.5 CONDENSER FAN CONTROL ...................................................................................... 45
27.7 RELAYS .......................................................................................................................... 47
27.8 SENSORS ...................................................................................................................... 48

CONTENTS CONTINUED
28.0 TEMPERATURE CONTROL .......................................................................................... 49

28.1 AIR MIX DOOR ............................................................................................................... 49
28.2 HEATER CONTROL ....................................................................................................... 49
29.0 MODE CONTROLS ........................................................................................................ 49
29.1 VACUUM ACTIVATORS – SINGLE & DUEL STAGE ................................................... 49
29.2 VACUUM CIRCUIT ......................................................................................................... 50
29.3 AIR MIX MOTORS .......................................................................................................... 50
29.4 VACUUM SOLENOID PACK .......................................................................................... 50
30.0 AUTOMATIC CLIMATE CONTROL ............................................................................... 51
31.0 RETROFITTING ............................................................................................................. 53
31.1 THE ENVIRONMRNTAL CHALLENGE ......................................................................... 58
32.0 RECOVERY & RECYCLING .......................................................................................... 60
33.0 EVACUATION................................................................................................................. 61
34.0 CHARGING..................................................................................................................... 62
35.0 LEAK DETECTION ......................................................................................................... 63
35.1 LEAK DETECTION METHODS ...................................................................................... 63
36.0 LUBRICATION ................................................................................................................ 66
36.2 COMPRESSOR (NEW REPLACEMENT) ...................................................................... 66
36.3 LUBRICATING OIL ......................................................................................................... 67
37.0 FLUSHING A CONTAMINATED SYSTEM .................................................................... 67
38.0 SERVICE PREPARATION ............................................................................................. 68
39.0 PRESSURE GAUGES .................................................................................................... 69
39.1 PRESSURE GAUGE PRE CHECKS ............................................................................. 70
40.0 PERFORMANCE TESTING (GENERAL) ...................................................................... 70
41.0 PERFORMANCE CHART EXAMPLE ............................................................................ 72
42.0 EVACUATING & CHARGING PROCEDURE ................................................................ 73
43.0 GAUGE READINGS & PROBLEM IDENTIFICATION ................................................... 75
44.0 DIAGNOSTIC TIPS ........................................................................................................ 79
44.1 BLOCKAGES IN AN A/C SYSTEM ................................................................................ 79
44.2 NORMAL SYSTEM ......................................................................................................... 79
44.3 BLOCKAGE – HIGH SIDE (AFTER CHARGE PORT) ................................................... 79
44.4 DIAGNOSTIC TIPS ........................................................................................................ 80
45.0 TX VALVE DIAGNOSIS .................................................................................................. 83
45.1 TESTING ........................................................................................................................ 83
46.0 DIAGNOSIS FOR A/C SYSTEM .................................................................................... 84
46.1 VARIABLE STROKE HARRISON V5 COMPRESSOR .................................................. 84
46.2 DIAGNOSTIC CHART .................................................................................................... 85
47.0 PRESSURE/TEMPERATURE CHART .......................................................................... 86
48.0 PRESSURE SWITCH ELECTRICAL TEST ................................................................... 87
49.0 CODE OF PRACTICE .................................................................................................... 88

1.0 SAFETY
Students must comply with the appropriate state OH&S regulations & adhere with all
the workplace policies & procedures at all times. Automotive heating & air
conditioning systems pose particular safety issues to the service person & they will
need to be aware of these risks when working in these areas. Above all, the best
form of safety precautions is the use of common sense.
Items of personal safety include;
▪ Eye protection
▪ Gloves
▪ Approved work boots
▪ In some cases, overalls, a work apron or other form of protective clothing.
1.0.A HEATING & COOLING SYSTEMS PRECAUTIONS.

Before removing or disconnecting any part of an automotive heating system, which
contains coolant, the following precautions must be observed.
1 Allow the system to cool or use precautions to prevent scalding.

2 Protect hands with gloves or some other form of protection.
3 Stand to one side & de-pressurise the radiator by twisting the cap to the first
notch or safety stop.
4 Do not stand directly over the radiator outlet.
5 Allow time for the pressure to subside before removing the cap.
1.0.B AIR CONDITIONING SYSTEMS PRECAUTIONS.

One of the main dangers when handling air conditioning refrigerants is the risk of
frostbite. If a service person is caught in the direct stream of liquid refrigerant
discharge, there is a real risk of freezing that part of the body that the refrigerant has
contacted. It is important to remember that “REFRIGERANTS BOIL SOMEWHERE
BETWEEN –26o to –30o C & IS CAPABLE OF RAPID COOLING”. Before removing
or disconnecting any part of the air conditioning system, the following precautions
must be observed.
1. Always wear eye protection;
2. Always wear gloves;
3. Don’t allow refrigerant to become in contact with the skin;
4. Do not heat containers of air conditioning refrigerant;
5. Provide adequate ventilation when charging or recovering refrigerant as it is
heavier than air;
6. Use care with steam cleaning the engine compartment.
7. Avoid breathing the refrigerant vapor;
8. Avoid handling refrigerant lubricants, all contain various amounts of carcinogens;
9. Do not pressure test or leak test refrigerant R134A systems or components with
compressed air, as the combination under pressure can be combustible when
exposed to an ignition source;
10. Refrigerant containers must always be dedicated to one type of refrigerant only.

1.2 FIRST AID
Refrigerant can cause serious eye damage if it hits the face. If liquid refrigerant hits
the eyes action must be taken immediately.
Liquid Refrigerant in the Eyes

▪ Keep calm.
▪ Do not rub the eyes.
▪ Wash the eyes continually with large quantities of water, keep washing until you
get medical help. Always Call the Doctor
If Refrigerant is swallowed
▪ Do not induce vomiting
▪ Give the patient milk or water to drink
▪ Get the patient to hospital immediately
If Refrigerant Contacts the Skin

▪ Wash the area with large amounts of water
▪ Depending on the extent of the injury hospitalisation may be required.
Always Seek Medical Advice

▪ Beware of oxygen depletion if working in confined spaces, the drowsiness that
results is a warning sign.
1.3 FIRE FIGHTING EQUIPMENT
Many of the refrigerants traditionally used in refrigeration and air conditioning

systems in Australia have been non-flammable, non-toxic, synthetic greenhouse
gases (SGGs) that have a high global warming potential (GWP). These were typically
synthetic refrigerants including CFCs, HCFCs and HFCs. Due to the growing national
and international concern regarding the resulting atmospheric effects of SGGs, the
use of alternative low GWP refrigerants is increasing. Most of these low GWP
alternative refrigerants are flammable hydrocarbons HC’s.
Suitable fire extinguishing equipment (CO2 or dry-powder type) must be made

available within the immediate work area.
1.4 ENVIRONMENTAL REQUIRMENTS
Late in 2003 new legislation was passed by the Australian Parliament making it
mandatory for the refrigeration and air conditioning industry to recover, return and
safely dispose of all ozone depleting and synthetic greenhouse gas refrigerants.
The Ozone Protection and Synthetic Greenhouse Gas Management Act is national
and overrides existing State and Territory requirements on ozone depleting
refrigerants.
http://www.environment.gov.au/atmosphere/ozone/legislation/index.html
These laws mean industry must handle HFCs, such as R134a and R404A, the same
way it handles CFCs like R12 and HCFCs like R22.

2.0 FUNCTIONS OF AN AIR CONDITIONING SYSTEM
To be effective, the automotive air conditioner must control four conditions within the
vehicle interior.
These functions are essential if passenger comfort is to be maintained when ambient

temperatures & humidity are high. By performing these functions, the air conditioner
maintains the body comfort for the passengers.

3.0 UNDERSTANDING HEAT
To understand just how an air conditioning system works, we must first understand
the nature of heat.
For a simple definition we can say that heat is energy. The meshing of gears, the
turning of wheels causes friction, which results in heat. The combustion engine gives
off heat. The burning of the sun radiates heat to the earth’s surface.
Heat in the correct amount will provide life & comfort. Heat in either extreme will be
uncomfortable. Therefore, for the control of temperature means the control of
comfort. Air conditioning is a means of controlling heat.
All substances contain heat. Something feels Hot when it is warmer than our own
body temperature. When something contains less heat than our bodies, we say it
feels Cold.
3.0.A COLD
Cold is merely the removal or absence of heat. Science tells us that there is a point
were all heat is removed form an object, it cannot get any colder. A measurement
called the Kelvin scale uses this point known as absolute zero as it’s start point.
Absolute Zero is –273°C. Any substance reading above this temperature retains
some heat.
3.0.B HEAT
The average person requires a comfort zone of approximately 21° – 26°C, with a
relative humidity of 45 to 50%. In this temperature & humidity range, we feel most
comfortable. All objects within this same range are comfortable to touch. As the
temperature of anything goes above or below this range, we think of it as Hot or
Cold.
3.0.C MOVEMENT OF HEAT

Heat always moves from the hottest object to
the coldest one. Whenever there is a
temperature difference between two objects,
heat will be transferred from the warmer
object to the cooler one until both objects are
at the same temperature.
This is known as heat transfer and is the
basis of the air conditioning operation.
The figure opposite indicates the heat
transfer from the hot cup to the surrounding
air. In time both cups will be the same
temperature.

3.0.D CABIN HEAT

When a car is driven or parked in the sun, heat enters the vehicle from many different
sources.
These may include:
▪ Ambient air
▪ Sunlight
▪ Engine heat
▪ Road heat
▪ Transmission
▪ Exhaust system
All of these & other heat sources increase the air temperature within the vehicle. In a
high ambient temperature situation, i.e. on a 37o C day, the interior of a vehicle left
standing in the sun with the windows closed could reach temperatures from 65 o-
70oC.
3.0.E Humidity
Humidity is the amount of water vapour in the air. It is usually expressed as a
percentage (%). If the relative humidity is described as 75%, it means that the air
holds three-quarters of the amount of moisture that it is capable of holding at that
particular temperature. When the relative humidity is high, the air is damp, and
evaporation will be slowed down because the air already contains a large amount of
moisture. If, however, the air is dry (i.e. relative humidity is low), the evaporation
process will readily give up moisture to the surrounding air.
An air-conditioning system removes moisture from the interior of a vehicle and lowers
the humidity to approximately 48%. The human body feels most comfortable at
somewhere between 22°C and 27°C, and at between 45% and 50% relative
humidity. This is called the human comfort zone.
3.1 CHANGES OF STATE

3.1.A EVAPORATION
This is the term used when enough heat energy is
added to a liquid substance to change it into a vapour
(gas) i.e. when water is boiling.
This condition occurs within the air conditioner

evaporator

3.1.B CONDENSATION
Condensation is the term used to describe the operation
of the evaporation process. If you take a vapour &
remove enough heat from it, a change of state will occur.
The vapour becomes a liquid.
The change of vapour to a liquid is called

condensation
This condition occurs within the air conditioner
condenser
3.1.C FREEZING
Freezing describes another change of state. Freezing
results when heat is removed from a liquid substance until
it becomes a solid. Remember that anything above -273°
C still contains a certain amount of heat.
In an air conditioning system, freezing must be

avoided. Otherwise component damage will occur.
4.0 PRESSURE & TEMPERATURE

RELATIONSHIP
To increase or decrease the boiling point of a

substance, we must alter the pressure acting on
the substance. Increasing the pressure
increases the boiling point at which a fluid will
boil.
To decrease the boiling point, we need to

decrease the pressure applied on it.
A good example is an automotive cooling system
The pressure cap keeps the radiator from boiling

by increasing the pressure on the coolant & thus
increasing its boiling point.
Each additional 10 kPa will increase the boiling

point by 2°C approx. i.e. 110 kPa rated cap will
increase the boiling point to 126°C
Ver 2 Aug 2019 10 of 96 © MTA Institute

The chart opposite shows that BOILING POINT OF WATER

PRESSURE PRESSURE
changing the pressure can alter the ABOVE SEA
TEMPERATURE
ABOVE SEA
TEMPERATURE
oC oC
boiling point of water. LEVEL (KPA) LEVEL (KPA)
0 100 82.7 120.1
The substance used to transfer heat
13.8 103.4 96.5 123.1
in the air conditioning system is
called a refrigerant, also boils at 27.6 106.8 110.3 126.8
different temperatures depending on 41.4 110.1
the pressure that it is under.
55.2 113.4
69.0 116.8
5.0 AIR CONDITIONING SYSTEM REFRIGERANTS

Refrigerant is a fluid medium capable of adsorbing and transferring tremendous
amounts of heat, it also changes of state at very low temperatures. Released at
atmospheric pressure refrigerant used in the automotive industry will boil at ~ -26°C,
changing its state from a liquid to a vapour (evaporate). In the process of
evaporation, they absorb large quantities of heat from the surround (in our case the
heat from inside the vehicle).
Automotive refrigerant has changed over the years from ammonia gas, R12 (Freon),
to R134A and now to R1234yf.
Since 1990’s the Automotive industry has started to use a non-ozone-depleting

refrigerant R134a (HFC) which was selected as a replacement for the old R12 (CFC)
because it has a major effect to the ozone layer.
R134a lives for around 13 years in the atmosphere before breaking down. Its global
warming potential (GWP) is ~ 1400.
R1234yf is a new refrigerant, developed for automotive air conditioning as a

replacement for R134a. It was developed to meet EU directives, which demand a
refrigerant with a GWP of less than 150. New refrigerant R1234yf breaks up in
around 11 days with a GWP of 4.
R1234yf has a pressure-temperature curve and other

key characteristics very close to R134a. It is thermally
stable and compatible with most R134a components
and with some upgrading would be a suitable
replacement for R134a. A test by Toyota showed that
R1234yf had lower pressures (~100kPa) and a better
cooling performance than R134a.
R134a probably will not disappear until after 2025.

Vehicles produced from 1990 to 2015 will still need
R134a. It is expected that the R134a price will
increase which will prevent pointless re-use.

R134a R1234yf R290 R600a

R12
(in use from (in use from (in use from (in use from
(in use till 1990)
1990-2016 2012) early 2000’s) early 2000’s)
Chemical name CFC HFC HFO PROPANE ISO-BUTANE
(type) ChloroFluoroCarbon HydroFluoroCarbon HydroFluoroOlefin Hydrocarbon Hydrocarbon
Ozone depleting
1.0 0 0 0 0
potential (1=max)
Global warming
2400 1400 4 3 4
potential (GWP)
Boiling point at
atmospheric -29.6°C -26.3°C -29°C -42.1°C -11.7°C
pressure
Extremely Extremely
Flammability risk No No Low-Mid
flammable flammable
Toxicity Low Low Low Low Low
6.0 PROPERTIES
Since 1993 the Australian Automotive Industry has & will continue to use a non-
ozone-depleting refrigerant HFC134a (hydrofluorocarbon). We commonly refer to this
refrigerant as R134a.
R134a was selected as a replacement refrigerant for R12 because R12 contains
chlorine and has a major effect on the depletion of the ozone layer.
R134a & water have the same ability to change state, but R134a can do this more
rapidly & at much lower temperatures than water. At any time above –26.3°C,
R134a will chance its state, becoming a vapor & absorb large quantities of heat from
inside the vehicle. This is what creates the cooling effect you feel inside the vehicle.
6.1 HFO-R1234yf: is a hydrofluoroolefin with the formula CH2=CFCF3. It has

been proposed as a replacement for R134a as a refrigerant in automobile air
conditioners.
R1234yf is the first in a new class of refrigerants acquiring a global warming potential
(GWP) rating 335 times less than that of R134a (but still 4 times higher than the
alternative substitute carbon dioxide) and an atmospheric lifetime of about 400 times
shorter. It was developed to meet the European directive 2006/40/EC that went into
effect in 2011 requiring that all new car platforms for sale in Europe use to a
refrigerant in its AC system with a GWP below 150.
R1234yf, which has a 100-year GWP of 4, could be used as a "near drop-in

replacement" for R134a, the current product used in automobile AC systems, which
has a 100-year GWP of 1430. This means that automakers would not have to make
significant modifications in assembly lines or in vehicle system designs to
accommodate the product. R1234yf has the lowest switching cost for automakers
among the currently proposed alternatives, although the initial cost of the product is

much higher than that of R134a. The product could be handled in repair shops in the
same way as R134a, although it would require different, specialized equipment to
perform the service. One of the reasons for that is the mild flammability of R1234yf.
Another issue affecting the compatibility between R1234yf and R134a based
systems is the choice of lubricating oil. The current lubrication oil is showing signs of
damage to plastic, aluminium and issues with health, mouth dryness, rash, sore
throat among others affects.
Although the product is classified slightly flammable by ASHRAE, several years of

testing by SAE proved that the product could not be ignited under conditions normally
experienced by a vehicle. In addition, several independent authorities evaluated the
safety of the product in vehicles and some of them concluded that it was as safe to
use as R134a, the product in use in cars today. In the atmosphere, R1234yf
degrades to trifluoroacetic acid, which is a mildly phytotoxic strong organic acid with
no known degradation mechanism in water. In case of fire it can release highly
corrosive and toxic hydrogen fluoride.
R134a is stored in containers under high pressure. If it is released into the

atmosphere, it will boil at –26.3°C.

7.0 ALTERNATIVE REFRIGERANT BLENDS
Much of the refrigeration and air conditioning equipment in Australia uses

fluorocarbon refrigerants to facilitate the heat transfer process. Fluorocarbon
refrigerants are synthetic chemicals which usually have a high global warming
potential, and some still have the potential to cause damage to the ozone layer as
well, if released to the atmosphere.
Alternatives to these chemicals exist that can help to mitigate some of the
environmental risks. Often referred to as ‘natural’ refrigerants because the
substances also occur in nature, these alternatives include ammonia, carbon dioxide
and hydrocarbons.
These substances have been used as refrigerants for many years, however, they are
now finding their way into applications where previously fluorocarbons were the
preferred option.
The most common issue that has been reported is the use of hydrocarbon refrigerant
in motor vehicles that have had air conditioning repaired or re-gassed. Key issues:
• Hydrocarbon refrigerants have a similar composition to LPG and are highly
flammable.
• Systems that leak hydrocarbon refrigerant because they are non-compatible
with the original system or because the workmanship is poor, are dangerous.
• Queensland law requires persons undertaking gas work with hydrocarbon
refrigerant to hold a current gas work licence issued by the Petroleum and
Gas Inspectorate and the refrigeration system must have been approved by
an appropriate authority that it is capable of containing a flammable gas.
• The sale of hydrocarbon refrigerant itself is not illegal in Queensland and does
not require the purchaser to give licence details, unlike purchasers of regular
refrigerant gases such as R134a where a refrigerant handling licence, issued
by the Australian Refrigeration Council is required.
• Some suppliers of hydrocarbon refrigerant in Queensland have been advising
customers that no licence is required when using hydrocarbon refrigerant in
systems but in Queensland a gas work licence is required for this work.
• There are individuals currently licensed in Queensland to do hydrocarbon
refrigerant gas work.
Recommendations
1. In Queensland hydrocarbon refrigerant must only be installed by licensed
persons.
2. Refrigeration systems including air conditioners (vehicle and fixed), cold
rooms, and refrigerators using hydrocarbon refrigerant in Queensland must be
approved by an authority approved by the Chief Inspector of Petroleum and
Gas.
3. Installation owners must ensure that only licensed persons use hydrocarbon
refrigerant in their system and that their systems are approved for its use. Do
not retrofit hydrocarbon refrigerant into existing air conditioning units that are
not built or approved for its use.
4. Report all suspected illegal instances of hydrocarbon refrigerant to the
Petroleum and Gas Inspectorate.

8.0 PRINCIPLES OF AIR CONDITIONING

An air conditioning system was first used in vehicles as early as the 1940’s. Over the
years vehicle air conditioning systems have gone through much change, although the
basic concept of vehicle air conditioning remains the same.
The basic components found in a vehicle air conditioning are the compressor,
condenser, evaporator, receiver dryer and expansion valve. All these components
have a specific task. Hard tubing and flexible hoses connect all the components of
the air conditioning system. Pressurised refrigerant in both states (vapour or liquid)
passes around the whole system.
To understand the operation of the five major components of an automotive air

conditioning system remember that the air conditioning unit is divided into two sides:
• The high side of the system refers to the parts that are under high-pressure
and high temperature. These components are identified by smaller diameter
tubing and very hot to touch components.
• The low side of the system refers to the low-pressure components that are
larger in diameter as far as the hoses and tubing goes and these components
will be ice cold to touch. This is very handy for diagnosis.
There are three types of automotive air conditioning systems: the expansion valve,
the orifice tube or a combination of these two which is found in a rear air conditioning
system.

HIGH PRESSURE SIDE
Low pressure refrigerant vapour entering

the compressor is compressed to become
a high pressure/temperature refrigerant
vapour. This is then circulated along with
lubricating oil to the condenser. As the
high pressure/temperature vapour travels
through the condenser, heat is released to
the cooler air passing over the condenser
tubes condensing the vapour into a liquid.
This high pressure/temperature liquid then
travels through the filter drier onto the TX
valve where a small variable orifice
provides a restriction against which the
compressor pushes.
LOW PRESSURE SIDE

Pressure will now force the liquid through the TX valve and into the evaporator
assembly. Because the evaporator is a large space, the pressure of the liquid drops
dramatically causing it to begin to change state from a liquid to a gas as the
refrigerant moves through the evaporator core. This change of state will also cause
a sudden drop in temperature. Heat is also transferred to the refrigerant from the
circulating cabin air as it passes through the evaporator fins. This change from a
liquid to a gas will continue through the evaporator until there is virtually no liquid left
at the outlet.
The refrigerant is now drawn through the

outlet pipe (the large one) to the compressor
where it is once again compressed into a
high pressure/temperature gas.
HEAT TRANSFER
Refrigerant in the Low-Pressure side is Cold

& can absorb large amounts of heat from the
air moving over the evaporator.
Refrigerant in the High-Pressure side is Hot

& the cooler air moving over the condenser
can absorb heat from it.
• When pressure is low, temperature is low
• When pressure is high, temperature is
high.

8.1 SYSTEM TYPES
8.1.A CYCLING CLUTCH TX VALVE SYSTEM
This system uses an expansion valve to meter the flow of refrigerant to the
evaporator core. The expansion valve uses a temperature sensor at the evaporator
outlet to determine the amount of refrigerant that it will allow to pass through its
variable orifice.
The diagram below shows the components of a cycling clutch TX valve system with a
TX Block Valve (normally referred to as a “H” block type), a serpentine condenser &
serpentine evaporator.

Note the variation from the previous diagram. There is an expansion type TX valve, a
parallel flow condenser and a plate & fin evaporator.

8.1.B CYCLING CLUTCH ORIFICE TUBE
This system uses an orifice tube to meter the flow of refrigerant to the evaporator
core. The orifice tube has a brass sleeve with a fixed office and a screen to filter out
any contamination.
The diagram below shows the components of a Cycling Clutch Orifice Tube which is
made up of an; Orifice Tube, Accumulator, Parallel Flow Condenser, Plate & Fin
Evaporator

8.1.C MULTI-ZONE SYSTEMS

Cycling Clutch TX Valve Dual System with; (2) Externally Equalised TX Valves, (2)
Serpentine Condensers connected in series, (2) serpentine Evaporators connected in
parallel, Electrical Refrigeration Flow Solenoid Shut Off Valves.

9.0 COMPRESSORS
In order for the air conditioning system to function, one side must be at high
pressure, while the opposite side must be at low pressure. The pressure differential
is the key to the air conditioning system. The compressor which is mounted between
these two sides, compresses low-pressure/low-temperature refrigerant gas into high-
pressure/high-temperature refrigerant gas.
The compressor is a pump that has two basic functions.

1. The primary function is to compress the low temperature, low-pressure refrigerant
vapour into a high temperature & high-pressure vapour. The temperature of the
vapour must be higher than the ambient temperature (the surrounding air).
2. Secondary function is to circulate refrigerant around the system.
In a mechanical compressor, the rotor inside the compressor is connected to the

engine of the vehicle using a belt. The belt connects allows the air conditioning to
function when the engine is running but not when it is turned off.
New electrical driven compressors on hybrid and electric vehicles provide air
conditioning even when the engine shuts down to save fuel and emissions.
There are a various makes & types of compressors being used in the automotive air
conditioning systems; axial type piston-driven, scroll type and rotary vane type.
9.1 AXIAL TYPE COMPRESSOR

Axial compressors are piston type compressors that may be of fixed or variable
displacement. The pistons are operated by a wobble (or swash) plate, which moves
them back and forward in the cylinders. As the front shaft turns the wobble plate
angle changes, causing the pistons to move in and out, pulling refrigerant vapour in
through the suction side, compressing it and discharging the high-pressure vapour to
the condenser.

9.2 VARIABLE STROKE COMPRESSOR
Axial variable stroke compressors have become the “favoured compressor” for a
large number of vehicle manufacturers such as GM Holden, Daewoo, VW, BMW,
Mercedes Benz, Nissan... The variable stroke compressor manufacturers are Delphi,
Sanden and Denso.
The main reason that vehicle manufacturers select the variable stroke compressor is
that this compressor does not cycle on / off. Non-cycling means less load on the
engine, less engine load equals improved fuel economy.
If we look at a “normal” cycling system, it requires some form of sensor / thermostatic

switch / thermistor that monitors the temperature of the evaporator coil. Once the
evaporator coil has reached a temperature of let’s say, 3°C, the compressor electrical
circuit is interrupted by the sensor / thermostatic switch / thermistor. The idea of
using a device that monitors the evaporator temperature is so that the evaporator can
get down to a very low temperature but stay above 0° C, as water (condensate)
freezes at 0° C.
The variable stroke compressor even though it does not cycle, must still ensure that
the evaporator temperature does not go below 0° C. The low side pressure is
maintained to a pre-set pressure value called the “set point” which is normally in the
range of 190 kPa which compares to 0° C to approximate; 300 kPa which calculates
to plus 9°. The set point pressure is controlled by a valve located in the compressor
body. This valve could be mechanical or electrical / mechanical design depending on
the compressor manufacturer.
The variable stroke compressor gets its

name from the fact that it can vary the
output or displacement to meet A/C
system demands under all conditions
and temperature loads. The actual
output of the compressor can be altered
from a minimum output of .06cc to a
maximum output of 10cc.
The following is a description and the operation of the most recognized variable
stroke compressor in Australia, the Delphi, V5 variable, 5 pistons used on the Holden
range of commodore vehicles VT through to VY.
The compressor output is adjusted by means of a mechanical control valve located at

the rear of the compressor body. This control valve senses and responds to the low
side pressure changes which directly correspond to the A/C evaporator load. It is the
changing of the “wobble” plate angle that affects the output of the compressor. The
wobble plate is adjusted by “crankcase pressure” this pressure is behind the pistons
and acts as an opposing force to the pistons as they move back when the input shaft
is turned.

If the crankcase pressure is equal to the suction pressure, the opposing force to the
rear of the pistons is equal and with the aid of an internal spring causes the wobble
plate to move to the almost vertical position which then shortens the stroke of the
pistons and makes the compressor output low (minimum stroke). As the low-pressure
increases owing to A/C load the crankcase pressure is reduced through the control
valve which lowers the suction (low) pressure leaving less opposing pressure to the
rear of the pistons which then causes the wobble plate to change angle thus allowing
the pistons to travel to full stroke and maximum output.
MINIMUM STROKE
A/C Demand Low – During times of low A/C demand, the
suction (low) pressure will be greater than the control valve
set point. During this time the control valve maintains a
bleed of crankcase pressure to the suction (low) side
pressure.
MAXIMUM STROKE
A/C Demand High – Suction (low) pressure will decrease
to the control valve set point. The control valve maintains a
crankcase pressure bleed to the discharge side (high) and
prevents any pressure bleed off to the suction (low) side.
At this stage the output could be varied between 5 and
100% of its output.
Later GM vehicles use a compressor that has a control valve that is electronically
controlled via an ECM (electronic control module). The compressor also has no
clutch magnetic coil as it is not required as the compressor does not cycle. Always
remember a variable stroke compressor should not cycle on and off, if it does that
means the A/C system has a problem.
On non-cycling clutchless compressors, the thermistor relays evaporator temperature
to the control valve (mechanically) or to the ECU that controls the compressor’s
variable operation.

9.3 SCROLL TYPE COMPRESSOR
This low friction compressor uses a unique design with two scrolls, one fixed & the
other is moveable, both are meshed with each other. The moveable scroll is driven
by the drive belt & concentric shaft so that it is able to orbit within the fixed scroll. As
the movable scroll oscillates within the fixed scroll, a number of pockets are formed
between the scroll wraps which decrease in volume. As these pockets decrease in
size the refrigerant is squeezed and pressure increases and is discharged through a
reed valve at the discharge port in the rear section of the compressor.
Electric compressors used in hybrid and

electric vehicles, commonly combines a
scroll compressor and an AC or DC
brushless motor driven by the high
voltage (bright orange) system. The
optimized scroll forms and advanced
motor control technology which
improves efficiency when the ICE is not
running and reduced noise and
vibration.

9.4 VANE TYPE COMPRESSOR
A rotary vane compressor consists of a rotor with three or four close fitting vanes in
the rotor and a carefully shaped eccentric housing. As the compressor shaft rotates,
the vanes and housing form pumping chambers.
The refrigerant is drawn through the suction port into these chambers which become
smaller as the rotor turns. The discharged port is located at the point where the gas
is fully compressed.
The vanes are sealed against the rotor housing by centrifugal force and internal
pressure acting on the inner surface of the vanes. The oil sump & oil pump are
located on the discharge side, so that the high-pressure forces oil through the oil
pump & then onto the base of the vanes keeping them sealed against the rotor
housing. During cold idle an occasional vane noise from the compressor may be
heard. This is due to the time taken for the lubricating oil to circulate through the A/C
system.

10.0 COMPRESSOR MOUNTING & DRIVE

Consists of a bracket to mount the compressor to the engine, a belt idler pulley,
compressor drive belt & possibility an extra drive pulley for the crankshaft.
The mounting plate can be manufacture from either; cast iron, steel or aluminium.
This bracket should have good noise absorption qualities especially if using a piston
type compressor. Idler pulleys are often used in conjunction with a belt automatic
adjustment mechanism, also used when a belt has a long expanse between pulleys
to absorb belt vibrations. Some vehicles do not have an extra pulley to accommodate
an A/C drive belt, in these cases an extra pulley is bolted onto the existing crankshaft
pulley and may use a manual adjustment mechanism.
To check drive belt tension, attach the tension gauge to the longest belt span and
pull it to measure the tension. Check your reading against the specification in the
workshop manual.
11.0 COMPRESSOR CLUTCH

The compressor clutch is an electromagnetic device, which is incorporated in the
compressor drive pulley, & has the function to engage & disengage the drive to the
compressor when required.
When the clutch is not engaged, the rotor pulley free wheels & the compressor shaft
does not rotate. Therefore, refrigerant does not circulate. When the field coil is
energised it draws the pressure plate towards it, locking the rotor pulley & the
pressure plate together causing the compressor shaft to turn, creating pressure &
circulating the refrigerant.
Clutch field coil tests

Measure voltage at the clutch. Low voltage may be due to poor ground or power
connections, or to problems with the vehicle electrical system. A rubber mounted
compressor requires a separate earth connection.
Measure current draw when the clutch is engaged. Normal current should be within
3-4 amps at 12V.
Measure clutch coil resistance with the circuit not engaged and with no voltage
supply, Normal clutch coil resistance should be 3-4 ohms for a 12-volt system.

12.0 COMPRESSOR LUBRICATION

System contains a measured quantity of oil to lubricate the moving parts. The oil is
put into the compressor when first installed & normally does not need to be checked
or serviced. Not all the oil stays in the compressor but circulates through the system
with the refrigerant. The quantity of oil in the system will be reduced if refrigerant has
been lost or a part removed. There are four major A/C compressor oils.
• Mineral oil used in old R12 systems only.
• PAG oil (Poly-alkaline-glycol) used in original equipment vehicle R134a systems.
New improved PAG oils are being developed for most applications of R1234yf.
• POE oil (Poly-ol-ester) is a synthetic oil specified by a few manufactures.
• PAO oil (Poly-alpha-olefin) is a new synthetic oil to the industry and trade
marked, “one size fits all”. This is because its viscosity level is compatible with
almost all types of A/C system oils and additives, as well as most compressors.
There are a few viscosities or thicknesses of compressor oil: ISO 46, ISO 86, ISO
100, ISO 150. The smaller number indicates less viscous (thinner) oil.
Important: Most A/C compressors used in hybrid or electric vehicles are driven by a
high voltage electric motor. Only the non-conductive lubricating oil (POE or PAO) can
be used as the windings in these electric motors is exposed to the A/C system
lubricating oil. Even a small amount of PAG oil can damage the high voltage
insulation in the electric compressor.
13.0 CONDENSERS
The condensers function is to act as a heat exchanger and to allow heat to flow from
the hot refrigerant to the cooler surrounding outside air.
Refrigerant entering the condenser will be a high-pressure/high temperature vapor.

As the refrigerant vapour travels through the tubes of the condenser, heat is given off
to the cooler ambient air. This drop-in temperature will cause the refrigerant vapor to
condense and change its state to a liquid.
As a large amount of heat is given off by the refrigerant to the condenser. The
condenser is usually located in front of the radiator where it receives large amounts
of cool air passing over it and therefore release the heat to the passing air. Any
restriction in air flow cause by debris, such as leaves, mud or insects will adversely
affect the condensers ability to transfer heat.
13.1 DESIGN VARIATIONS
13.1.1 SERPENTINE
This type of condenser consists of one long tube,

which is coiled over & back on itself with cooling
fins added in between the tubes.

13.1.2 Parallel Flow Design

This design is very similar to a cross flow radiator.
Instead of the refrigerant travelling through one
passage, it can now travel across numerous
passages. This will give a larger surface area for the
cooler ambient air to contact.
Most manufactures select the parallel flow design.
They are approximately 25% more efficient than the
serpentine condensers.
Most newer vehicles are built with micro-tube parallel flow condensers. These
condensers have minuscule passengers that increase the A/C systems efficiency
even more dramatically; however, they are near impossible to flush compared to the
earlier models and must be replaced.
14.0 CONDENSER FANS

It is important to provide airflow across the condenser at all times. Without this airflow
the heat contained within the refrigerant will not be transferred through the
condenser. This produces very high pressure and reduces the ability of the
refrigerant to absorb the heat energy from the vehicle cabin. Fans are used to ensure
that airflow is present at all times and not just when the vehicle is driving at speed.
14.1 CONDENSER ELECTRIC FAN
Most vehicles with air conditioning require an electric fan to assist airflow when ram
air speed is low. The fan can be either push or pull the air through the condenser,
depending on which side the fan is placed. (Ensure it is fitted to the correct side)
Poor air flow conditions, especially at idle, may limit A/C performance due to
decreased air flow over the condenser.
The condenser fan is operated with the A/C
engaged in various ways:
• Medium pressure switch.
• Indirect connection to the compressor
clutch.
• Via the Electronic Control Unit (ECU).
• Signal from the A/C switch activation.
14.1.A FOAM SEALS

These seals are fitted in between the
condenser & the radiator to prevent the
heated air from recirculating by blocking the
entry of air from the sides, top & bottom. A
normal distance of approximately 25mm is
required between the radiator & condenser.

15.0 EVAPORATORS
The function of the air conditioning evaporator is to act as a heat exchanger where
the heat is removed from the inside of the vehicle cabin & to dehumidify the cabin air.
As stated previously, liquid refrigerant enters the evaporator coil and begins to turn
into a low-pressure gas. As this liquid/gas mix passes through the evaporator coil,
heat moves from the warm air blowing across the evaporator fins into the cooler
refrigerant. This has now created a transfer of heat from the blower fan air over the
evaporator to the refrigerant. This cool air is then ducted into the cabin via the blower
fan.
The blower fans function is the create a steady flow of air over the evaporator core,
without this air flow there would be no heat exchange. The fan speed is controllable
according to the desired cabin temperature.
As warmer air blows across the evaporator fins, moisture contained in the air
(humidity) will condense on the cool evaporator fins. Condensed moisture then runs
off through the drain tubes located at the underside of the evaporator case.
In most vehicles the evaporator is usually located inside the passenger compartment,
quite deeply buried in or under the instrument panel. Some vehicles, usually vans or
SUV’s have two evaporators, one under the dash and the other located in or toward
the rear of the vehicle.
The pollen filter (also known as cabin air filter) is a feature on most modern vehicles.
It cleans the air that comes into the interior of the vehicle and filters out pollen, dust
and other airborne material from settling on the evaporator core. Over time the pollen
filter can become clogged with dust, leaves, twigs and residue from exhaust fumes
and requires replacement periodically, around 2 years depending on the operating
environment.
15.1 SERPENTINE EVAPORATOR
Same design as the serpentine

condenser but approximately five
times deeper.
15.2 PLATE & FIN LAMINATED

EVAPORATOR
Similar in operation to the

parallel flow condenser where
the refrigerant has multi flow
creating a large surface area.

16.0 THERMAL EXPANSION VALVES (TX VALVES)
The thermostatic expansion valve has the following three functions. When it is used
it;
1. provides a restriction for the compressor to compress against, so as to build

up pressure in the system.
2. change high-pressure high temperature refrigerant liquid into a low-pressure
low temperature liquid.
3. monitor & regulates the flow of refrigerant depending on the evaporator heat
load.
Note: If refrigerant liquid were allowed to return to the compressor, damage would
result due to a hydraulic lockup occurring.
Refrigerant flow to the evaporator must be controlled to obtain maximum cooling,

while ensuring complete evaporation of the liquid refrigerant. The thermal expansion
valve accomplishes this by opposing pressures within the valve, which in turn
controls the opening of a small orifice passage in the valve.
16.1 OPERATION OF THE THERMOSTATIC EXPANSION VALVE
Referring to the following diagram, the valve has an orifice with a needle-type valve
and seat to provide variable metering. The needle is actuated by a diaphragm, which
is controlled by three forces:
The evaporator pressure exerted on the bottom of the diaphragm, which tends to
keep the valve closed.
The superheat spring pressure against the bottom of the needle valve, which tends to
keep the valve closed.
The pressure of the inert liquid in the remote bulb or capillary tube against the top of
the diaphragm, which tends to open the valve.
THE REMOTE BULB
Several types of inert liquid can be used in the remote bulb. However, for the
moment, it is assumed that the fluid in the bulb is the same as that used in the
system. Because the same fluid or refrigerant is used, each exerts the same
pressure, assuming that the temperature of each fluid is the same.
Under normal design considerations, the liquid refrigerant entering the evaporator
boils by picking up heat and is in vapour (gas) form by the time it leaves the
evaporator coil. In fact, the refrigerant should be all vapour before reaching the end
of the evaporator coil, and the vapour should have become somewhat superheated,
(a temperature above that required to cause a change of state), although the
pressure of the vapour is not changed.
The remote bulb is clamped onto the suction line. In this location the bulb senses the
warmer temperature of the evaporator outlet.

The temperature of the inert

fluid within the remote bulb
increases, and its
corresponding increasing
pressure is exerted on the
diaphragm.
The increased pressure of the
inert fluid on the top of the
diaphragm is greater than the
combination of the evaporator
pressure and the superheat
spring pressure. As a result, the
needle is moved away from the
seat in the orifice.
The needle valve opens until

the superheat spring pressure
and the evaporator pressure are great enough to balance the remote bulb pressure.
For example, when the needle valve is closed, it does not allow enough refrigerant to
enter the evaporator. Thus, the evaporator pressure is low, and the suction vapour is
warm. This condition causes a positive pressure on top of the diaphragm and the
needle valve opens.
When the needle valve is open, too much refrigerant is allowed to enter the
evaporator. As a result, the evaporator pressure is high, and the suction vapour is
cool. This condition creates a positive pressure under the diaphragm and less above
the diaphragm, which closes the needle valve. When the three pressures of the
thermostatic expansion valve balance in the manner just described, the evaporator
remains fully operational under all load conditions.

16.2 THERMAL EXPANSION BLOCK VALVE – ‘H’ BLOCK DESIGN
The block valve differs from the previously mentioned expansion valve in that it has
four passages, although the basic operation is the same.
Operation of the block valve is still via refrigerant expansion/contraction within a

diaphragm (11), but not sensed through a separate tube (capillary tube). It is sensed
by pressures passing from the evaporator outlet through the block valve.
As refrigerant from the outlet side of the evaporator passes over the sensing element
(12), expansion or contraction of the refrigerant takes place causing the activation pin
(8) to move the valve (6) away or closer to the metering orifice. This allows more or
less refrigerant to enter the evaporator coil inlet.

F1 – Temperature Sensing
This is a sealed diaphragm & sensor containing refrigerant. As refrigerant leaves the
evaporator coil outlet passing over the sensing element (12) the refrigerant (9) above
the diaphragm (11) expands moving pin (8) downwards pushing ball valve (6) away
from the metering orifice (5).
F2 – Pressure Compensating
This is a passage (10) in the block valve outlet side where refrigerant can build up
under the diaphragm (11) to act as an opposing pressure to help regulate the amount
of refrigerant into the evaporator coil inlet side. This may be referred to as internal
equalised system.
F3 – Pressure Spring
This spring (7) is located under the ball valve (6) & acts as an opposing force trying
to move the ball valve towards the metering orifice (12) & to reduce refrigerant flow to
the evaporator coil inlet.
16.3 SUMMARY OF TX VALVES

The TX valve has three main functions: it throttles, modulates, and controls.
THE THROTTLING ACTION

The expansion valve separates the high side of the air conditioning system from the
low side (the pressure side from the vacuum side). Since there is a pressure drop
across the valve, the flow of refrigerant is restricted, or throttled. The state of the
refrigerant entering the valve is a high-pressure liquid. The refrigerant leaving the
valve is a low-pressure liquid (although it will immediately begin to change state). A
drop in refrigerant pressure across the valve is accomplished without changing the
state of the refrigerant.
THE MODULATING ACTION

The TX valve is designed to meter the correct amount of liquid refrigerant into the
evaporator as required for the proper cooling action. The amount of refrigerant
needed varies with different heat loads. The TX valve modulates from the wide-open
position to the closed position. The valve seeks a point between these two positions
to ensure the proper metering of the refrigerant.
THE CONTROLLING ACTION

The expansion valve is designed to change the amount of liquid refrigerant metered
into the evaporator in response to load or heat changes. As the load increases, more
refrigerant is required by the evaporator. As the load is decreased, the valve closes
and less refrigerant is metered into the evaporator core. This controlling action of the
thermostatic expansion valve maintains proper refrigerant metering into the
evaporator under varying heat/load conditions.

16.4 THE FIXED ORIFICE TUBE
A number of terms are used to identify the fixed orifice tube (FOT), such as
expansion tube (ET), cycling clutch orifice tube (CCOT), and cycling clutch fixed
orifice tube (MOT). By any name, this device replaces the thermostatic expansion
valve to meter refrigerant into the evaporator. It is often found in the liquid line
somewhere in the vicinity of the inner mudguard.
The refrigerant entering the evaporator is controlled by the fixed orifice tube in a
manner based on a pressure difference and the sub-cooling characteristics of the
refrigerant.
Unlike the thermostatic expansion

valve, the fixed orifice tube has no
moving parts. The tube is not
adjustable, and its failure is usually
a result of it becoming clogged.
Trying to clean a clogged fixed
orifice tube usually proves to be
most difficult, if not impossible. It is
best to replace the tube and
accumulator.
An air conditioning system equipped

with an expansion tube does not
have a receiver/drier. The drying
agent for the system is in an
accumulator, which is located at the
outlet of the evaporator.
The fixed orifice tube cannot alter
the amount of refrigerant entering
the evaporator. Therefore, as the
heat load of the system increases,
and extra cooling is required, the
compressor is allowed to cycle on
for a longer period. As the heat load
decreases the compressor is allowed to cycle off longer, thus adjusting to the system
requirement. Read also the explanation of the accumulator used with the FOT.
Orifice tubes have different size restrictions

depending on the air conditioning system.
These different sizes can be identified by the
outer plastic colour.

17.0 SUMMARY OF THE CONTROL DEVICES

The previous descriptions of the thermostatic expansion valve and the expansion
tube make it clear that these devices are more sensitive to foreign materials than are
any other parts of the air-conditioning system. Thus, it is essential to keep the system
as free as possible of contaminants during service procedures.
To prevent the vital parts of the expansion valve from sticking or become corroded,
the air conditioner should be operated for short periods during the months that
normal operation is not practical. In this manner, the internal parts of the TX valve, as
well as the compressor are lubricated and kept operating freely.
18.0 TECHNICAL TERMS

SUPERHEAT
The liquid refrigerant delivered to the evaporator coil usually completely vaporises,
(evaporates) before it reaches the coil outlet. Since it is known that the liquid
refrigerants boil (vaporises) at low temperatures (approximately -30°C, to -26°C at
sea level), it can be seen that the vapour remains cold, even after all the liquid has
evaporated.
The cold vapour flowing through the remainder of the coil continues to absorb heat
and becomes superheated. In other words, the temperature of the refrigerant is
increased above the point at which it evaporates.
This increase in temperature is referred to as superheat. All expansion valves are
adjusted at the factory to operate under the superheat conditions present in the
particular type of unit for which they are designed. When an expansion valve is being
replaced, it is important to use a valve having the correct superheat range and of the
correct size. Although many thermostatic expansion valves look the same, they differ
greatly in their applications.
LATENT HEAT
The term ‘latent heat’ is used to describe the quantity of heat required to cause a
change of state. This is not sensible heat, as it cannot be felt or recorded on a
thermometer. Water at sea level between 0°C and 100°C is called sub-cooled liquid,
while water at 100°C is known as saturated liquid. This means that water at 100°C
contains all the heat it can possibly hold, and any more heat would cause a change
of state (to a gas). To cause a change of 1 kg of water at 100°C to 1 kg of steam
requires 540 kg-cal. This is called the latent heat of vaporisation. If we were to
remove 244 kg-cal of heat from steam at 100°C, it would condense back into a liquid.
The heat given up in this process is known as the latent heat of condensation. If the
water is cooled to 0°C and we continue to remove heat from the water, it will change
its state to a solid: ice. The temperature will not drop any further until 36 kg-cal of
heat is removed, and the liquid has changed completely to ice. This is called the
latent heat of fusion. Latent heat of vaporisation and condensation is the basis for all
air-conditioning refrigerants and explains how they absorb and give up huge amounts
of heat quickly without changing their temperature.
SENSIBLE HEAT
The term ‘sensible heat’ is used to describe any heat that can be felt or measured. A
good example is the heat in the air that surrounds us or an object, known as the
ambient air temperature. Sensible heat can be measured with a thermometer.

19.0 FILTER DRIER RECEIVER
Receiver dryers are always used on air conditioning systems with expansion valves.
They are positioned on the high-side of the refrigeration system, usually between the
condenser out and the expansion valve inlet. Many late-model vehicles have the
receiver dryer built into or on the condenser assembly. The Receiver Drier has two
basic functions, it:
1. Filters the refrigerant, absorbs and hold moisture.

2. Acts as a vapour trap and storage container.
The mixture of moisture, temperature & refrigerant causes hydrofluoric & hydrochloric
acid formation. The silica gel beads (desiccant) located in the receiver drier absorb
small quantities of moisture thus preventing acid build ups.
Today most refrigerant filter dryers have NO sight glass. This is because the PAG oil
will foam giving a false impression of low gas charge. If the FDR does utilize a sight
glass, ensure correct diagnosis when viewing
Note:
Receiver driers are directional;

ensure that the connection
indicated with the word “IN” is
connected to the condenser
outlet.

20.0 ACCUMULATOR
Accumulators are used only on orifice tube air conditioning systems, located on the
low-side between the evaporator outlet and the compressor inlet.
The function of the accumulator is much the same as the receiver-dryer; to store
refrigerant, filter particles and absorb moisture but it also has the function to separate
vapours from liquid.
As previously discussed, ideally all refrigerant leaving the evaporator should be a gas
however there may be times where liquid may still be present at the outlet and
therefore make its way to the compressor causing severe damage. This is especially
so when using a fixed orifice tube. The accumulator will prevent this from happening.
As refrigerant leaves the evaporator coil as a mixture of vapour & liquid, this liquid
enters the accumulator & falls to the bottom. The accumulator is generally located
within the engine bay in a position where its large surface area can absorb heat from
the surrounding air. The liquid refrigerant in the bottom of the accumulator gradually
vaporizes and rises to the top and is then drawn into the compressor.
Important: Accumulators and driers have a desiccant inside. When the A/C system
is open, the natural humidity in the air enters the A/C system and the desiccant can
become completely saturated. For this reason, it is important that the accumulator or
receiver drier be replaced any time the A/C system is open to the atmosphere.

21.0 “O” RINGS

An O-ring is a rubber gasket in the shape of a torus, with a round cross-section,
designed to be seated in a groove and compresses during assembly between two or
more parts, creating a seal at the interface.
Important: O-rings are available in a various metric and

inch standard sizes. Sizes are specified by the inside
diameter (I.D.) and the cross-section diameter (thickness).
The standard “O” ring that has been used in old R12 air
conditioning systems is known as NBR (nitrite rubber).
They are usually black but could be any colour. The
temperature range of NBR is -30 to 110°C.
In most R134a air conditioning systems today use HNBR (hydrogenated NBR) O-
rings. Its big advantage is its temperature range from -30 to 150°C, which is a big
improvement on NBR. HNBR has excellent heat fuel and oil resistance, ozone
resistance and good abrasion resistance.
HNBR are frequently green, but they can be other colours also. Currently, almost
every automotive manufacture uses more than one colour in their A/C systems.
22.0 HOSES AND LINES

Air conditioning system lines and hoses are an integral part of the system. They
direct refrigerant and oil between system components and they prevent leaks under
conditions ranging from low temperature/pressure to high temperature/pressure.
Hose diameter and type is determined by the application: rigid tubing (lines) to the
evaporator and liquid refrigerant lines (low temp/pressure) and flexible tubing hoses
between the condenser and the compressor (high temp/pressure).
Refrigerant hose is designed to effectively transfer the refrigerant (both liquid and
gas) regardless whether they’re hot or cold. It comes in a flexible design, so it can fit
easily inside the air conditioning system. It’s also equipped with metal crimping that
prevents leaks from happening.
Because small molecular size and high operating

pressures of refrigerant, the hose incorporates a
nylon inner lining. This is to reduce the normal
refrigerant leakage that would naturally occur
through the porosity of rubber hose.
Usual hoses come in 4 different trade dimension:

- size 6 (3/4” OD – 5/16” ID) for 3/8” fitting
- size 8 (29/32” OD – 13/32” ID) for 1/2" fitting
- size 10 (1” OD – 1/2 ID) for 5/8” fitting
- size 12 (1 3/32” OD – 5/8” ID) for ¾ fitting

23.0 CHARGING PORTS

The service ports provide access to the air conditioning system in order the check
pressures and servicing requirements. Each type of refrigerant, R-12, R134a or
R1234yf has its own type of service port to prevent accidental cross-contamination.
Correctly identification will help to determine the original system fitted to the vehicle.
Typically, the air conditioning system will include two charge ports or service valves.
One each for the high and low sides of the system. The low side service valve (blue)
or charge port will be located between the evaporator outlet and the compressor
inlet. The high side charge port (red) will be located between the compressor outlet
and the expansion valve inlet. Different colour and size ports identify the high and low
sides of the system. A plastic cap with a rubber seal is used to close the charge port
opening and avoid leakage.
Note: Most Shrader valves will leak slightly, always ensure that the plastic protection
cap is fitted. Shrader valves designed for R134a must only be used on that system,
due to the seal material used. Shrader valves that leak notably, must be replaced.
This can be achieved with a valve core removal/replacement tool without the need to
recover the refrigerant and re-gas the system.
On R134a (or R1234yf) systems, the service port are

known as quick coupler ports. They require couplers that
snap onto the charge ports in order to access refrigerant
pressures.
The older R12 system (till 1994) service port (right) were
threaded male flare fittings that the service hose threaded
onto.

24.0 A/C SYSTEM WIRING
Most current HVAC systems consist of an HVAC module/ECU assembly. The HVAC
module assembly consists of the heater core, the door system and the evaporator
core.
The blower housing is a separate unit. The cooling unit in the HVAC assembly
contains the evaporator core, the block type TX valve and blend door system. The
intake unit contains the intake door, thermos resistor or fan control amplifier and
blower fan.
A control system (controlled manually or electronically) directs air over the heater
core to raise the temperature, over the evaporator to lower the temperature and
humidity and through the desired vents.
PRESSURE SWITCHES
Pressure switches are connected in series with the compressor clutch. If an under or
over system pressure occurs the pressure switch will “open circuit” breaking the
circuit to the compressor clutch.
Control Wiring Layout (Series Connected)
With electronic fuel injected vehicles, the electronic control unit (ECU) is usually
interconnected into the A/C wiring circuit. When the A/C switch is engaged a
request, signal is sent to the ECU, if the A/C circuit is intact, ie; the pressure switches
are a closed circuit, the ECU activates a relay by creating an earth & power is
supplied to the compressor clutch. Also, an RPM increase generally takes place to
maintain engine idle quality.

25.0 BLOWER SPEED CONTROL
25.1 COIL TYPE

This blower speed regulator simply consists of coils of wires connected in series.
These coiled wires are of various thickness & resistance. The current flows through
either one or a combination of all the resistor coils, the resistance of the coil(s) alters
the voltage supply to the blower fan motor changing the blower speed. The highest
blower fan speed when selected, is normally a direct battery voltage supply.
25.2 ELECTRONIC
The function of the electronic controller is to convert low current signals from the
ECU to a higher current, varying the voltage to the blower motor. Blower speeds
may be infinitely variable & usually can have up to 13 speeds.
This type of speed controller is normally used with the electronic climate control
(ECC) system. The higher blower speed when selected is normally from direct
battery voltage via a relay.

26.0 COMPRESSOR CYCLING CONTROLS
26.1 THERMOSTATIC SWITCH
The thermostat is a connection in series to the

compressor clutch. When the temperature of the
evaporator coils approaches freezing 0°C, the
temperature is sensed by the thermostat capillary
tube, which is in contact with the evaporator fins.
The capillary tube contains refrigerant, which
expands or contracts depending on the temperature.
The points inside the thermostat open up when the
refrigerant in the capillary tube contracts & interrupts
the electrical circuit turning off the compressor.
When the evaporator temperature raises to a pre-set point (4°-5°C) the thermostat
points then close. The refrigerant in the capillary tube expands & contracts according
to the evaporator temperature, which opens & closes the contacts in the thermostat
to cycle the compressor on & off.
ELECTRICAL CIRCUIT

26.2 THERMISTOR & AMPLIFIER

This has the same function as the thermostatic switch except rather than mechanical
action with contact points & capillary tube, the thermistor & amplifier is electronically
activated. The thermistor is a sensing probe but unlike the capillary tube, it senses
the air temperature coming off the evaporator coil.
The Thermistor is an electrical wire containing a sensor, which is an NTC resistor.
The Amplifier is a small electronic device containing a circuit board & electronic
components. Thermistor resistance is amplified & used to control or switch the A/C
clutch on & off.
26.3 ECONOMY MODE

In economy (ECON) mode the compressor cut out temperature is set higher than in
the normal A/C mode. This means the compressor is on for a shorter time,
decreasing engine load & improving fuel economy & engine performance.
27.0 PROTECTION DEVICES
27.1 PRESSURE CYCLING SWITCHES – ELECTRICAL

Some systems using the cycling clutch Orifice Tube system, utilise a pressure switch
located in the low side of the A/C system between the evaporator & the compressor
for compressor control. This pressure switch is electrically connected in series with
the compressor clutch.
Once the low side pressure reaches approx. 200kpa, the compressor clutch is
deactivated by the pressure switch opening. A low side pressure of approx. 200kpa
corresponds to an evaporator coil temperature of approx. +.5o C above freezing point.
Once the compressor is deactivated the low pressure rises followed by the
evaporator coil temperature rising. At a predetermined low-pressure point, the
pressure switch reactivates the compressor clutch. The evaporator temperature
lowers again & the compressor re-engages.
Note: Normally a low pressure cut off switch is not used with a pressure cycling
switch as the pressure cycling switch is located on the low side. It serves as a low
pressure cut off also.

27.2 CLUTCH DIODE
The clutch coil is an electromagnet with a strong magnetic field when current is
applied. This magnetic field is constant as long as the clutch is energised. When the
power is removed the magnetic field collapses & creates a high voltage spike, in a
similar way that a spark is produced at the ignition coil. These spikes are harmful to
the ECU & must be prevented. A diode placed across the clutch coil provided a path
to ground protecting the circuit. This diode is usually taped inside the clutch coil
connector.
27.3 THERMAL PROTECTION SWITCH
The thermal protection switch is

normally located on the compressor
housing. This protection switch is used
to prevent compressor damage through
internal friction.
This switch senses the compressor case

temperature & once this case
temperature reaches a predetermined
figure the electrical circuit to the
compressor is interrupted.
As the protection switch is connected in

series with the compressor clutch once
the compressor case temperature
lowers to a safe level the compressor
clutch is then re-energised

27.4 REFRIGERANT PRESSURE SWITCHES
Low Pressure – Used to interrupt the

electrical circuit to the compressor clutch.
If the refrigerant pressure is too low below
100kPa (1bar) or a problem exists in the
A/C refrigerant system i.e. loss of
refrigerant.
High Pressure – The power supply is

interrupted when the refrigerant pressure
is too high, above 2500kPa (25bar) or a
problem exists in the A/C refrigerant
system i.e. restricted condenser air flow.
27.5 CONDENSER FAN CONTROL
Medium Pressure Transducer – Used to

engage the condenser fan at a pre-
determined refrigerant pressure. ie:
condenser fan high speed activation at
1770kpa (17.7 bar) refrigerant pressure.
These switches can be individual or a

combination of two or even three pressure
ranges.
27.6 Pressure Transducer
The pressure transducer is a sealed gauge reference, capacitive pressure sensor

with on board signal conditioning. It provides a 0.5-volt output & requires a 5-volt
regulated power supply.
In operation the transducer sensor applies pressure via the deflection of two-piece
ceramic diaphragm with one half being a parallel plate capacitor. Changes in
capacitance influenced by the refrigerant pressure under the ceramic diaphragm are
converted to an analogue output by the transducers integral signal electronics.
The pressure transducer’s electronics are on a flexible circuit board contained in the
upper section of the transducer & provide linear calibration of the capacitance signal
from the ceramic sensing diaphragm.
Benefits of using the pressure transducer over a normal type pressure switch is that
the transducer is constantly monitoring pressures & sending signals to the engine
control module, unlike the normal type pressure switch that has an upper & lower cut
out point.

The ECU will disengage the A/C compressor at low or high refrigerant pressures &
electronic diagnostic equipment can be used to extract system pressure information
making it easier when diagnosing problems.
Engine Control Module (ECM)

Body Control Module (BCM)
Power Train Module (PCM)
Microprocessors (ECM, BCM, or PCM) are used to engage & disengage the A/C
electrical circuits controlling the compressor & cooling fan.
Numeric signals from various sensors relating to engine speed, road speed, coolant
temperature, A/C switch activation, pressure switches, A/C thermostatic switch,
throttle position & kickdown are constantly being monitored by the microprocessors.
These numeric signals are converted in the microprocessors to calculations required
to:
➢ Deactivate the A/C compressor at high/low system pressures;
➢ Deactivate the A/C compressor at kickdown;
➢ Control the condenser fan operation;
➢ Increase engine idle speed when A/C system is activated;
➢ Deactivate the A/C compressor at high engine RPM;
➢ Delay A/C compressor engagement at engine cranking;
➢ Activate electrical engine fan at predetermined coolant temperatures;
➢ Deactivate the A/C compressor when coolant temperatures are excessive;
➢ Deactivate the A/C compressor at wide open throttle;

27.7 RELAYS
Relays are normally used in the A/C electrical circuit to protect switches that have a
low current carrying capacity or for current draw differences between components &
to prevent excessive amounts of voltage drop.
Without Relay With Relay

27.8 SENSORS
27.8a Sun-load Sensor

The sun-load sensor measures the amount of
sunlight entering the vehicle and sends this
information to the unified meter and A/C auto
amplifier. The sensor converts the sun-load
into a current value which is then provides
input to the unified meter and A/C amplifier.
The sensor is commonly located on the
dashboard near the windshield.
Since the sun-load sensor is an electrical

component, either the part itself or the wires
leading to it can be damaged or
disconnected. If the sun-load sensor fails, the
ATC system will be unable to determine
whether or not sunlight is warming the
passenger compartment and will not cool the
vehicle sufficiently on hot sunny days.
27.8b Ambient Temperature Sensor

The ambient sensor sends outside air
temperature information to the unified meter
and A/C amplifier. It is normally located just
inside the vehicles grill, in front of the
condenser.
Since the ambient sensor is an electrical component, either the component itself or
the wires leading to it can become damaged or disconnected. If the ambient sensor
fails, the ATC system will be unable to determine the outside air temperature and the
air conditioner may not cycle on. If the circuit is open, this signal will be interpreted as
a very low temperature. The unified meter and A/C amplifier will not send a signal to
turn on the compressor.
If the air conditioner will not blow cold, even though touch and feel diagnosis shows
the refrigerant loop is functioning properly, the ambient sensor is a possible cause.
27.8C Intake sensor

The air intake sensor is located behind the
dashboard near the evaporator. The sensor
determines evaporator and intake air
temperature.
When the intake sensor fails, it appears the be

an open circuit. This is interpreted by the
system as a signal that the evaporator or
intake air temperature is too cold, and the
compressor is turned off.

28.0 TEMPERATURE CONTROL

28.1 AIR MIX DOOR
Temperature control is carried out by operating the temperature mode control and
can be cable operated, vacuum activators, or electric servos and connected to a door
housed in the heater box of the evaporator assembly. This door is located above the
heater core & in the full cold position, completely covers the heater core. As more
heat is required the door is operated & moves away from the heater core & allows
radiant heat to rise & mix with the fresh or A/C air to increase the vent temperature to
the desired comfort level.
28.2 HEATER CORE AND CONTROL

In the heating system, two hoses run from the engine to a heater core (small
radiator). The heater core is located inside the cabin in the plastic box with the air-
conditioning evaporator. As air is moved through the fins of the heater core, hot air is
removed and sent out of the vents to heat the passenger cabin. The heater core is
made from tubes that have thin metal fins connected to them, which increase the
surface area greatly.
The heater tap is normally vacuum operated & has engine vacuum applied to it in the
full cold position. This stops the flow of coolant to the heater core by keeping the
heater tap closed. Once heating has been selected, the vacuum is exhausted from
the vacuum circuit via a vacuum switch, to the heater tap & the hot engine coolant
then flows through to the heater core.
29.0 MODE CONTROLS

29.1 VACUUM ACTIVATORS – SINGLE & DUEL STAGE
The various air distribution duct doors located in the heater-A/C case are open &
closed using a vacuum actuator.
The vacuum actuator consists of a plastic of metal

container housing a spring, rubber diaphragm & a
connecting rod. Once vacuum is applied, the rubber
diaphragm is pulled back bringing with it the connecting
rod, which is connected via a lever to an air distribution
door and compressing the spring. When the vacuum is
removed, the spring pushes the diaphragm &
connecting rod back to the original position.

29.2 VACUUM CIRCUIT
Vacuum is directed to the desired distribution duct vacuum actuator, from engine
intake manifold. A vacuum switch attached to the mode control knob redirects
vacuum to the desired vacuum actuator.
29.3 AIR MIX MOTORS
The air mix motor is usually a potentiometer balance resistor. It comprises of a small
electrical motor, gears of varying size, a drive shaft & printed circuit board. It is
attached by means of a drive shaft to the air mix or temperature mode door main
shaft. This motor regulates the temperature by moving the door closer to (cooler) or
further from (hotter) the heater core & thus controlling the airflow.
Variable low voltage signals are sent from the electronic climate control module to
move the air mix motor – which in turn moves the temperature mode door, to a
predetermined position to regulate the vehicle interior temperature. The air motor
position signals are also sent back to the electronic climate controller for reference as
to where the air mix/mode door is positioned.
29.4 VACUUM SOLENOID PACK
This method for operating the vacuum

actuators is normally used in with the
electronic climate control system. This type
of climate control is fully electronic. The
vacuum actuators used for various air
distribution modes are indirectly engaged &
disengaged electronically via the vacuum
solenoid pack.
The solenoid pack consists of a group of

electrically activated vacuum solenoid
valves using a common printed circuit
board while enclosed in a signal housing.
Each solenoid is allotted to a vacuum

actuator or valve. Once the vacuum
solenoid is energised an engine supply
vacuum can then flow through the solenoid
valve to the relevant actuator to operate a
mode. When the solenoid is de-energised
it then vents the vacuum from the line &
actuator to atmosphere.

30.0 AUTOMATIC CLIMATE CONTROL
Over the past decade, automatic climate control has progressed from being a luxury
item offered only on high-end vehicles to an option available on nearly all models.
The automatic climate control system is designed to act much like a home thermostat
for central heating. It keeps the interior of the vehicle at a set temperature without the
operator needing to monitor the controls or changing the fan speed. In addition to
keeping a constant temperature, the system tries to reach the set temperature in the
most comfortable manner for the vehicle occupants.
The basic operation of the ACC system is the same for all vehicles. Briefly, the
interior environment is monitored using a variety of sensors around the system.
When the operator set the desired cabin temperature the HVAC amplifier processes
the input information and sends signals to the actuators to control the position of the
distribution doors and the speed of the blower fan, based on the input from the
temperature sensors to maintain the desired cabin temperature settings.
The five major components of the ACC system are:

• The blower fan
• Air distribution or blend doors
• Temperature sensors
• The microprocessor or ECU
• Actuator motors
If the air mix door is stuck in the cold air position, there will be no heating and
possibly cold air blowing.
If the air mix door is stuck in the hot air position, there would be no cooling and most
likely hot or warm air blowing instead.
If the door is stuck midway, the air will always be warm rather than hot or cold as
appropriate.
If the air mix is stick on hot, the mode is stuck on defrost and the intake is stuck on
fresh air, check the unified meter and auto amplifier.

An automatic climate control system needs to monitor:

• Temperature outdoors (ambient sensor)
• Temperature inside the vehicle (in-vehicle sensor)
• Temperature of the heater core (thermal transmitter)
• The heat from the sunshine on the vehicle (sun-load sensor)
• Temperature of the air at the evaporator (intake sensor)
• Temperature of the vents (duct sensors)
The auto amplifier translates this input into commands to the actuator motors of the
air mix door, mode door, intake door and the blower in the HVAC module. It also
controls the operation of the compressor in fixed-displacement systems and the
amount of coolant flow through the heater core.
UNIFIED METER AND AC AMPLIFIER
Unified meter and air conditioning amplifier regulates air temperature, direction and
volume using inputs from various sensors and controlling the operation of
components. This is similar to how the ECU monitors engine conditions and controls
the fuel and exhaust emissions.
Since the unified meter and A/C amplifier is a microprocessor, either the components
itself or the wires leading to it can be damaged or disconnected. It the unified meter
and A/C amplifier fails, the ACC system will not function properly.
If the system appears to be stuck on defrost, fresh air and heating, there is a problem
with the unified meter and A/C amplifier and/or mode door motor. These are the
default settings for safety reasons.

31.0 RETROFITTING
Refrigerant R12 to R134a, and R1234yf

With the removal of CFC’s such as R12 from the industry many compromises have to
be considered & quite possibly accepted in retrofitting an R12 automotive A/C
systems to operate on an alternative refrigerant such as R134a. The steps following
provide some insight of how a retrofit process has happened in the past.
It is expected that R134a will be phased out in the near future and replaced with
refrigerant R1234yf. However, no retrofitting process is expected to apply at this
stage. This is because of R1234yf’s greater density and mild flammability
characteristics, the system (mainly the evaporator) must be built to SAE standards
(J639 and J2842) suitable for containing a flammable gas, which is significantly
stronger than for previous air conditioning systems. Aside from the safety aspects,
although the two refrigerants have similar thermodynamic properties, they are not the
same. Therefore, compressor damage and system performance limitations are
experienced when attempting to convert an R134a system to R1234yf.
When no direct “drop-in” replacement refrigerant is available, alternatives such as

refrigerant blends usually require the replacement of components such as hoses, ‘O’
rings, filter drier’s or accumulators, as a minimum.
The majority of automotive manufactures recommend PAG (poly alkaline glycol)

lubricating oil as the only replacement oil when retrofitting R12 A/C systems to
operate on R134a refrigerant, however this may be completely unsuitable for
alternative refrigerants. Ask you supervisor or trainer to advise you on current
industry trends for the type of refrigerant being installed.
It is also recommended that if an A/C system is functioning correctly & no refrigerant

leaks are present, DO NOT retrofit until absolutely necessary, such as;
▪ Replacement of a major system component like a compressor or condenser.

▪ When the current refrigerant is not cost effective or no longer available.
▪ Accident damage.
It may be necessary to conduct an extensive pressure/temperature analysis in order

to evaluate the performance of both the condenser and the evaporator on the original
refrigerant before it can be considered appropriate to convert the system to another
refrigerant. At the least they should be thoroughly flushed and cleaned prior to
retrofitting to ensure maximum performance.
Cost will be a very important issue if a retrofit is to be undertaken, BUT do not

sacrifice performance & reliability for the sake of cost. As further documented there
may be temperature & pressure changes within the system. This will all depend on
how the A/C system was performing on the original refrigerant. If the performance
was marginal before, a retrofit WILL NOT improve on that performance. The original
issues will need to be diagnosed and fixed or included in the retrofitting process.

Retrofitting the A/C system is probably the simplest part, the most important part prior
to retrofitting, is the time spent talking to the owner, discussing:
• The proposed new refrigerant and any safety concerns.

• A/C service and repair history; what work has been done, when & what parts
were replaced?
• Is the A/C system already operating on an alternative refrigerant?
• Was the A/C functioning/operating OK presently, if not, ask the owner the
circumstances.
• How long do they intend keeping the vehicle? This could alter the depth of
retrofitting! Do you replace the condenser with a more efficient design?
• What warranty will be offered on the retrofit?
• Any defects & leaks will have to be repaired before the retrofit can take place.
These costs will be over & above the retrofit price.
31.1 Initial Inspection – A full visual inspection of all components, hoses, signs of
leakage, corrosion etc. Also look for warning labels indicating what
refrigerant is in the A/C system, confirm what refrigerant is/was been used.
Notify the owner of extra parts that will require the A/C system to be brought
up to a fully operational condition.
31.2 Performance Check – Performance test the system. Use a pyrometer or

Insert a thermometer into the centre vent & connect the pressure gauges.
Take note of the pressure & temperature readings. Note; running the
compressor for 10 minutes should circulate the oil throughout the system,
check for operational noises. Check condenser airflow for
restrictions/obstructions such as insect build up over the condenser & for
signs of system overheating.
31.3 Leak Checking – Carry out a complete leak check using a dedicated leak
detection device. Notify the owner of extra parts needed to be replaced
above retrofit costs.
31.3 Recovery – If the system is still sealed, recover the refrigerant from the A/C
system using a dedicated refrigerant recovery station.
31.4 Parts Replacement – Mandatory components to be replaced as part of the

retrofit procedure, commonly recommended by the A/C system or vehicle
manufactures guidelines.
The Minimum items should include:

➢ Filter drier or accumulator
➢ High side system ‘O’ rings through to the evaporator inlet
➢ Remove compressor & drain the oil, then add oil specified by the
manufacturer
➢ Fit the new high/low side charging port adaptors (use a thread lock to
secure to the charging port)
➢ Retrofit warning labels

31.5 Flushing Option – If when removing components contamination is found i.e.

aluminium particles, it would be advisable to flush the system and check the
condenser is not blocked.
31.6 Components such as compressor and fitting “O” rings, filter drier/accumulator
need to be replaced. To flush all remaining components, fittings may need to
be manufactured or purchased for this function.
31.7 Evacuation – Using dedicated equipment, evacuate the A/C system for a
minimum of 40 minutes at a vacuum of –100kpa.
31.8 Charging – Charge the A/C system with replacement refrigerant to approx.
80% of the original charge quantity, then evaluate the pressure/temperature
readings and slowly add refrigerant until the specifications are achieved.
31.9 Warning/Identification Labels – Removing all labels from the vehicle

referring to the replaced refrigerant. Affix the new ARCtick service decal
sticker containing all the required information relating to the retrofit, to a
prominent area close to the service ports.
31.10 Performance check – Record pressure & vent temperature readings,

compare to the baseline information taken in step 2. Remember that
pressures & vent temperatures may possibly be slightly higher.
31.11 Road Test – Carry out road test, again check performance in the various fan
speeds & mode positions. Ensure if in an extended idle situation, the
compressor does not fast cycle on the high-pressure switch (high pressure
problem). If this occurs, especially in high ambient conditions, further work
might be required such as;
• Pressure switches with higher settings

• Removal of insect screens, etc.
• Condenser seals
• Condenser fan
• Condenser

31.12 PROCEDURES THAT WERE USED FOR R12 – R134a
Step 1 Step 2 Step 3

PRE RETROFIT DISCUSSION A/C SYSTEM
WITH CUSTOMER PERFORMANCE CHECK
INSPECTION
✓ Date of last repair to A/C system. VISUAL
✓ What parts were replaced/ ✓ Connect pressure gauges
✓ Is the system fully functional? ✓ Damage ✓ Run A/C system for a minimum of
✓ Has the A/c system been retrofitted ✓ Cracked/burnt hoses. 10 minutes on – highest fan speed,
with an alternative? ✓ Oil leakage areas. maximum A/C at 1500 rpm.
✓ Costs could be higher than initial ✓ Charge port fittings. ✓ Mark down pressure & temperature
estimations. ✓ Labels indicating a refrigerant other readings for comparison after
✓ Explain the high R134a pressures than R12 used. retrofit.
could cause slightly higher vent ✓ Noises such as compressor etc ✓ If low refrigerant charge is
temperatures. confirmed, add required amount
✓ What type of driving is mostly (including die) & retest for leaks.
done, city, country etc.
REFRIGERANT PARTS FOUND

LEAK TEST
RECOVERY LEAKING IN STEP 4
✓ Using an electronic R12 detector, ✓ Recover the refrigerant R12 into an ✓ Components found leaking in
thoroughly check all components, R12 specified recovery unit Step4 have to be replaced using
fittings etc for leaks. ✓ If the accumulator or filter drier ices R134a specific components such
✓ Always check under components & up on the lower section after as R134a nylon barrier hose.
fittings for refrigerant leaks as R12 recovery, liquid refrigerant is ✓ Any components replaced other
is heavier that air trapped. Lightly warm up the area than components required for the
with a hair drier & recover again. R134a retrofit will be over & above
the retrofit price – contact the
owner for approval.
Step 7 Step 8
MINERAL OIL SYSTEM
RECOVERY CONTAMINATION
✓ Remove the compressor & drain all
the mineral oil by turning the
compressor upside down & rotating ✓ Inspect the interior of the discharge
the front plate. hose for signs of contamination
Important such as aluminium flakes.
✓ Refill the compressor using the ✓ If contamination is found, flush
recommended manufactures PAG individual components, tubes &
oil only. hoses with liquid R12 collected
✓ Adding PAG oil – Fill the through an R12 recovery unit.
compressor through the suction
port while turning the front plate.
Fill to the same oil quantity as
specified for the original R12 fill.

31.12 Continued for R134a
RETROFIT COMPONENT RETROFIT PARTS

CHANGES (Minimum) REPLACEMENT EVACUATION
CONSIDERATION
This may be clarified once step 13 is
✓ Change all ‘O’-Rings in the engine
bay on high & low sides. completed.
✓ Change the filter drier or ✓ Using an R134a deep vacuum
accumulator to the correct R134a ✓ Larger condenser with improved pump, evacuate the R134a
type. heat transfer. retrofitted system for a minimum of
✓ Change R134a charging port ✓ Condenser fan. 30-40 minutes, to a vacuum of -
adaptors & secure with thread lock. ✓ High-pressure switch with higher 100kpa.
✓ Fit R134a warnings & installation compressor cut-off-setting. ✓ Carry out a vacuum holding test to
labels. Remove any labels ✓ Orifice tube with smaller I.D. ensure no major leaks are evident.
referring to R12. ✓ Foam seals between condenser &
✓ Recommend all A/C hoses have radiator to stop engine reheat air &
been replaced with barrier type ambient air bypass.
hose.
Further
Retrofitting
Required

PERFORMANCE TESTING HAND OVER TO
CHARGING & ROAD TEST CUSTOMER
✓ Carry out pressure & centre vent
✓ Using an R134a charging station, temperature check. Compare these ✓ Explain to customer exactly what
refill the A/C system to 90% of the figures to the ones taken in step 3. has been replaced.
original R12 refrigerant charge. ✓ Road test vehicle at various ✓ Show the R134a warning labels &
✓ Disregard the filter drier sight glass speeds & fan position. Return to an charging ports, mow indicating only
(if fitted) as this could provide a idle situation, stay at idle for 20 R134a & PAG oil can be used in
false indication. (i.e. PAG oil minutes, if possible, to check effect the system.
foaming). on pressures & centre vent temps. ✓ Re-affirm that a slight drop off in
✓ Carry out complete leak check ✓ If the pressures & temperatures performance could be experienced
using an R134a electronic leak are above what is acceptable, compared with pre-retrofit.
detector. Check under fittings & compared with step 3 contact ✓ Outline warranty coverage.
components. owner & suggest alternatives such
as in step 10
R134a SAFETY
AND PRECAUTIONS
SAFETY
✓ Do not inhale R134a & PAG oil.
✓ Do not allow PAG oil to contact
unprotected skin.
✓ Work in a well-ventilated area.
✓ Always wear gloves & glasses.
PRECAUTIONS
✓ Keep PAG oil containers tightly capped, as
PAG oil is highly hydroscopic.
✓ Do not overcharge the system. Do not rely
on the filter drier sight glass when charging.
✓ Ensure there is no air in he A/C system.
Excessive air can make R134a
combustible.
✓ Do not allow PAG oil on vehicle paintwork.

31.2 THE ENVIRONMENTAL CHALLENGE
For over twenty years, R134a has been an extremely useful refrigerant gas in a
number of applications. In fact, it is the most common refrigerant gas in mobile air
conditioning systems. R134a has a Global Warming Potential (GWP) of 1430,
creating direct greenhouse gas emissions that contribute to the total CO₂ equivalent
emissions (i.e. carbon footprint) of automotive systems over their lifetime.
The EPA’s recent announcement, that it has listed R1234yf for use in mobile air
conditioners specifically designed for it, has increased interest in and questions about
the new refrigerant.
The HFC (hydrofluorocarbons) phase-down has been initiated by the Australian

Government to reduce Australia’s greenhouse gas emissions. Australia will start a
phase-down of HFC imports on 1 January 2018 and reach an 85% reduction from
2036.
Industry standard automotive refrigerant R134a is an HFC refrigerant and requires an

ARCTick refrigerant handling licence to handle, and an ARCTick refrigerant trading
authorisation to buy, sell and store, as per the requirements set out in the Ozone
Protection and Synthetic Greenhouse Gas Management Regulations 1995. From
2018, imports of this refrigerant will be beginning to reduce.
This means that the automotive industry will see alternative refrigerants become
more common in Australia. R1234yf and R744 (carbon dioxide) are two refrigerants
that have been adopted by most global vehicle manufacturers as alternatives to
R134a.
Both refrigerants and the systems designed for them will present significant changes
to the tools, working practices, component standards and workplace safety
considerations relating to repair, service and refrigerant recovery.
These refrigerants are not regulated under the Ozone Protection and Synthetic
Greenhouse Gas Management legislation unless they are in a blend containing an
HFC. As such an ARCTick handling licence or a trading authorisation is not required
where there is certainty that these refrigerants occur in their pure form. Where there
is a risk of a blend containing an HFC, for example when degassing vehicles that are
not clearly labelled as only containing a pure refrigerant, an ARCtick handling licence
or trading authority is required.
While there is a transition to more environmentally friendly refrigerants, R134a will

still be available, and in older systems, and systems designed to operate on both
R134a and alternatives for years to come. It is a legal requirement that automotive
workshops who provide air conditioning services continue to hold an ARCTick
refrigerant handling licence and refrigerant trading authorisation if R134a is being
used or present in systems being serviced.
In Queensland, workplaces and technicians undertaking work with hydrocarbon
refrigerant, must hold a current gas work licence issued by the Petroleum and Gas
Inspectorate and the vehicles air conditioning system must have been approved by
an “appropriate authority” that the system can adequately contain a flammable gas.

R134A – R1234YF HANDLING AND SERVICE DIFFERENCES
Starting in 2012 vehicles with air conditioning systems running on the new R1234yf
refrigerant will enter the European market. However, the great majority of vehicles on
the road will still be using the older R134a refrigerant and these will continue to
require servicing for the next 15 years or so.
R1234yf has vapour pressure, toxicity class A, similar to R134a but is denser and
has mild flammability properties.
R1234yf is mildly flammable. Precautions used with other

flammables (petrol and diesel) are applicable to R1234yf. In
general, low lying areas, (such as workshop pits, shafts or cellar
exits), may cause released refrigerant to accumulate as it is
heavier than air. Current regulations require work areas to be
adequately ventilated and extraction units switched on if available.
Service technicians should not smoke or have any open flame
present while working on refrigerant containing systems.
Equipment and containers should be stored in a cool dry area.
To prepare for R1234yf service technicians will need:

• New R1234yf recovery/recycle/recharge equipment.
• New refrigerant identifier to allow the workshop to monitor
the type, quantity and purity of a given refrigerant.
• New approved leak detection equipment capable of
identifying leaks of the new refrigerant.
• Assure adequate ventilation and follow flammable storage
practices.
• Appropriate technical training
R1234yf refrigerant system components should not be replaced

with ones removed from a system that uses another type of
refrigerant or from a salvaged vehicle.
Lubricants used with R1234yf systems may be different that
currently used, hybrid compressors, driven by high voltage electric
motors or equipment with hermetic mobile A/C systems, use
different oils.

32.0 RECOVERY & RECYCLING

All automotive A/C systems eventually require service. A typical A/C system needs
recharging every four to five years as contamination in the system (water, incorrect oil, grime,
metal fragments, acid) can cause a wide variety of problems. The purpose of recovery and
recycling is to recover refrigerant from the air conditioning system, which will condense,
purify and store the liquid refrigerant in the cylinder read for re-use.
All refrigerant must be removed from the vehicles A/C system to a dedicated refrigerant
cylinder prior to opening the system for service or repairs. The refrigerant can then be
recycled to meet certain purity standards.
The fact that R134a adds to the global warming potential (also from a cost point), it is still
mandatory that it be recovered, recycled or disposed of properly.
Common recovery process as follows: With the manifold gauges connected to the service
ports on the vehicle and the centre manifold hose connected to the (in) on the recovery unit,
connect the (out) on the recovery unit to the recovery cylinder.
1. Open the high/low side shrader valves at the vehicle service ports
2. Open the low side and centre taps on the manifold gauges and tap on the recovery
unit cylinder, purge the in and out lines at the recovery unit.
3. Turn on the recovery unit
4. Slowly open the high side tap on the manifold gauges
What’s important:
• To avoid cross-contamination, the refrigerant in the system must be correctly
identified before recovery.
• Use only approved recover and recycle equipment (recovery units, cylinders and
hoses) for each refrigerant type.
• Change devise filters and lubricants when suggested by equipment manufactures.
• A scale must be used to measure the amount of refrigerant recovered and avoid
overfilling the storage tank. Tank is full at 80% volume.
• Ensure oil collection during recovery is replaced into the A/C system with new oil.
If contaminated or unknown refrigerant is detected it must be disposed of properly. The EPA

prohibits venting of any contaminated refrigerant into the atmosphere no matter what
combination of chemicals is in the refrigerant. The best way that you can recover
contaminated or unidentified refrigerant is to dedicate a recovery-only unit to recover any
refrigerant that cannot be positively identified.
Unknown refrigerant should be recovered into an approved standard, grey-and-yellow top

recovery tank, making sure that it is only filled to 60% capacity. There are various ways of
legally dispose of contaminated or unknown refrigerants. Contact your local council, licenced
waste disposal contractor or Refrigerant Reclaim Australia.

33.0 EVACUATION
A single drop of water may look harmless, but to a refrigerant system, it is the number one
enemy of the service technician because moisture enters the system easily and is hard to
remove.
Moisture form ice crystals at the expansion valve which retards or stops the flow of
refrigerant, causing a loss of cooling. As the expansion valve warms, due to lack of
refrigerant movement, the ice melts and passes through the expansion valve. The refrigerant
will then start to flow again until the moisture returns to the expansion valve and once again
builds ice crystals. The result is intermittent cooling.
Moisture mixed with refrigerant creates corrosion trouble, commonly in the coldest part of the
system, the evaporator.
Some refrigerant oil attracts moisture and will absorb it rapidly if left open to the atmosphere.
Water forms acid mixes with refrigerant oil, forming a close bonded mixture of fine globules.
The effect is called sludging and greatly reduces the oil’s lubrication ability.
The most effective way to eliminate moisture from a system is with a good vacuum pump.
The purpose of the vacuum pump is to remove moisture and air from the A/C system. A
vacuum pump actually does not “suck out” the liquid moisture but causes it to boil into a
vapour state which can be harmlessly removed from the system and exhausted through the
vacuum pumps exhaust. Adequate evacuation time is critical to remove all the moisture.
Modern systems are built tighter and charges are more critical. That means these systems
have a great sensitivity to moisture and other contaminates, making thorough evacuation
more important than ever before. For greater accuracy in measuring vacuum, a digital
vacuum gauge (Vacrometer) is recommended.
What’s important
• Use 2 (dual) stage vacuum pumps only.
• Use 3/8” connection hoses between the pump and
manifold.
• Minimum capacity 2.5cfm (70 lit/min).
• Minimum evacuation timeframe is 30 min however, this
will depend on the system volume.
• Change the vacuum pump oil every 30-40 working
hours. Use only high-quality VP oil.
• The lower number in microns, the better the pump.
• Dehumidification starts at levels around -100kPa. The use of an electronic vacuum
pump gauge clearly indicates when the level is reached and are being maintained.

34.0 CHARGING
The purpose of refrigerant charging equipment is to batch a user-defined weight
amount of refrigerant into the air-conditioning system. Charging the correct amount of
refrigerant will ensure the proper capacity and efficiency from the air-conditioning
system.
Important: Before starting refrigerant charging the A/C system MUST be properly
evacuated and leak tested.
Charging by weigh using digital refrigerant scales is the most accurate and fastest
method of charging a system, however the system refrigerant charge capacity must
be known. This is obtained for the manufactures specification which often provide a
capacity range i.e. 800-850 grams.
What’s important:
• Use only precise charging station equipment with solenoid valves for
automatic charge shut-off.
• 50kg minimum capacity
Rather than have a machine that only

recovers refrigerant and then a vacuum
pump and charging scales to complete
the task of servicing an A/C system,
there are all in one machines that
incorporate all the necessary functions
required to start and complete a full air
conditioning system service or repair,
which are capable of providing digital
readouts and operating manually (step-
by-step) or in full automatic mode.

35.0 LEAK DETECTION
Refrigerant leaks must be found & rectified, as a low refrigerant charge will cause
system damage;
• Air & moisture can enter a system at a leakage point & cause internal
components to corrode.
• Compressor lubrication depends on refrigerant circulation as the oil is moved
around the system with the refrigerant.
• Refrigerant helps cool the compressor & prevent overheating.
Leakage of refrigerant from an A/C system affects the performance of a sealed

system. Both suction as well as discharge pressures reduce due to loss of
refrigerant. Due to lower suction pressures, the lubricating oil return becomes
difficult. In addition to this possibility of oil leaking with refrigerant may lead to
damage of the compressor. If the suction pressure due to refrigerant leakage falls
below atmospheric pressure, then there is a possibility of air entering the system.
This will bring moisture into the system and cause internal components to corrode.
35.1 LEAK DETECTION METHODS
There are two main methods for leak testing the A/C system
Leak test under vacuum. When a vacuum is drawn (minimum 1000 microns or
lower) on the system and the vacuum pump is then turned off, it is a good practice to
allow the system to sit for about 20-30 min with the gauges connected to monitor. If
vacuum is lost during this time (maximum .05 kPa), it indicates a leak is present. The
use of a digital Vacrometer is recommended for this test.
Note, that a vacuum test is not conclusive. Systems may have leaks under vacuum
that do not appear under normal system pressure, and vice-versa.
Pressure hold leak test. The most reliable method for leak
testing an automotive A/C system is using nitrogen. For a
complete A/C system test, the system should be pressurised to
15 bar (200 psi) with dry nitrogen. Allow the system to sit for at
least 20-30 minutes. If there is no decrease in the pressure, the
A/C system is free of leaks. Nitrogen MUST be used with care
and caution because it is packaged under extreme pressures as
a bottled gas. A nitrogen regulator is required in order to regulate
and control the pressures of nitrogen that you put into the A/C
system. For best results, it is suggested that the nitrogen be
connected to the A/C system through a set of manifold pressure
gauges.
Nitrogen can also be used for purging excess moisture form A/C
systems and for flushing. Nitrogen is known to be a very dry and
an inert gas. What’s best is that nitrogen will not cause any other
problems with components nor will it react with any oils of other
contaminants that may be found in the A/C system.

Both tests (under vacuum or pressure hold) will not show exactly where the leak is
located, however if used in conjunction with a soapy water spray, the pressure test
have proven very successful in locating modest size exterior system pressure leaks.
35.1A VISUAL LEAK DETECTION
When a refrigerant leak occurs, it is

common for the lubricating oil to
escape along with the refrigerant. The
presence of oil & encrusted dust
around hose fittings, joints &
components will indicate a leaking
point. It is also possible that the oil
stain may contain a fluorescent dye,
so it’s worth checking with a UV lamp.
35.1B SOAP SOLUTION

A mixture of dish washing liquid &
water applied around the pressurised
A/C system piping & fittings will form
bubbles at the leakage points.
35.1C ELECTRONIC LEAK DETECTOR
Electronic leak detectors are quick and easy

to use such as in a post-repair test
procedure, they have good points and poor
points. These leak detectors operate in a
variety of ways, the most common being that
when the unit is turned on, a low ticking
sound can be heard & once the probe
locates a leak, the ticking sound increases to
a high pitch noise. This can be achieved by
moving the sensing tip slowly around the
underside of components & fittings at a
distance of approximately 5-10mm.

Note; Do Not allow the sensing tip to contact components of fittings as false readings
& tip damage & contamination may occur. Always use in a draft free environment.
Prior to leak testing, a refrigerant identification check should be carried out if the
refrigerant composition is unknown. This is to minimise the risk associated with the
use of electronic leak detectors that use an electrical discharge across the tip in the
presence of hydrocarbon refrigerants.
35. 1D ULTRAVIOLET FLUORESCENT SYSTEMS
A fluorescent coloured dye is injected or

added into the A/C system with lubricant &
allowed to circulate with the refrigerant.
Then a special designed ultraviolet lamp is
passed over each component in the A/C
system. If a leak is evident, the colour dye
glows bright yellow. This method is
exceptionally good for pin pointing a small
leak.
After adding, it is advisable to ask the
customer to return to the workshop after a
week or so as the dye can take longer to
emerge if the A/C system leak is small.
Under the air conditioning system code of practice, the addition of an ultraviolet dye
to the system for diagnostic purposes is considered as a last resort. Technicians
MUST document all other techniques used to detect a system leak.
35.1E REFRIGERANT IDENTIFIER
With the introduction of so many different

refrigerants, cross-contamination is a real
possibility. Therefore the use of
refrigerant identifiers is essential. Use a
refrigerant identifier any time a refrigerant
type cannot be confirmed, or mixture is
suspected.
The main function of the refrigerant
identifier is to assist the service
technician to check the purity of
refrigerants in storage cylinders or
directly from a vehicles air conditioning
system. These devices typically detect
R12, R134a, R22, air and hydrocarbons.
It also determines and controls the purging of ambient
air-based non-condensable gasses (NCG) for
refrigerant storage vessels or vehicles air conditioning
systems.

36.0 LUBRICATION
36.1 COMPONENT REPLACEMENT
When repairing an AC system and replacing

components, check the manufactures
recommendations on the type and quantity of oil to
be added to the new components before
installation. This is normally found in the particular
vehicle workshop manual.
EXAMPLES of approximate quantities:
• Evaporator - 40cc
• Filter dried - 25cc
• Condenser - 30cc
• Accumulator - 40cc
• Evaporator - 40cc
• Hose blown - 50cc
• Tubes - 20cc
36.2 COMPRESSOR (NEW REPLACEMENT)
Drain & measure the lubricating oil from the removed compressor. Likewise, remove
the oil from the new compressor and refill this new compressor with the same
quantity of oil drained from the old compressor. Use the new clean oil removed from
the new compressor plus 10cc to allow for any internal oil coverage.
36.2a Remove Compressor

36.3 LUBRICATING OIL
36.3a Oil injection
Lubricating oil can be added to a non-opened

A/C system by using an oil injector.
Fill injector container to the required oil level.
Pull the A/C system into a deep vacuum, attach

the oil injector hose to the low side charging port,
open the oil injector valve & allow the vacuum
created in the A/C system to pull the lubricating
oil into the low side of the A/C system.
Where possible, always rotate the compressor
clutch by hand prior to starting the engine, this
will ensure the compressor is not hydraulically
locked.
Note:
• Ensure only PAG oil is used with R134a refrigerant;
• Min vacuum – 100kPa.
• Use only the specified oil to suit the compressor to prevent system damage, this
is particularly critical for electric drive compressors.
37.0 FLUSHING A CONTAMINATED SYSTEM

When a compressor fails, a lot of metallic debris is often thrown into the system. Most
of the debris collects in the condenser where it can cause blockages that restrict
cooling performance. Debris can block the orifice tube or expansion valve. This can
block the flow of refrigerant and lubricating oil causing a loss of cooling and possible
compressor damage. Flushing the system is the best way of removing residual oil
and contaminants, when performing a compressor replacement.
Flushing can help prevent repeat compressor failures and system blockages by
dislodging and cleaning out sludge and debris. Replacing badly contaminated parts
such as the condenser, evaporator, orifice tube or expansion valve is another way to
get rid of these contaminates, but flushing is usually more economical choice.
Regardless of which approach you use, the orifice tube or expansion valve should
always be replaced when contamination is found.

Sludge is usually the result of moisture contamination. The blackish goo that results
can damage the compressor and block the orifice tube or expansion valve. The
moisture absorbing “desiccant in the accumulator or receiver dryer is supposed to
prevent this from happening but the desiccant can only hold so much moisture. Once
saturated, sludge begins to form.
Another reason for flushing is to remove residual lubricating oil from the system.
The basic concept behind any flushing job is to remove the oil and contamination
from the A/C system. In most cases, contamination and debris will stick to the oil. If
you can remove all the oil, you will remove all the contamination.
Regardless of the type of A/C system you are flushing, never attempt to flush the
compressor, accumulator or receiver dryer.
Flushing units work on the principles of a pulsing operation during the cleaning
process. The solvent or flushing agent must comply with standard SAE-J2670 and is
recovered within the machine and the purified solvent returns to the cylinder. The
flushing procedure ensures effective and fast cleaning out of difficult contamination.
Using a high-pressure up to 8 bar, particles and soot are forcefully flushed out. A
special pulsing operation applies additional abrasive degreasing action to remove
soot and grime from crevices and corners. Due to its low boiling point the solvent can
easily be recovered from the equipment and leaves it dry and clean.
38.0 SERVICE PREPARATION
Before servicing or diagnosing an A/C system, there are preliminary visual, audio and
functional checks that should take place.
These include:
• Checking for visual hose damage & chaffing.
• Ensuring that the condenser cooling fins are not corroded, blocked or obstructed
with insects and grass seeds etc, and the fins are straight.

• Condenser fan operates & runs in correct direction.
• Engine & radiator is not overheating.
• Inspect drive belts for correct tension & damage. Loose belts tend to make a
squealing noise as they slip.
• Engine viscous fan locks in at the correct temperature.
• Compressor cycles on and off and does not emit any abnormal noise in
operation.
• Evaporator drain hoses are not blocked.
• Heater turned off in the full cold mode position.
• Air mix door fully closed and the dash vents open & close fully.
• A/C switch illuminates when activated.
• No vacuum hose leakage.
• No air leaks between evaporator case & heater case.
• Blower fan has all speeds operational.
• Because lubricating oil circulates with refrigerant in the air conditioning system,
any evidence of oil staining at components or connections indicates a potential
leak.
39.0 PRESSURE GAUGES
An accurate diagnosis and determination of air conditioning system function and

more importantly, malfunction, depends largely upon the ability of the technician to
interpret local temperature/humidity conditions and gauge pressure readings. The
importance of a refrigeration technician’s manifold and gauge set is often compared
to that of a doctor’s stethoscope.
An improper gauge reading will relate to a specific problem & may lead the technician
to the wrong diagnosis. Devices that provide a digital readout are more accurate in
interpreting subtle variations in pressures and temperatures. More than one problem
may be associated with a particular gauge reading, however. A system operating
normally will have a low-side gauge pressure reading that corresponds with the
temperature of the liquid refrigerant as it becomes a vapour while removing heat from
the air flowing over the evaporator coil surface. The high-side gauge readings should
correspond with the temperature of the refrigerant vapour as it becomes a liquid
while giving up its heat to the air flowing through the condenser.

Any deviation from ambient dependant normal gauge readings, other than slight,
indicates a malfunction. This malfunction, if within the system, may be caused by a
faulty control device, a restriction, or a defective component. It should be noted that
improper mounting of location of components in a new installation may affect system
performance. The vehicles engine may also affect system performance and will be
noted as abnormal gauge readings.
39.1 PRESSURE GAUGE PRE-CHECKS
Always inspect pressure gauges to

ensure the needles rest at zero on both
the low & high sides when there is no
refrigerant pressure in the manifold. If
the needles do not rest on zero, remove
the hoses, open both taps, detach the
dial face & gently turn the adjusting
screw until the needles rest on zero.
Reconnect hoses & close taps.
Ensure the pressure gauges are stored
with residual pressure remaining in the gauge, manifold or hoses. Stored pressure in
the gauges tend to cause the gauge mechanism to deteriorate over time reducing
their accuracy.
40.0 PERFORMANCE TESTING (GENERAL)
STEP 1. Park vehicle in a shaded area. Take note of ambient temperatures.
STEP 2. Open both front windows & bonnet.
STEP 3. Connect both high & low-pressure service hose coupling valves to the
system filling ports.
STEP 4. Open all dash louvers & adjust to the straight-ahead position.
STEP 5. Use a pyrometer or insert thermometer probe approximately 50mm into

the centre vent louvre.
STEP 6. Set the controls to;

A. Fresh air position.
B. Maximum cooling.
C. A/C on.
D. Highest blower speed.
STEP 7. Start engine, bring engine speed to 1500rpm then allow pressure
gauge needles to stabilise.

STEP 8. Take pressure & temperature readings. Compare these to the

manufactures performance chart found in the appropriate workshop
manuals.
Note: Only take pressure & temperature readings when the compressor is
engaged.
As you can see from the above typical performance test, the A/C system is put under
an increased load such as doors & bonnet open & high blower speed. If an A/C
system can perform to the manufactures specifications under these conditions, then
in normal driving conditions, centre vent temperatures should be much lower.
Ambient temperature Discharge vent air Low side High side

(°C) temperature °C Pressure (bar) Pressure (bar)
20 4 - 10 1.9 - 2.2 10 - 13
25 5 - 12 1.7 - 2.4 11 - 15
30 6 - 13 1.8 - 2.6 12 - 17
35 8 - 14 1.9 - 2.8 13 - 19
At a humidity of 45 to 50%, if the system performance is less than describer on the

above performance chart, make the necessary repairs and perform a leak test.
The above table does not take into consideration, relative humidity. Air holds more
humidity at higher ambient temperatures, so relative humidity is closely tied to
temperature. As a result, when an A/C system is removing a lot of moisture out of the
air, the temperature is not going to drop as much as when the air is drier or cooler.
When evaluating an air conditioning systems performance, the humidity must be
considered, i.e. with a humidity level of 80% and ambient temperature of 36°, vent
temperatures may be in the range of 16-22° for a correctly functioning system.

41.0 PERFORMANCE CHART EXAMPLE
Low pressure (suction) vs. Ambient temperatures
Example: the outside temperature is 25°C. the suction pressure we have measures is 2 Bar
(30psi). the graph shows that the point is in the area of normal pressure.
High pressure (discharge) vs. Ambient temperature
Example: the outside temperature is 25°C, the discharge pressure we have measures is 12
Bar (170psi). the graph shows that the point is in the area of normal pressure.

42.0 EVACUATING & CHARGING PROCEDURE
R134a
SAFETY NOTE:
1. Gloves & safety glasses must
be worn.
2. Work in a well-ventilated
area.
3. Do not smoke near
refrigerant.
4. Avoid PAG oil contact with
bare skin & paintwork. Wash
off immediately.
Step 1
EVACUATION
Start vacuum pump, open valve

F, open valves A & C low
pressure filling hoses
STEP 2
High side High side Blockage or LEAK TESTING
gauge gauge not leak evident in
reading below zero system, find &
below zero rectify
Avoid partially charge a
system with refrigerant & UV
Leave valves A, C & F open. dye unless unavoidable.
Slowly open high side valve
B&D
Locate leakage using an
electronic leak detector or
Evacuate system to -6 kPa Low pressure dry nitrogen. Check
Close valves A, B & F. System gauge needle underside of all fittings.
must maintain -6kPa for a increases > .05kPa
minimum of 15 mins.
Recover any refrigerant from
Low pressure gauge Continue evacuation system open valves A, B, C,
needle steady. for 15 mins. D, E & H. (Refer Fig 1)
Recover refrigerant from system, Add 200grams of Repair leak source

open valves A, B, C, D, E & H. refrigerant
After the recovery, close valve E. Continue with evacuation &
Open valve F & continue Check for leakage charging procedure as per
evacuating for 15 mins, then close using an electronic steps 1 – 3.
valves A, B & F. Tune pump off. leak defecator

STEP 3
CHARGING
SYSTEM
Warning: Never charge system

through the high side with
the compressor running.
Never run compressor
without refrigerant.
Open high side valves B, D & G.

Without exceeding the specified
amount, allow as much refrigerant as
possible to enter the system.
Close valve B; rotate the compressor Start the engine & set to fast idle.
front plate by hand whenever Activate the A/C switch.
possible to ensure no liquid is Set controls to maximum cooling &
trapped in the compressor. fan speed to high.
Open low side valves, A & C Slowly Caution; Do not allow more than
& complete the charging process 275 kPa to register on the low side
adding the requires amount of gauge during charging.
refrigerant
Close all valves & taps.

Remove high & low filling hoses;
make sure valves C & D are closed. Carry out a performance test.
Connect high side filling hose to Refer to appropriate workshop
recovery unit inlet side. Open valves manual for specifications
A, B & D. switch on the recovery
machine & remove all refrigerant in
filling hoses.
Warning Never run compressor without refrigerant in the system as the compressor
relies on refrigerant/oil flow. Any oil removed from the system during recovery will need to be
added before charging. R134a systems use PAG oil, use specified oil type.
First Aid: In the event of R134a contacting the eye, remember the following:-
1. Do not rub the eye
2. Flush the eye with large amounts of water for 15-20 mins & seek medical aid.
3. Do not attempt to treat yourself.

43.0 GAUGE READINGS & PROBLEM IDENTIFICATION

PROBLEM CONDITION CAUSE
Low Side Gauge - • Large amounts of air &

HIGH moisture in system
caused by insufficient
High Side Gauge - evacuation.
HIGH
• Leaking components
Discharge Air - within the system
Slightly Cool allowing moisture & air
to enter.
Note – Low side pressure
gauge needle does not • Condenser overheated,
fluctuate when compressor blockages or fan
cycles on & off. system problems
Low Side Gauge -

HIGH • Compressor faulty,
internal failure.
High Side Gauge -
LOW • TX valve system -
valve maybe stuck in
Discharge Air - the open position.
WARM
• Blockage in suction
Compressor - hose after the low side
May be Noisy fitting port.
Discharge Hose – • Orifice tube system -

COOL blocked accumulator.
Low Side Gauge -

LOW TO VACUUM
High Side Gauge -

LOW • Orifice tube filter
screen blocked with
Discharge Air - debris such as
SLIGHTLY COOL aluminium particles.
Orifice Tube -
FROST BUILD UP
Low pressure switch-

DEACTIVATED

Low Side Gauge – • Expansion valve

HIGH (TX) jammed open &
not modulation,
High Side Gauge - causing flooding of
MID-HIGH evaporator with
refrigerant.
Discharge Air - This is normally
WARM related to incorrect
positioning of
Suction (low) Side temperature sensing
Hose - bulb or foreign
SWEATING OR FROST material & moisture
BUILD UP entry causing rust
formations.
Low Side Gauge - • Expansion valve

LOW TO VACUUM (TX) jammed closed,
insufficient
High Side Gauge - refrigerant flow to
LOW suction side of the
compressor.
Discharge Air - This is normally related
SLIGHTLY COOL to the TXV sensing bulb
malfunctioning or
Expansion Valve - disconnected from tube,
SWEATING OR FROST foreign material in TXV
BUILD UP or moisture entry
causing rust formations.
• Refrigerant
Low Side Gauge - overcharge
LOW TO NORMAL • Engine or condenser
fan not operating.
High Side Gauge - • Condenser fins
HIGH clogged with debris.
• No sealing foam
Discharge Air - between condenser
WARM & radiator.
• Obstruction in front
High Side Tubes - of condenser i.e. bull
VERY HOT bar, insect screen.
Compressor clutch could be
continually cycle on the high- • Fan belt slippage.
pressure switch. • Radiator
overheating.


Low Side Gauge -
VERY LOW TO VACUUM
• System blockage.
High Side Gauge -
VERY HIGH
• Saturated receiver
Discharge Air - drier or accumulator
STARTS COLD THEN
GOES WARM • Expansion valve stuck
closed or blockage at
System - orifice tube
MAY START TO RAPID
CYCLE ON HIGH/LOW • Moisture in the system
PRESSURE SWITCH
Low Side Gauge - • Refrigerant bypassing

HIGH the orifice tube.
High Side Gauge - • ‘O’ rings on orifice tube

HIGH damaged or missing.
After Orifice Tube -

WARM
Accumulator -
WARM
Low Side Gauge -

LOW • Refrigerant leak from
system or normal
High Side Gauge - refrigerant loss over a
LOW period of years in
operation.
Discharge Air -
COOL • Refrigerant
undercharge.
Accumulator -
WARM


• Electrical Component
Low Side Gauge - open circuit, i.e.
HIGH ▪ Thermostat
▪ Clutch coil
High Side Gauge - ▪ Fuse
LOW ▪ A/C Switch
▪ Blower switch
Discharge Air - ▪ Wiring
WARM No power to compressor
clutch. Non-operating
Compressor - pressures normal. Equal
NOT OPERATING approx. 500-600kPa high
& low sides.
Note – Both high & low-
pressure readings will be the
same
Low Side Gauge - • Foreign material

LOW causing blockage
between the
High Side Gauge - compressor outlet &
LOW evaporator inlet
• No or very little
Discharge Air - refrigerant flow to
SLIGHTLY COOL suction (low) side of
compressor.
High Side Tubes -
Cool & showing signs of Note – Compressor Noisy, fast
moisture build up after the point cycling depending if the high-
of restriction pressure switch is before or
after the restriction.
Low Side Gauge -

NORMAL to VACUUM • Moisture can freeze
within the expansion
High Side Gauge - valve & can cause
NORMAL blockages & rust
formation.
Discharge Air -
Becomes warm as the
low side cycles to a
vacuum
Suction Side Hose -

Will frost in an orifice
tube system

44.0 DIAGNOSTIC TIPS
44.1 BLOCKAGES IN AN A/C SYSTEM
A very usefully diagnostic aid is the “Touch Test”. As the test implies it is a matter of
quite simply feeling tubes & components for temperature drops, indication possible
blockages in the system. For safer and more accurate temperature measurement of
components an infra-red thermometer (pyrometer) should be used.
By this stage you would be aware of what side of the A/C system should be hot &
what side should be cold. But what also happens with the pressure gauge readings,
sometimes they don’t make sense.
The location of the charging ports in relation to the A/C system MUST be taken into
consideration. A pressure gauge reading could be high or low depending on what
side of the charging port the blockage is located. Use the feel test as well as the
pressure gauge readings.
44.2 NORMAL SYSTEM
• High Side – Hot

• Low Side – Cold
 Indicates a Blockage.
44.3 Blockage – High Side (after charge port)
• High side pressure – High

• Low side pressure – Low to normal
• High pressure switch will not deactivate
the A/C system, low-pressure switch
might.
• Compressor noisy.
• High side hose very hot before blockage
• High side hose very cool to warm after
Blockage.

44.4 DIAGNOSTIC TIPS
44.4a Blockage – High Side (before

charge port)
• High side pressure – Low

• Low Side pressure – Low to normal
• High-pressure switch will not
deactivate the A/C system, low-
pressure switch might.
• Compressor noisy
• High side hose very hot before
blockage.
• High side hose very cool to warm
after blockage.
44.4b Blockage – Low side (after

charge port)
• High side pressure – low

• Low side pressures – High
• Low-pressure switch will deactivate
the A/C system.
• Frosting of the low side
hose/fittings before the blockage.
44.4c Blockage – Low side (before

charge port)
• High side pressure – Low

• Low side pressure – Low to
vacuum.
the A/C system.
• Frosting of the low side
hose/fittings before the blockage.

44.4d Blockage – Orifice Tube

system
• High side pressure – Low.

vacuum.
the A/C system.
• Frosting of the tube after the orifice
tube.
44.4e Blockage – Receiver Drier
• High side pressure – High.

vacuum.
• Low pressure switch should
deactivate the A/C system.
• If the blockage is in the receiver
drier itself, the outlet tube will be
frosted.
44.4f Checking refrigerant

charge – orifice tube
system.
Run the A/C system, place one hand

at the outlet side of the orifice tube &
one hand on the top of the
accumulator.
If the temperature of the accumulator

is higher than the temperature after the
orifice tube, then the refrigerant charge
is not to specifications. Add 150gms &
recheck.

44.4g Blockage - Condenser
A change of state, where high-pressure

vapour forms into a high-pressure liquid
during the movement through the
condenser, takes place within
approximately the first 1/3 of the
condenser. With this change of state, a
slight temperature change takes place.
Using your finger, follow the tubes of the

condenser; you can feel where the
change of state takes place. This
change will however be quite subtle.
But if you feel the difference in
temperature before approximately the
first 1/3, a blockage may be present.
With the parallel flow design condenser,

refrigerant flows through more than one
tube so the possibility exists that the
condenser will operate sufficiently in
lower ambient temperatures, but when
the ambient temperature increases &
greater refrigerant flow is required, a
blockage in one tube will cause
problems such as poor performance &
excessive discharge pressures.
Remember, the refrigerant entering the condenser is at a very high pressure. A small
restriction, inoperative cooling fans, faulty fan clutch, or poor airflow across the
condenser can prevent the refrigerant from cooling down as much as it needs to.
This will result in at least warmer vent air temperature and at most, excessive back-
pressure to the compressor, which will damage the compressor.
To perform a test to determine if there is a problem in the condenser, the

temperature at the inlet and outlet of the condenser can be measured, with the A/C
on MAX, all doors and windows open. A non-contact infrared thermometer
(pyrometer) is often used. The difference from inlet to outlet should be around 15 to
25 degrees. Less than 15 degrees usually indicates a blockage or an airflow
problem; either the fan(s) is not working, the front of the condenser is blocked with
road debris, etc...
Cleaning the condenser can be a tricky operation to get access to on many vehicles
and each situation is different. Condensers are best cleaned by physically removing
any surface debris with a brush, being careful not to damage the fins. A detergent or
chemical cleaner can then be applied and flushed with low/medium pressure cold
water. A fin comb may be used but are often cumbersome in tight areas. Care must
be taken not to bent or damaged the condenser fins in the process.

45.0 TX VALVE DIAGNOSIS

When carrying out pressure gauge diagnosis if it is found that the TX valve is at fault,
i.e.
Jammed fully open – high pressure is low and low pressure too high.
OR
Jammed fully closed – low pressure zero to a vacuum and high pressure - high.
Then follow the testing procedure below.
45.1 TESTING
A. Remove the evaporator case & dismantle.
B. Detach the TX valve pressure compensating tube & temperature sensing bulb
from the evaporator outlet side.
Mark the area on the outlet tube where the sensing bulb is clamped for when the
sensing bulb is to be refitted.
Opening Test: Closed Test:

Warm the temperature-sensing bulb by Into a container of water & crushed
hand; the TX valve should now be fully ice, place the temperature sensing
open. This can be verified by passing bulb & gently stir, the TX valve should
a jet of low air pressure through the now be fully closed.
valve. A used valve should not be held
to mouth to be tested.
The above pictures are for illustrations purposes only, do not attempt this test with
your mouth.
If any of the above tests fail, replace the TX valve with the correct type.

Ensure new ‘O’ rings are used & that the temperature bulb is in direct contact with
the evaporator outlet tube & that the bulb is covered with insulating material to
ensure no false temperature readings are obtained
Caution – When bending the temperature sensing tube to fit, care must be taken not
to break it as this tube is hollow & contains refrigerant.
46.0 DIAGNOSIS FOR A/C SYSTEM
46.1 VARIABLE STROKE HARRISON V5 COMPRESSOR
This test is designed for typical workshop conditions.
• 21° –37°C
• Various Humidifies & Sun Load.
Follow the chart exactly to create enough cooling load to cause the V5 compressor
to operate at full stroke. Accurate results will not be achieved otherwise.
Neutralize internal vehicle temperature to the workshop ambient conditions by

opening all the doors & windows. Insert a thermometer into the centre duct.
• Bonnet up;
• Temperature lever at full cold;
Condenser fan • Normal A/C mode; Condenser fan
runs during all A/C • Engine at fast idle 1500 rpm; does not run in
modes. • Open all doors & windows; A/C modes.
• High blower fan speed:
Close doors/windows. Set A/C controls

to: Reference cooling
• Normal A/C mode. fan diagnosis
• High blower speed. section of the
service manual.
• Temperature lever at full cold.
• Normal A/C mode.
Run engine at idle for five minutes.
Record:
• High & Low pressures after A/C
system has been operating for five
minutes.
• Centre vent temperature.

46.2 DIAGNOSTIC FLOW CHART
1. Use the following chart, which corresponds, to the present ambient temperature.
2. Read the high & low side pressure & note the letter-coded area in which they
intersect.
3. Match the letter code with the corresponding code in the diagnostic chart.
A. Normal system. Example:

B. Low refrigerant. Ambient - 32oC
C. Refrigerant overcharge or receiver
drier restricted. Low Pressure - 200 kPa
D. TX valve closed.
E. TX valve stuck open. High Pressure - 1400 kPa
F. Compressor not pumping.
= Grid A (refrigerant system normal)

47.0 PRESSURE/TEMPERATURE CHART

R1234yf head pressure Centre vent air temperature
Ambient temperature (°C) R134a head pressure (kPa)
(kPa) (°C)
15 700-850 675-800 0-4
16 700-850 675-825 0-4
17 750-900 725-900 1-4
18 800-1000 775-1000 1-5
19 900-1100 850-1050 2-6
20 1050-1200 950-1100 2-7
21 1050-1225 950-1125 3-8
22 1075-1250 975-1150 3-8
23 1000-1300 1000-1175 4-8
24 1100-1350 1000-1200 4-8
25 1130-1400 1030-1240 4-9
26 1150-1450 1050-1280 5-9
27 1200-1500 1075-1300 5-10
28 1225-1550 1125-1350 5-10
29 1275-1600 1175-1420 6-11
30 1350-1650 1200-1460 6-12
31 1400-1650 1250-1480 6-12
32 1450-1750 1275-1480 7/13
33 1500-1800 1300-1500 7/14
34 1550-1850 1375-1550 8/14
35 1600-1950 1400-1550 9/15
36 1650-2000 1425-1600 10-15
37 1700-2100 1475-1650 10-15
38 1750-2150 1500-1650 11-15
39 1800-2200 1550-1700 11-16
40 1800-2300 1600-1750 12-16
41 1900-2400 1600-1775 12-16
42 2000-2450 1650-1800 12-17
43 2100-2550 1700-1900 13-17
44 2200-2700 1800-2000 13-17
45 2300-2800 1900-2150 13-18
Use this chart only as a guide (actual pressures/temperatures may vary according to
the system, ambient temperature, altitude and relative humidity).
Make sure that there is no high-pressure gauge creep (i.e., the system is handling
the heat load).
Note: that R1234yf head pressure is generally 100 kPa lower than R134a.

48.0 PRESSURE SWITCH ELECTRICAL TEST
When tracing a fault in the A/C circuit, always check for power at both sides of the
pressure switch terminals with a multimeter. If the pressure switch is deactivated this
could indicate a refrigerant over or under charge. Refer to diagram below.

49.0 THE AUSTRALIAN AUTOMOTIVE CODE OF PRACTICE 2008
Control of refrigerant gases during manufacture, installation, servicing or de-

commissioning of motor vehicle air conditioners.
Note: This code does not address the use of hydrocarbons in motor vehicle air conditioning
Web link available here: http://www.arctick.org/media/1033/automotive_rac_cop.pdf
VEHICLE CATEGORIES COVERED BY THIS CODE

➢ Passenger cars
➢ Forward control passenger vehicles
➢ Off-road passenger vehicles
➢ Registerable commercial vehicles and omnibuses
➢ Any other off-road vehicle, including tractors and farm machinery fitted with an
air conditioning system of a type normally used in the above category of
vehicles
➢ Automotive plant & equipment
➢ Any other self-propelled vehicle, which has a cabin fitted with a type of air
conditioner normally fitted to one of the vehicle types listed above
50 Scope
This code of practice provides for minimum standards for operation, servicing and
repair procedures of motor vehicle air conditioners (MVAC) and includes procedures
for recovery and recycling of refrigerants to control emissions of refrigerant gases.
Users of this code should refer to the relevant motor vehicle or air conditioning
service manual for details of specific systems.
Technicians must comply with the requirements of the Regulations, this code, the
instructions and service manuals provided by equipment manufacturers. Where there
are contradictory instructions, the requirements of the Regulations take precedence
over this code and this code takes precedence over any other instructions or
manuals.
51 Licensed service person
51.1 For the purpose of the code, a licensed service person is a person holding an
Automotive Air Conditioning Refrigerant Handling Licence as defined in Table 131 of
the Regulations.

51.2 For the purpose of the code, a licensed trainee is a person holding a
Refrigeration and Air Conditioning Trainee Licence as defined in s134 of the
Regulations.
52.3 Only licensed service persons or a licensed trainee under the direct
supervision of a licensed service person may carry out repairs and service to air
conditioning systems.
52 Preliminary inspection
52.1 The owner and/or the driver of the vehicle and or appliance should be made
aware of the service organisation’s responsibility to conduct the service as required
under Government legislation.
52.2 The system must be inspected and leak tested for any signs of leakage.
52.3 Signs of ageing or wear of pipework or hoses should be noted.
52.4 Debris, which may inhibit air flow to the condenser should be noted.
52.5 If, in the opinion of the licensed technician there are doubts about the integrity
of the system, the system must not be re-gassed prior to the necessary rectification
work having been completed.
53 “Topping up” of air conditioning systems
53.1 The addition of refrigerant to an existing system charge to “top up” must not
be carried out.
54 Equipment
54.1 A licensed service technician undertaking the servicing of motor vehicle air
conditioning systems must have access to the following equipment:
➢ Refrigerant calibrated charging cylinder or weighing mechanism
➢ Manifold with pressure gauges
➢ Vacuum pump
➢ Refrigerant recovery system (including compressor and oil collector)
➢ Electronic leak detector
➢ Appropriate thermometer
54.2 Only recovery/recycling equipment complying with AS 4211.1, 1996 and the
reference documents listed in Clause 1.3 of AS4211.1,1996 should be used. In any
case, the recovery/recycling equipment must be appropriate for the refrigerant type
being used. Any system purchased or constructed after 1 January 2009 must comply
with AS 4211.1,1996.

54.3 Recovery equipment must be operated and maintained in accordance with the
manufacturer’s instructions and records must be kept of all maintenance and
calibration conducted.
54.4 Vacuum pump oil should be changed either in accordance with the
manufacturer’s instructions or at regular intervals.
55 Recovery, recycling and re-gas equipment
55.1 Recovery/re-gas equipment should be designed to minimise hose length that

requires purging.
55.2 Pipes or hoses should have an isolating valve at the compressor end with the
manifold valve sealing the other end.
55.3 Hoses to be attached to the high or low-pressure side of the air conditioning
system should have the isolating valve located no further than 300mm from the end
of the hose.
55.4 Recovery equipment must have an isolating valve fitted at the recovery
cylinder.
55.5 Isolating valves must be closed and refrigerant retained in the hose between
use.
55.6 The isolating valves must be of a positive on/off type which will effectively seal
the hose.
55.7 The equipment should incorporate particle filter capable of trapping
particulates of 15 micron spherical or greater; the equipment should incorporate an
in-line filter preceding the compressor or pump.
55.8 Recovery equipment should incorporate an oil separator so that the oil lost
during recovery can be measured and the equivalent amount be replaced.
55.9 Cylinders containing reclaimed refrigerant must be clearly marked, either:
➢ ‘Reclaimed; non-contaminated - safe for re-use’ or
➢ ‘Reclaimed contaminated; not to be re-used’ and must be returned to an
authorised refrigerant supplier for disposal.
55.10 Extreme care must be taken to ensure the refrigerant recovery cylinders are
not filled to beyond 80% capacity. Any cylinder used for recovery should incorporate
a device that automatically shuts down the recovery equipment to prevent the
cylinder from overfilling. It is recommended these inbuilt devices be checked
regularly for accuracy.
56 Equipment operating instructions
56.1 The equipment manufacturer and/or supplier should provide instructions for
necessary maintenance procedures and covering information for the complete
maintenance of the equipment to ensure continued proper and safe operation.

57 Safety requirements and functional description
57.1 The equipment manufacturer and/or supplier must ensure the equipment
complies with all of the safety and functional requirements stipulated in AS
4211.1,1996.
57.2 Refrigerants that have been mixed must not be put back into service.
58 De-gassing
58.1 Whenever a system is de-gassed and opened for repair, the open lines must
be immediately capped or plugged.
58.2 Refrigerant must only be removed from the air conditioner by the use of a
refrigerant recovery system.
58.3 Recovered refrigerant must be collected for recycling or returned to an
authorised refrigerant supplier, who is authorised to acquire refrigerant gas under the
Regulations.
58.4 Refrigerant of one type must not be mixed with refrigerant of any other type if
refrigerant is to be recycled for re-use.
58.5 Records must be kept of the amount and, where it is known, the type of
refrigerant removed from air conditioning systems.
59 Oil
59.1 In the event of a hose failure or oil having been removed from the system
during servicing, the quantity of oil remaining in the system must be checked against
the manufacturer’s specifications and a corresponding amount of oil added, if
deemed necessary.
60 Cleaning
60.1 Refrigerant gas must not be used for the purpose of cleaning debris or dust
from the air conditioner condenser fins or other parts.
60.2 If refrigerant gas is used for flushing it must be recovered.
60.3 Debris which may inhibit air flow should be removed from the condenser.

61 Filter/dryer and accumulators
61.1 Whenever the refrigerant system is opened, the filter/dryer or accumulator,

when fitted, must be replaced in accordance with the manufacturer’s instructions.
Where the manufacturer has not issued instructions, the units must be replaced
whenever the system is opened or after 5 years of service.
61.2 Where during servicing and after the filter/dryer or accumulator has been
replaced it is found necessary to re-open the system, the filter/dryer-accumulator
should again be replaced if:
(i) The system has been left open to atmosphere for more than 10 minutes
or
(ii) The system when properly capped or plugged, has been de gassed for a
total of more than 2 hours
unless
(iii) Specific recommendations are contained in the manufacturer’s instructions
Note: Climatic conditions - humidity and/or wet weather may lessen the time spans in
(i) and (ii) above.
62 Pressure/temperature relief
62.1 Any system not fitted with a high/low pressure cut-out device should not be re-
gassed until a suitable switch is fitted.
62.2 Pressure/temperature relief devices which vent to atmosphere are only
permitted when the system is also fitted with a high/low pressure cut-out switch.
62.3 When a pressure relief device is fitted the high-pressure cut-out switch must
be set to operate at a lower value than the pressure relief device.
63 Hoses
63.1 All hoses which show signs of ageing or physical damage must be replaced.
63.2 All replacement hoses must comply with the appropriate SAE Standard.
63.3 Steel fittings should be used on all connections that are subject to high
vibration, torsional or shear loads. For example, some large diesel engine plant and
equipment.

64 Connections
64.1 Hose connections must use one of the following methods:

➢ crimped, using correct crimping tools
Note: Whenever crimped joints or hose clamps are undone they must be
replaced with the specified new fitting.
➢ flared joints meeting the appropriate standard of “Refrigeration Tube Fittings”
➢ “O” ring seals
Note: Whenever an “O” ring joint has been opened the “O” ring must be
replaced with a new one as specified.
64.2 A suitable refrigerant lubricant must be applied to, and behind, all mating
surfaces and sealing items, for example “O” rings, gaskets and flares, to avoid
damage during tightening. Some newer equipment specifies that joints must be
assembled dry; it is imperative that manufacturer’s guidelines are followed.
64.3 All pipe work and fittings must be free of contamination prior to fitting.
64.4 All joints must be leak tested on completion of assembly.
65 Compressor
65.1 Check compressor mounting bolts and mounting bracket bolts for tightness
and tension to manufacturer’s specifications.
65.2 Check the compressor drive belts for wear and damage and replace as
necessary. The compressor must be correctly aligned, and the drive belt be correctly
tensioned to manufacturer’s specifications.
66 Filling and charging equipment
66.1 When filling the charging equipment from the refrigerant cylinder, the hoses
should be as short as practicable and be fitted with isolating valves (see Section A6).
66.2 The hose may be lightly purged with refrigerant when initially installed. At
other times some refrigerant must be retained between the two isolating valves.
66.3 During filling, the displaced refrigerant gas must be returned to the recovery
cylinder.
67 Evacuation and re-gassing process
67.1 Where practicable the compressor oil level should be checked and topped up
to the correct level.

67.2 The equipment must be capable of ensuring the evacuation of air and
moisture from the system being serviced, by reducing the system to a gauge
pressure of minus -100 KPa, or below. The vacuum pump should operate for a
minimum time of 30 minutes before isolating the system.
67.3 The system pressure should be checked one minute after isolating from the
vacuum pump and re-checked 5 minutes later. A rise in excess of 2 KPa (15mm Hg)
indicates a leak or moisture in the system. The fault must be rectified.
67.4 If no leaks are detected, the air conditioning system may be serviced in
accordance with the manufacturer’s instructions (while complying with the code of
practice). If leaks are detected, the refrigerant must be recovered, and the system
repaired.
67.5 The air conditioning system should be performance tested and must be leak
tested.
67.6 Whenever a vehicle air conditioning system is serviced, the service
organisation must attach an ARCtick service decal sticker/label in a prominent
position close to the service ports showing at least the following service information:
i. Name of the service organisation
ii. Name and Refrigerant Handling Licence number of the technician conducting
the service
iii. Date of the air conditioner service
iv. Date of the last filter change
v. Type of refrigerant in the system
vi. Type of oil in the system
vii. Type of dye, if any added.
68 Leak detection
Preparation for electronic leak detection:

Prior to leak testing, a refrigerant identification check should be carried out if
the refrigerant composition is unknown. This is to minimise the risk associated
with the use of electronic leak detectors that use an electrical discharge
across the tip in the presence of hydrocarbon refrigerants.
68.1 To overcome the practice of topping up the system with a coloured dye and
asking the owner/driver to drive the vehicle for a few days, the following notes should
apply:
➢ Suitable leak detection equipment must be used in the detection of refrigerant
leaks. The equipment can be electronic, visual or pressure leak detection.
➢ Irrespective of the type of leak detection equipment used, the equipment must
be used in accordance with the equipment manufacturers and or supplier’s
operating instructions and maintained accordingly.

➢ If Refrigerant Handling Licence holders use dry nitrogen test equipment to

detect leaks, reference must be made to the vehicle manufacturer’s service
guidelines.
68.2 The use of ultraviolet dye as a diagnostic tool to detect leaks is acceptable if
all other available means of leak detection have failed and the technician still
suspects the presence of a leak. Adding dye to a system must not be used as a
diagnostic tool of the first resort.
68.3 A technician that proposes to use ultraviolet dye as a diagnostic tool to detect
leaks must have documented all other efforts made to detect the leak.
68.4 Technicians must refer to the manufacturer’s specifications to ensure that the
use of dye does not impinge on the warranty or future serviceability of the system.
69 Advice to vehicle owner/operator
69.1 Owners/operators must be advised to operate the air conditioning system for a
minimum of 5 minutes each week, regardless of the season. The reason for this i.e.
to keep the system functioning effectively and keep seals well lubricated is so that
they don’t crack or leak.
69.2 Owners should be advised to periodically inspect or have the air conditioning
system inspected for evidence of leakage.
69.3 Where a refrigerant used to charge a system is a different refrigerant than was
originally designed for that system, the vehicle owner should be advised.
70 Storage
70.1 Refrigerant containers must be stored in a secure, cool place, away from fire
risk and sources of direct heating and must be within test date.
70.2 Refrigerant containers must be stored at or below 48°C unless otherwise
specified by the manufacturer.
70.3 Containers should not be dropped. Mechanical damage to the container and
its valve should be avoided by careful handling. Refrigerant containers must be
secured at all times to avoid accidental damage.
70.4 When not in use, container valves must be closed, the valve outlet cover nut
fitted and the valve protection cover replaced.
70.5 Containers must be dedicated to one type of refrigerant.
71 De-commissioning
71.1 Any automotive system leaking refrigerant must either be repaired in

accordance with this code, or alternatively the owner must be advised that the
system should be de-commissioned by a licensed person.

71.2 In the case of a vehicle that is being scrapped or dismantled, the air
conditioning system must be de-commissioned.
71.3 When any air conditioning system is de-commissioned, even where there is an
intent to re-install the system in another vehicle, all the refrigerant must be removed
from the system as noted in 59 “De-gassing.”
72 Retrofitting
72.1 Permission from the owner must be obtained prior to any work being
performed.
72.2 A comprehensive performance and component check list should be provided
which would record all relevant details. Where components are considered doubtful,
this should be brought to the vehicle owners’ attention.
72.3 Wherever possible, retrofit guidelines should be referred to. Leak testing must
be carried out prior to and after retrofitting.
72.4 A label containing the following information must be affixed to the vehicle
following service and/or repair of the air conditioning system:
i. Name of service organisation
ii. Name and Refrigerant Handling Licence number of the technician carrying out
the work
iii. Date of service or repair
iv. Quantity of refrigerant
v. Type of refrigerant
vi. Type of oil
vii. Odometer reading.
72.5 In the case of a retrofit to R134a, the special R134a charge fittings must be
attached to existing and easily accessible 1/4” charge fittings in such a way that they
become an integral part of the system. Any other 1/4” fittings must be plugged to
prevent their further use.
72.6 Where the use of non-fluorocarbon refrigerants is contemplated, the relevant
state and territory legislation, where this exists, should be referred to and complied
with.

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AIR CONDITIONING – RESOURCE

INSTALL AIR CONDITIONING SYSTEMS

SERVICE AIR CONDITIONING AND HVAC SYSTEMS

DIAGNOSE AND REPAIR AIR CONDITIONING AND HVAC SYSTEMS

RETROFIT AND MODIFY AIR CONDITIONING AND HVAC SYSTEMS

OVERHAUL AIR CONDITIONING SYSTEM COMPONENTS

Ver 2 Aug 2019 1 of 96© MTA Institute

MTAIT WOULD LIKE TO THANK AIR

Ver 2 Aug 2019 2 of 96© MTA Institute

Ver 2 Aug 2019 3 of 96© MTA Institute

28.0 TEMPERATURE CONTROL .......................................................................................... 49

Ver 2 Aug 2019 4 of 96© MTA Institute

Items of personal safety include;

1.0.A HEATING & COOLING SYSTEMS PRECAUTIONS.

1 Allow the system to cool or use precautions to prevent scalding.

1.0.B AIR CONDITIONING SYSTEMS PRECAUTIONS.

Ver 2 Aug 2019 5 of 96© MTA Institute

1.2 FIRST AID

Liquid Refrigerant in the Eyes

If Refrigerant Contacts the Skin

Always Seek Medical Advice

1.3 FIRE FIGHTING EQUIPMENT

Many of the refrigerants traditionally used in refrigeration and air conditioning

Suitable fire extinguishing equipment (CO2 or dry-powder type) must be made

1.4 ENVIRONMENTAL REQUIRMENTS

Ver 2 Aug 2019 6 of 96© MTA Institute

2.0 FUNCTIONS OF AN AIR CONDITIONING SYSTEM

These functions are essential if passenger comfort is to be maintained when ambient

Ver 2 Aug 2019 7 of 96© MTA Institute

3.0 UNDERSTANDING HEAT

3.0.C MOVEMENT OF HEAT

Ver 2 Aug 2019 8 of 96© MTA Institute

3.0.D CABIN HEAT

3.1 CHANGES OF STATE

This condition occurs within the air conditioner

Ver 2 Aug 2019 9 of 96© MTA Institute

The change of vapour to a liquid is called

In an air conditioning system, freezing must be

4.0 PRESSURE & TEMPERATURE

To increase or decrease the boiling point of a

To decrease the boiling point, we need to

A good example is an automotive cooling system

The pressure cap keeps the radiator from boiling

Each additional 10 kPa will increase the boiling

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The chart opposite shows that BOILING POINT OF WATER

5.0 AIR CONDITIONING SYSTEM REFRIGERANTS

Since 1990’s the Automotive industry has started to use a non-ozone-depleting

R1234yf is a new refrigerant, developed for automotive air conditioning as a

R1234yf has a pressure-temperature curve and other

R134a probably will not disappear until after 2025.

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R134a R1234yf R290 R600a

Toxicity Low Low Low Low Low

6.1 HFO-R1234yf: is a hydrofluoroolefin with the formula CH2=CFCF3. It has

R1234yf, which has a 100-year GWP of 4, could be used as a "near drop-in

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Although the product is classified slightly flammable by ASHRAE, several years of

R134a is stored in containers under high pressure. If it is released into the

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7.0 ALTERNATIVE REFRIGERANT BLENDS

Much of the refrigeration and air conditioning equipment in Australia uses

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8.0 PRINCIPLES OF AIR CONDITIONING