HVAC Control System - General Information Ford Crown Victoria II

SPECIFICATION

General Specifications Chart

TORQUE SPECIFICATIONS

Climate Control System

1. Always wear safety goggles when repairing an air conditioning system.
2. Avoid contact with liquid refrigerant R-134a. R-134a vaporizes at approximately -25°C (-13°F) under atmospheric pressure and it will freeze skin tissue.
3. Never allow refrigerant R-134a gas to escape in quantity in an occupied space. R-134a is nontoxic, but it will displace the oxygen needed to support life.
4. Never use a torch in an atmosphere containing R-134a gas. R-134a is non-toxic at all normal conditions, but when it is exposed to high temperatures, such as a torch flame, it decomposes. During decomposition it releases irritating and toxic gases (as described in MSDS sheet from the manufacturer). Decomposition products are hydrofluoric acid, carbon dioxide and water.
5. Do not allow any portion of the charged air conditioning system to become too hot. The pressure in an air conditioning system rises as the temperature rises and temperatures of approximately 85°C (185°F) can be dangerous.
6. Allow the engine to cool sufficiently prior to performing maintenance or serious burns and injury can occur.

1. The A/C refrigerant of all vehicles must be identified and analyzed prior to refrigerant charging. Failure to do so can contaminate the shop bulk refrigerant and other vehicles.
2. Do not add R-12 refrigerant to an air conditioning system that requires the use of R-134a refrigerant. These two types of refrigerant must never be mixed. Doing so can damage the air conditioning system.
3. Charge the air conditioning system with the engine running only at the low-pressure side to prevent refrigerant slugging from damaging the A/C compressor.
4. Use only R-134a refrigerant. Due to environmental concerns, when the air conditioning system is drained, the refrigerant must be collected using refrigerant recovery/recycling equipment. Federal law REQUIRES that R-134a be recovered into appropriate recovery equipment and the process be conducted by qualified technicians who have been certified by an approved organization, such as MACS, ASI, etc. Use of a recovery machine dedicated to R-134a is necessary to reduce the possibility of oil and refrigerant incompatibility concerns. Refer to the instructions provided by the equipment manufacturer when removing refrigerant from or charging the air conditioning system.
5. Refrigerant R-134a must not be mixed with air for leak testing or used with air for any other purpose above atmospheric pressure. R-134a is combustible when mixed with high concentrations of air and higher pressures.
6. A number of manufacturers are producing refrigerant products that are described as direct substitutes for refrigerant R-134a. The use of any unauthorized substitute refrigerant can severely damage the A/C components. If repair is required, use only new or recycled refrigerant R-134a.

1. Never open or loosen a connection before recovering the refrigerant using approved equipment.
2. When loosening a connection, if any residual pressure is evident, allow it to leak out before opening the fitting.
3. Evacuate a system that has been opened to install a component or one that has discharged through leakage before charging.
4. Seal open fittings with a cap or plug immediately after disconnecting a component from the system.
5. Clean the outside of the fittings thoroughly before disconnecting a component from the system.
6. Do not remove the sealing caps from a new component until ready to install.
7. Refrigerant oil will absorb moisture from the atmosphere if left uncapped. Do not open an oil container until ready to use, and install the cap immediately after using. Store the oil in a clean, moisture-free container.
8. Install a new O-ring seal before connecting an open fitting. Coat the fitting and O-ring seal with refrigerant oil before connecting.
9. When installing a refrigerant line, avoid sharp bends. Position the line away from the exhaust or any sharp edges that can chafe the line.
10. Tighten threaded fittings only to specification. The steel and aluminum fittings used in the refrigerant system will not tolerate overtightening.
11. When disconnecting a fitting, use a wrench on both halves of the fitting to prevent twisting of the refrigerant lines or tubes.
12. Do not open a refrigerant system or uncap a new component unless it is as close as possible to room temperature. This will prevent condensation from forming inside a component that is cooler than the surrounding air.

The manual climate control system heats or cools the vehicle depending on the function selector switch position and the temperature selected.

1. The function selector switch position determines heating or cooling and air distribution.
2. The temperature control setting determines the air temperature.
3. The heater blower motor switch varies the blower motor speed.

The electronic automatic temperature control system maintains the selected vehicle interior temperature by heating or cooling the air.

1. During A/C operation, the system also reduces the relative humidity of the air.
2. The driver may override the automatic mode of operation.

Principles of Operation

There are four main principles involved with the basic theory of operation

1. Heat transfer
2. Latent heat of vaporization
3. Relative humidity
4. Effect of pressure

Heat Transfer

If two substances of different temperature are placed near each other, the heat in the warmer substance will transfer to the colder substance.

Latent Heat of Vaporization

When a liquid boils (converts to gas), it absorbs heat without raising the temperature of the resulting gas. When the gas condenses (converts back to a liquid), it gives off heat without lowering the temperature of the resulting liquid.

Relative Humidity

The amount of moisture (water vapor content) that the air can hold is directly related to the air temperature. The more heat there is in the air, the more moisture the air can hold. The lower the moisture content in the air, the more comfortable you feel. Removing moisture from the air lowers its relative humidity and improves personal comfort.

Effects of Pressure on Boiling or Condensation

As the pressure is increased on a liquid, the temperature at which the liquid boils (converts to gas) also increases. Conversely, when the pressure on a liquid is reduced, its boiling point is also reduced. When in the gas state, an increase in pressure causes an increase in temperature, while a decrease in pressure will decrease the temperature of the gas.

Compressor Anti-Slugging Strategy

Liquid refrigerant may accumulate in the A/C compressor under certain conditions. To alleviate damage to the A/C compressor, compressor anti-slugging strategy (CASS) is utilized.

CASS is initiated only under specific conditions

1. the ignition is off for more than 8 hours.
2. the ambient temperature is above -4°C (25°F).
3. battery voltage is above 8.5 volts during engine cranking.

When these conditions are present, the powertrain control module (PCM) will activate the A/C control relay prior to cranking of the engine. The A/C control relay engages the A/C compressor for approximately 4-15 A/C compressor revolutions or a maximum of 2 seconds (depending upon vehicle application), allowing the liquid refrigerant to be pushed from the A/C compressor. CASS is initiated by the PCM regardless of the function selector switch position or the EATC system settings.

The Refrigerant Cycle

During stabilized conditions (air conditioning system shut down), the refrigerant is in a vaporized state and pressures are equal throughout the system. When the A/C compressor is in operation, it increases pressure on the refrigerant vapor, raising its temperature. The high-pressure and high-temperature vapor is then released into the top of the A/C condenser core.

The A/C condenser core, being close to ambient temperature, causes the refrigerant vapor to condense into a liquid when heat is removed from the refrigerant by ambient air passing over the fins and tubing. The now liquid refrigerant, still at high pressure, exits from the bottom of the A/C condenser core and enters the inlet side of the A/C evaporator core orifice.

The A/C evaporator core orifice is the restriction in the refrigerant system that creates the high pressure buildup upstream of the A/C condenser core and separates the high and low pressure sides of the A/C system. As the liquid refrigerant leaves this restriction, its pressure and boiling point are reduced.

The liquid refrigerant is now at its lowest pressure and temperature. As it passes through the A/C evaporator core, it absorbs heat from the passenger compartment airflow passing over the plate/fin sections of the A/C evaporator core. This addition of heat causes the refrigerant to boil (convert to gas). The now cooler passenger compartment air can no longer support the same humidity level of the warmer air and this excess moisture condenses on the exterior of the evaporator coils and fins and drains outside the vehicle.

The suction accumulator/drier is designed to remove moisture from the refrigerant and to prevent any liquid refrigerant that may not have been vaporized in the evaporator core from reaching the A/C compressor. The A/C compressor is designed to pump refrigerant vapor only, as liquid refrigerant will not compress and can damage the A/C compressor.

The refrigerant cycle is now repeated with the A/C compressor, again increasing the pressure and temperature of the refrigerant.

The evaporator discharge air temperature sensor interrupts compressor operation before the external temperature of the A/C evaporator core gets low enough to cause the condensed water vapor (excess humidity) to turn to ice. It does this by monitoring the evaporator discharge air temperature.

The high side line pressure is also monitored so that A/C compressor operation can be interrupted if system pressure becomes too high.

The A/C compressor relief valve will open and vent refrigerant to relieve unusually high system pressure.

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External Temperature Display

When the ignition is first turned ON, the external temperature displayed will be the last temperature read before the ignition was turned OFF. If the last temperature read is below 2°C (35°F), the EATC module will prevent A/C operation.

The external temperature display will update when the vehicle has been driven above 40 kph (25 mph) for greater than 30 seconds. Once the EATC module updates the external temperature, the EATC module will allow normal A/C operation.

MAX A/C

When MAX A/C is selected

1. The air inlet door vacuum control motor is at full vacuum, closing off outside air and admitting only recirculated air.
2. The panel door and floor/defrost door vacuum control motors are at full vacuum, directing airflow to the instrument panel A/C registers.
3. Blended air temperature is available.
4. The A/C compressor will operate if the outside temperature is above approximately 4°C (39°F).
5. The blower motor is on.

NORM A/C

When NORM A/C is selected

1. The air inlet door vacuum control motor is at no vacuum, admitting only outside air into the passenger compartment.
2. The panel door and floor/defrost door vacuum control motors are at full vacuum, directing airflow to the instrument panel A/C registers.
3. Blended air temperature is available.
4. The A/C compressor will operate if the outside air temperature is above approximately 4°C (39°F).
5. The blower motor is on.

VENT

When VENT is selected

1. The air inlet door vacuum control motor is at no vacuum, admitting only outside air into the passenger compartment.
2. The panel door and floor/defrost door vacuum control motors are at full vacuum, directing airflow to the instrument panel A/C registers.
3. The temperature can be adjusted to heat the air, but air cannot be cooled below outside temperature.
4. The A/C compressor will not operate.
5. The blower motor is on.

OFF

When OFF is selected

1. The air inlet door vacuum control motor is at full vacuum, closing off outside air from entering the passenger compartment.
2. The floor/defrost door vacuum control motor is at full vacuum and the panel door vacuum control motor is at no vacuum, closing off airflow to the defrost duct, side window demisters and instrument panel A/C registers.
3. The A/C compressor will not operate.
4. The blower motor is off.

FLOOR

When FLOOR is selected

1. The air inlet door vacuum control motor is at no vacuum, admitting only outside air into the passenger compartment.
2. The floor/defrost door vacuum control motor is at full vacuum and the panel door vacuum control motor is at no vacuum, directing airflow to the floor duct.
3. The temperature can be adjusted to heat the air, but air cannot be cooled below the outside temperature.
4. The A/C compressor will not operate.
5. The blower motor is on.

MIX

When MIX is selected

1. The air inlet door vacuum control motor is at no vacuum, admitting only outside air into the passenger compartment.
2. The floor/defrost door vacuum control motor is at partial vacuum and the panel door vacuum control motor is at no vacuum, directing airflow to the floor duct, the defroster duct and the side window demisters.
3. The temperature can be adjusted to heat or cool the air below the outside temperature.
4. The A/C compressor will operate if the outside air temperature is above approximately 4°C (39°F).
5. The blower motor is on.

DEFROST

When DEFROST is selected

1. The air inlet door vacuum control motor is at no vacuum, admitting only outside air into the passenger compartment.
2. The floor/defrost door vacuum control motor and the panel door vacuum control motors are at no vacuum, directing airflow to the defroster duct and the side window demisters.
3. The temperature can be adjusted to heat or cool the air below the outside temperature.
4. The A/C compressor will operate if the outside air temperature is above approximately 4°C (39°F).
5. The blower motor is on.

When MAX A/C is selected

1. The air inlet door vacuum control motor is at full vacuum, closing off outside air and admitting only recirculated air.
2. The panel door and floor/defrost door vacuum control motors are at full vacuum, directing airflow to the instrument panel A/C registers.
3. Blended air temperature is available.
4. The A/C compressor will operate if the outside temperature is above approximately 4°C (39°F).
5. The blower motor is on.

When NORM A/C is selected

1. The air inlet door vacuum control motor is at no vacuum, admitting only outside air into the passenger compartment.
2. The panel door and floor/defrost door vacuum control motors are at full vacuum, directing airflow to the instrument panel A/C registers.
3. Blended air temperature is available.
4. The A/C compressor will operate if the outside air temperature is above approximately 4°C (39°F).
5. The blower motor is on.

When VENT is selected

1. The air inlet door vacuum control motor is at no vacuum, admitting only outside air into the passenger compartment.
2. The panel door and floor/defrost door vacuum control motors are at full vacuum, directing airflow to the instrument panel A/C registers.
3. The temperature can be adjusted to heat the air, but air cannot be cooled below outside temperature.
4. The A/C compressor will not operate.
5. The blower motor is on.

When OFF is selected

1. The air inlet door vacuum control motor is at full vacuum, closing off outside air from entering the passenger compartment.
2. The floor/defrost door vacuum control motor is at full vacuum and the panel door vacuum control motor is at no vacuum, closing off airflow to the defrost duct, side window demisters and instrument panel A/C registers.
3. The A/C compressor will not operate.
4. The blower motor is off.

When FLOOR is selected

1. The air inlet door vacuum control motor is at no vacuum, admitting only outside air into the passenger compartment.
2. The floor/defrost door vacuum control motor is at full vacuum and the panel door vacuum control motor is at no vacuum, directing airflow to the floor duct.
3. The temperature can be adjusted to heat the air, but air cannot be cooled below the outside temperature.
4. The A/C compressor will not operate.
5. The blower motor is on.

FLOOR/DEFROST

When FLOOR/DEFROST is selected

1. The air inlet door vacuum control motor is at no vacuum, admitting only outside air into the passenger compartment.
2. The floor/defrost door vacuum control motor is at partial vacuum and the panel door vacuum control motor is at no vacuum, directing airflow to the floor duct, the defroster duct and the side window demisters.
3. The temperature can be adjusted to heat or cool the air below the outside temperature.
4. The A/C compressor will operate if the outside air temperature is above approximately 4°C (39°F).
5. The blower motor is on.

When DEFROST is selected

1. The air inlet door vacuum control motor is at no vacuum, admitting only outside air into the passenger compartment.
2. The floor/defrost door and panel door vacuum control motors are at no vacuum, directing airflow to the defroster duct and the side window demisters.
3. The temperature can be adjusted to heat or cool the air below the outside temperature.
4. The A/C compressor will operate if the outside air temperature is above approximately 4°C (39°F).
5. The blower motor is on.

Refer to SYSTEM WIRING DIAGRAMS for schematic and connector information.

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1. Verify the customer's concern by operating the climate control system to duplicate the condition.
2. Visually inspect for obvious signs of mechanical or electrical damage.
3. As pinpoint tests are being carried out, be sure to inspect for any disconnected, loose fitting, or incorrectly installed component, module and in-line electrical connectors and pins.
4. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to the next step.
5. If the cause is not visually evident, connect the diagnostic tool to the data link connector (DLC) and select the vehicle to be tested from the diagnostic tool menu. If the diagnostic tool does not communicate with the vehicle: check that the program card is correctly installed. check the connections to the vehicle. check the ignition switch position.
6. If the diagnostic tool still does not communicate with the vehicle, refer to the diagnostic tool operating manual.
7. Carry out the DATA LINK DIAGNOSTICS test. If the diagnostic tool responds with: CKT 914 or CKT 915 = ALL ECUS NO RESP/NOT EQUIP, refer to «MODULE COMMUNICATIONS NETWORK»(/ford/crown-victoria/ii-1997-2011/remont/communication-devices/#module-communications-network-system) . SYSTEM PASSED, retrieve and record continuous diagnostic trouble codes (DTCs), erase the continuous DTCs, and carry out the self-test diagnostics for the EATC module. If the electronic automatic temperature control module cannot be accessed by the diagnostic tool, Go to «PINPOINT TEST E»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .
8. If the DTCs retrieved are related to the concern, go to the «POWERTRAIN CONTROL MODULE DIAGNOSTIC TROUBLE CODE (DTC) INDEX»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) or the «ELECTRONIC AUTOMATIC TEMPERATURE CONTROL (EATC) MODULE DIAGNOSTIC TROUBLE CODE (DTC) INDEX»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .
9. If no DTCs related to the concern are retrieved, GO to «SYMPTOM CHART»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .

Electronic Automatic Temperature Control Module Self-Test

1. The EATC module self-test will not detect concerns associated with data link messages like engine coolant temperature or vehicle speed signals. A diagnostic tool must be used to retrieve these concerns.
2. The EATC module self-test will detect concerns in the system control functions and will display hard diagnostic trouble codes (DTCs) in addition to intermittent diagnostic trouble codes for concerns that occur during system operation. The vehicle interior temperature should be between 4°-32°C (40-90°F) when carrying out the self-test. If the temperatures are not within the specified ranges, false in-car temperature sensor DTCs will be displayed.
3. The self-test can be initiated at any time. Normal operation of the system stops when the self-test is activated.
4. To enter the self-test, press the OFF and FLOOR buttons simultaneously and then press the AUTOMATIC button within two seconds. The display will show a pulse tracer going around the center of the display window. The test may run as long as 30 seconds. Record all DTCs displayed.
5. If any DTCs appear during the self-test, follow the diagnostics procedure given under ACTION for each DTC given.
6. If a condition exists but no DTCs appear during the self-test, GO to «SYMPTOM CHART»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) Condition: The EATC System Is Inoperative, Intermittent or Improper Operation.
7. To exit self-test and retain all intermittent DTCs, push the blue (cooler) button. The control will exit selftest, retain all intermittent diagnostic trouble codes and then turn OFF (display blank).
8. To exit the self-test and clear all DTCs, press the DEFROST button. The vacuum fluorescent display window will show 888 and all function symbols for one second. Then, the EATC control assembly will turn OFF (display blank) and all DTCs will be cleared.
9. Always exit the self-test before powering the system down (system turned OFF).
10. Intermittent DTCs will be deleted after 80 ignition switch ON cycles after the intermittent condition occurs.

POWERTRAIN CONTROL MODULE (PCM) DIAGNOSTIC TROUBLE CODE (DTC) INDEX

ELECTRONIC AUTOMATIC TEMPERATURE CONTROL (EATC) MODULE DIAGNOSTIC TROUBLE CODE (DTC) INDEX

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PINPOINT TEST J: THE AIR CONDITIONING (A/C) IS INOPERATIVE/DOES NOT OPERATE CORRECTLY

Note. Before carrying out the following test, diagnose any PCM DTCs.

Note. Before carrying out the following test, check that the A/C system pressure is above 290 kPa (42 psi). If the pressure is below 290 kPa (42 psi), Refer to FLUORESCENT DYE LEAK DETECTION .

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Heater Core

1. Inspect for evidence of coolant leakage at the heater water hose to heater core attachments. A coolant leak in the heater water hose could follow the heater core tube to the heater core (18476) and appear as a leak in the heater core.
2. Check the integrity of the heater water hose clamps.

Heater Core- Plugged

1. Check to see that the engine coolant is at the correct level.
2. Start the engine and turn on the heater.
3. When the engine coolant reaches operating temperature, feel the heater core outlet hose to see if it is hot.

If it is not hot

1. the heater core may have an air pocket.
2. the heater core may be plugged.
3. the thermostat is not working correctly.

Heater Core- Pressure Test

Use the Radiator/Heater Core Pressure Tester to perform the pressure test.

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1. Drain the coolant from the cooling system.
2. Disconnect the heater water hoses from the heater core.
3. Install a short piece of heater water hose, approximately 101 mm (4 inches) long on each heater core tube.
4. Fill the heater core and heater water hoses with water and install Plug BT-7422-B and adapter BT-7422-A from the Radiator/Heater Core Pressure Tester in the heater water hose ends. Secure the heater water hoses, plug and adapter with hose clamps.
5. Attach the pump and gauge assembly from the Radiator/Heater Core Pressure Tester to the adapter.
6. Close the bleed valve at the base of the gauge. Pump 138 kPa (20 psi) of air pressure into the heater core.
7. Observe the pressure gauge for a minimum of three minutes.
8. If the pressure drops, check the heater water hose connections to the core tubes for leaks. If the heater water hoses do not leak, remove the heater core from the vehicle and perform the bench test.

Heater Core - Bench Test

1. Remove the heater core from the vehicle. For additional information, refer to «HEATER CORE»(/ford/crown-victoria/ii-1997-2011/remont/heater/#hvac-system) .
2. Drain all of the coolant from the heater core.
3. Connect the 101 mm (4 inch) test heater water hoses with plug and adapter to the core tubes. Then connect the Radiator/Heater Core Pressure Tester to the adapter.
4. Apply 138 kPa (20 psi) of air pressure to the heater core. Submerge the heater core in water.
5. If a leak is observed, replace the heater core.

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A/C Evaporator/Condenser Core - On Vehicle Leak Test

A/C Compressor- External Leak Test

1. Install the A/C Pressure Test Adapter on the rear head of the A/C compressor, using the existing manifold retaining bolt.
2. Connect the high and low pressure lines of a manifold gauge set or a refrigerant recovery/recycling station such as the R-134a A/C Service Center to the corresponding fittings on the A/C Pressure Test Adapter.
3. Attach the center hose of the manifold gauge set to a refrigerant container standing in an upright position.
4. Hand-rotate the compressor shaft 10 complete revolutions to distribute the oil inside the A/C compressor.
5. Open the low pressure gauge valve, the high pressure gauge valve and the valve on the refrigerant container to allow the refrigerant vapor to flow into the A/C compressor.
6. Using the Automatic Calibration Halogen Leak Detector, check the entire A/C compressor for leaks.
7. If an external leak is found, install a new A/C compressor. For additional information, refer to «AIR CONDITIONING (A/C) COMPRESSOR»(/ford/crown-victoria/ii-1997-2011/remont/ac-compressor/#hvac-system) .
8. When the leak test is complete, recover the refrigerant from the compressor.

Air Conditioning (A/C) System Check - Retail Procedure

Note. This Retail Procedure is not eligible for claims on Ford paid repairs (warranty and ESP)

Note. The engine should be run at idle for 10 minutes with the air conditioning on and set to MAX A/C (if equipped) or FULL COOL and RECIRC (if equipped) before carrying out this retail procedure.

Note. Read and follow all of the Warnings, Cautions and Notes at the beginning of this article before continuing.

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1. Remove the A/C tube lock coupling clip, if equipped.
2. Fit the special tool to the spring lock coupling.
3. Push the tool into the cage opening to release the female fitting from the A/C tube lock coupling spring.
4. Pull the spring lock coupling fittings apart.
5. Remove the O-ring seals with a non-metallic tool.
6. Remove the A/C tube lock coupling spring with a small hooked wire.

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1. Fabricate a cleaning tool from a 1/8-inch diameter brazing rod.
2. Cut an abrasive pad from maroon colored 3M Scotch Brite® with the dimensions corresponding to the coupling size. COUPLING AND PAD SIZE SPECIFICATION Coupling Size Pad Size 3/8 inch 25*50 mm (1*2 inch) 1/2 inch 25*50 mm (1*2 inch) 5/8 inch 25*76 mm (1*3 inch) 3/4 inch 25*102 mm (1*4 inch)
3. Assemble the pad to the tool.
4. Coat the abrasive pad with PAG Refrigerant Compressor Oil (R-134a Systems) or equivalent.
5. Roll the pad on the tool and install it in a variable speed drill motor.
6. Polish for one minute at moderate speed (less than 1,500 rpm) or until the surface is clean and free of scratches or foreign material.
7. Clean the fitting with a lint-free cloth.
8. Inspect the surface for grooves or scratches. If grooves and scratches are still present, install a new component.
9. Clean the O-ring seal grooves with a 300-mm (12-inch) length of natural fiber string. Loop the string around the grooves and pull the string back and forth.
10. Remove any foreign material from the grooves with a lint -free cloth.

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1. Install the A/C tube lock coupling spring.
2. Lubricate the inside of the coupling with PAG Refrigerant Compressor Oil (R-134a Systems) or equivalent.
3. Install the O-ring seals. Lubricate the O-ring seals with PAG Refrigerant Compressor Oil (R-134a Systems) or equivalent.
4. Connect the spring lock coupling fittings with a twisting motion until the A/C tube lock coupling spring snaps over the flared end of the female fitting.
5. Install the A/C tube lock coupling clip.

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Procedure 1 - Ambient Temperature At or Below 38°C (100°F)

Note. The system performance can be evaluated and diagnosed by analysis of the compressor suction and discharge pressures. The following procedure is used to determine if the system is operating at normal pressures.

Note. The procedure varies depending on the ambient (shop) temperature. If the ambient temperature is 38°C (100°F) or lower, follow procedure 1. If the ambient temperature is over 38°C (100°F), follow procedure 2.

Note. If the A/C compressor cycles at any time during this test, refer to the DIAGNOSTIC TABLE .

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1. Drive the vehicle or run the engine until it reaches normal operating temperature.
2. Connect a manifold gauge set or refrigerant service center with high-pressure and low-pressure gauges to the refrigerant system.
3. Set the climate controls. If equipped with manual climate control, set the A/C controls for normal A/C-PANEL mode, full COOL temperature, FRESH air, HI Blower. If the vehicle has a fresh air/recirc button, set it to FRESH. If the vehicle has an A/C switch or compressor on switch, set it to A/C ON. If equipped with ATC, set temperature to 60° F (15° C) (lowest possible temp setting) with the dual function disabled (if equipped). Manually set blower on high. If the vehicle has a fresh air/recirc button, set it to FRESH. If the vehicle has an A/C switch or compressor on switch, set it to A/C ON. If the vehicle is equipped with auxiliary climate control, set the auxiliary controls to full COOL in the PANEL mode at HI blower speed.
4. Open all vehicle windows and leave the hood open for the test. Open the rear hatch and/or rear doors (if equipped).
5. Confirm the compressor clutch is engaged and the engine cooling fan(s) are operating or engaged. Allow the vehicle to idle until the suction (low-side) and discharge (high-side) pressures are stable or fluctuate in a range that repeats.
6. Record the ambient (shop) temperature.
7. Record the discharge pressure. If the pressure is fluctuating, record the average value.
8. Determine if the discharge pressure falls within the normal operating limits using the Normal Refrigerant Discharge Pressures chart.
9. Record the suction pressure. If the pressure is fluctuating, record the average value.
10. Determine if the suction pressure falls between normal operating limits using the Normal Refrigerant Suction Pressures chart.
11. Proceed to the diagnostic table.

Procedure 2 - Ambient Temperature Above 38°C (100°F)

Note. The system performance can be evaluated and diagnosed by analysis of the compressor suction and discharge pressures. The following procedure is used to determine if the system is operating at normal pressures.

Note. The procedure varies depending on the ambient (shop) temperature. If the ambient temperature is 38°C (100°F) or lower, follow procedure 1. If the ambient temperature is over 38°C (100°F), follow procedure 2.

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1. Drive the vehicle or run the engine until it reaches normal operating temperature.
2. Connect a manifold gauge set or refrigerant service center with high-pressure and low-pressure gauges to the refrigerant system.
3. Set the climate controls. If equipped with manual climate control, set the A/C controls for normal A/C-PANEL mode, full COOL temperature, FRESH air, MED LO blower. If the vehicle has a fresh air/recirc button, set it to FRESH. If the vehicle has an A/C switch or compressor on switch, set it to A/C ON. If equipped with ATC, set temperature to 60°F (15°C) (lowest possible temp setting). Manually set blower to MED LO (3 to 4 bars). If the vehicle has a fresh air/recirc button, set it to FRESH. If the vehicle has an A/C switch or compressor on switch, set it to A/C ON. If the vehicle is equipped with auxiliary climate control, set the auxiliary controls to full COOL in the PANEL mode at MED LO blower speed.
4. Open all vehicle windows and leave the hood open for the test. Open the rear hatch and/or rear doors (if equipped).
5. Confirm the compressor clutch is engaged and the engine cooling fan(s) are operating or engaged. Allow the vehicle to idle until the suction (low-side) and discharge (high-side) pressures are stable or fluctuate in a range that repeats.
6. Record the ambient (shop) temperature.
7. Record the discharge pressure. If the pressure is fluctuating, record the average value.
8. Determine if the discharge pressure falls within the normal operating limits using the Normal Refrigerant Discharge Pressures chart.
9. Record the suction pressure. If the pressure is fluctuating, record the average value.
10. Determine if the suction pressure falls between normal operating limits using the Normal Refrigerant Suction Pressures chart.
11. Proceed to the diagnostic table.

Diagnostic Table

1. Refer to the chart below.

Scheme 90

Scheme 91

1. Remove the nut from the peanut fitting.
2. Pull the peanut fitting apart.
3. Remove the O-ring seal with a non-metallic tool.

Scheme 92

Connect

1. Clean all dirt or foreign material from the fittings.
2. Install the O-ring seal. Lubricate the O-ring seal with PAG Refrigerant Compressor Oil (R-134a Systems) F7AZ-19589- DA (Motorcraft YN-12-C) or equivalent meeting Ford specification WSH-M1C231-B.
3. Lubricate the inside of the fittings with PAG Refrigerant Compressor Oil (R-134a Systems) F7AZ- 19589-DA (Motorcraft YN-12-C) or equivalent meeting Ford specification WSH-M1C231-B.
4. Assemble the male and female fittings together.

Scheme 93

1. Check the A/C clutch air gap at three equally spaced places between the clutch hub and the A/C clutch pulley.
2. Remove the A/C clutch. Add or remove spacers between the A/C clutch and the compressor shaft until clearance is within specifications.

Scheme 94

Scheme 95

Scheme 96

Scheme 97

Scheme 98

Scheme 99

1. Turn both valves on the R-134a Manifold Gauge Set clockwise to close the low- and high-pressure hoses to the center manifold and center hose.
2. Remove the A/C charging valve cap (19D702) from the low-pressure service gauge port valve.
3. Remove the A/C charging valve cap from the high-pressure service gauge port valve.
4. Connect the R-134a Manifold Gauge Set low-pressure hose and the R-134a low side quick disconnect to the low-pressure service gauge port valve.
5. Connect the R-134a Manifold Gauge Set high-pressure hose and the R-134a high side quick disconnect to the high-pressure service gauge port valve.

Scheme 100

Scheme 101

1. Leak test the refrigerant system using the Refrigerant Leak Detector. Follow the instructions included with the leak detector for handling and operation techniques.
2. If a leak is found, recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) . Repair the system. Test the system for normal operation.

Scheme 102

Fluorescent Dye Detection

Note. Ford Motor Company vehicles are produced with R-134a fluorescent dye installed in the refrigerant system from the factory. The location of leaks can be pinpointed by the bright yellow-green glow of the fluorescent dye under a UV lamp. Since more than one leak can exist, make sure to inspect each component, line and fitting in the refrigerant system for a leak.

Scheme 103

1. Check for leaks using a Rotunda-approved UV lamp. Inspect all components, lines and fittings of the refrigerant system.
2. If a leak is found, recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .
3. Repair the refrigerant system leak(s).
4. Evacuate and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .
5. After the leak(s) is/are repaired, remove any traces of fluorescent dye with a general purpose oil solvent.
6. Verify the repair by running the vehicle for a short period of time and rechecking the area of the leak with a Rotunda-approved UV lamp.

Scheme 104

Fluorescent Dye Injection - Using an A/C Refrigerant Center and Dye Injector

Note. Fluorescent refrigerant system dye is added to the refrigerant system at the factory to assist in refrigerant system leak diagnosis using a Rotunda-approved ultraviolet blacklight. It is not necessary to add additional dye to the refrigerant system before diagnosing leaks, even if a significant amount of refrigerant has been removed from the system. Replacement suction accumulators and receiver/driers are shipped with a fluorescent dye "wafer" included in the desiccant bag which will dissolve after approximately 30 minutes of continued A/C operation. It is not necessary to add dye after flushing or filtering the refrigerant system because a new suction accumulator or receiver/drier is installed as part of the flushing or filtering procedure. Additional refrigerant system dye should only be added if more than 50% of the refrigerant system lubricant capacity has been lost due to a fitting separation, hose rupture or other damage.

Note. Before using the R -134a fluorescent dye injector for the first time, refer to the manufacturers instructions on evacuation of any non-condensable gasses from the hoses.

Note. Only connect the R -134a fluorescent dye injector to a manifold and gauge set or R-134a service center when fluorescent dye is to be injected. The R-134a fluorescent dye injector has a one way check valve that will prevent refrigerant system recovery and evacuation.

Note. Refrigerant system pressure should be between 413-551 kPa (60-80 psi) at 24 °C (75°F) with the engine off.

Scheme 105

Scheme 106

1. Connect an R -134a A/C refrigerant service center or a manifold and gauge set to the refrigerant system service port valves.
2. Verify that the valves on the fluorescent dye injector are closed.
3. Fill the fluorescent dye injector reservoir with 7 ml (0.25 oz) of fluorescent dye.
4. Install the fluorescent dye injector between the low-pressure service gauge port valve and the R-134a refrigerant service center or manifold gauge set.
5. Open all valves and inject the fluorescent dye into the refrigerant system.
6. When fluorescent dye injection is complete, close all valves.
7. Recover the refrigerant from the R-134a fluorescent dye injector.
8. Remove the fluorescent dye injector from the low-pressure service gauge port valve and the R-134a A/C refrigerant service center or manifold gauge set.

Fluorescent Dye Injection - Using a Dye Injector Loop Kit

Note. Fluorescent refrigerant system dye is added to the refrigerant system at the factory to assist in refrigerant system leak diagnosis using a Rotunda-approved ultraviolet blacklight. It is not necessary to add additional dye to the refrigerant system before diagnosing leaks, even if a significant amount of refrigerant has been removed from the system. Replacement suction accumulators and receiver/driers are shipped with a fluorescent dye "wafer" included in the desiccant bag which will dissolve after approximately 30 minutes of continued A/C operation. It is not necessary to add dye after flushing or filtering the refrigerant system because a new suction accumulator or receiver/drier is installed as part of the flushing or filtering procedure. Additional refrigerant system dye should only be added if more than 50% of the refrigerant system lubricant capacity has been lost due to a fitting separation, hose rupture or other damage.

Note. Before using the R -134a fluorescent dye injector for the first time, refer to the equipment manufacturers instructions on evacuation of non-condensable gasses from the hoses.

Note. Refrigerant system pressure should be between 413-551 kPa (60-80 psi) at 24 °C.

Scheme 107

Scheme 108

Scheme 109

Scheme 110

Scheme 111

1. Verify that the valves on the deluxe injector loop kit are closed.
2. Fill the deluxe injector loop kit reservoir with 7 ml (0.25 oz) of fluorescent dye.
3. Install the deluxe injector loop kit between the high-pressure and low -pressure service gauge port valves.
4. Start the engine.
5. Open the high-pressure service valve.
6. Open the deluxe injector loop kit valves and inject the fluorescent dye into the refrigerant system.
7. Close the high-pressure service valve to allow the pressure inside the deluxe injector loop kit to equalize with the suction side of the refrigerant system.
8. Close the valves on the deluxe injector loop kit.
9. Disconnect the high-pressure and low-pressure service valves and remove the deluxe injector loop kit from the vehicle.

Scheme 112

MATERIAL SPECIFICATION

Note. Prior to using the A/C Flush and Purge Machine 219-00022 for the first time, review the operating instructions.

Note. Only the A/C Flush and Purge Machine kit 219-00023, which includes A/C Flush and Purge Machine 219-00022, A/C Flush and Purge Fitting Kit 219-00024 and A/C Systems Flushing Solvent, is approved for use on Ford vehicles. No other flushing device or solvent is approved for flushing heat exchangers (A/C condenser, A/C evaporator). Use of any other flusher or solvent may cause damage to the A/C system and the flushing unit.

Note. Ford Motor Company has approved a procedure to provide technicians with a non-CFC method of flushing contaminated A/C system heat exchangers. The procedure allows the specific components to be cleaned and flushed while installed in their normal in-vehicle location. The types of contamination flushed include particle matter that results from A/C compressor or desiccant failure and gummy residue that can form when refrigerant oil is overheated during A/C compressor seizure. The flushing process is a 2-step procedure that involves the use of an A/C Flush and Purge Machine 219-00022 to

1. circulate the flushing solvent through the heat exchanger in the reverse direction of normal refrigerant flow (back-flushing). Particulate matter picked up during flushing is filtered from the returning solvent before the solvent is returned to the reservoir for continued circulation.
2. remove the flushing solvent from the heat exchanger. In this step of the procedure, pressurized air 621-862 kPa (90-125 psi) is used to push and evaporate any remaining flush solvent from the heat exchanger.

1. Recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .
2. Disconnect the refrigerant lines from the heat exchanger(s) to be flushed.
3. Connect the A/C flush and purge machine fitting kit and the A/C flush and purge machine to the heat exchanger to be flushed. Do not flush through the evaporator core orifice (if equipped), TXV (if equipped), or hoses with mufflers. Internal plumbing and material make-up of these components make it impossible to correctly remove foreign material or residual flushing solvent.
4. Flush the heat exchanger for a minimum of 15 minutes.
5. Apply 621-862 kPa (90-125 psi) pressurized air to the component for a minimum of 30 minutes. The 30-minute purge time is required to force and evaporate all residual solvent from the A/C system component. Failure to successfully remove all residual solvent within the component can result in system damage when reconnected and operated. Dispose of the used flush solvent and filter in accordance with local, state and federal regulations.
6. Install a new A/C evaporator core orifice (if equipped) and/or TXV (if equipped) in any vehicle being serviced for an internal A/C compressor or desiccant failure.
7. Install new refrigerant hoses with mufflers if clogged with foreign material.
8. Install a new suction accumulator (if equipped) or receiver/drier (if equipped) in any vehicle being serviced for an internal A/C compressor or desiccant failure.
9. Reconnect the heat exchanger being serviced.
10. If a new A/C compressor is not to be installed, lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information__refrigerant-oil-adding) .
11. If a new A/C compressor is not to be installed, evacuate, leak test and charge the A/C system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .

Scheme 113

MATERIAL SPECIFICATION

Refrigerant System Recovery

Note. Ford Motor Company recommends use of an A/C service center to carry out recovery, evacuation and charging of the refrigerant system. If an A/C service center is not available, refrigerant system recovery, evacuation and charging may be accomplished using a separate recovery station, vacuum pump, charging meter and manifold gauge set.

Note. Leaks in refrigerant system service equipment, hoses or gauges can cause a leak in vacuum that may be misinterpreted as a problem with the vehicle's refrigerant system. It is necessary to leak-test all refrigerant system service equipment, hoses and gauges on a weekly basis to verify that no leaks are present.

1. Prior to recovering, you must verify the purity of the refrigerant. For additional information, refer to «REFRIGERANT IDENTIFICATION TESTING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .
2. Connect an R -134a refrigerant service center to the low- and high-pressure service gauge port valves following the operating instructions provided by the equipment manufacturer.
3. Recover the refrigerant from the system following the operating instructions provided by the equipment manufacturer.
4. Once the refrigerant service center has recovered the refrigerant, switch OFF the power supply.
5. Allow the system to set for about 2 minutes, and observe the system vacuum reading. If the vacuum is not lost, disconnect the recovery equipment.
6. If the system does lose vacuum, repeat Steps 3 through 5 until the vacuum level remains stable for 2 minutes.
7. Carry out the required repairs.

Refrigerant System Evacuation Using an R-134a Service Center

Note. Ford Motor Company recommends use of an A/C service center to carry out recovery, evacuation and charging of the refrigerant system. If an A/C service center is not available, refrigerant system recovery, evacuation and charging may be accomplished using a separate recovery station, vacuum pump, charging meter and manifold gauge set.

Note. Leaks in refrigerant system service equipment, hoses or gauges can cause a leak in vacuum that may be misinterpreted as a problem with the vehicle's refrigerant system. It is necessary to leak-test all refrigerant system service equipment, hoses and gauges on a weekly basis to verify that no leaks are present.

1. Connect an R -134a service center to the low- and high-pressure service gauge port valves following the operating instructions provided by the equipment manufacturer.
2. Evacuate the system until the low-pressure gauge reads at least 99.4 kPa (29.5 in-Hg) of vacuum and as close to 101.1 kPa (30 in-Hg) as possible. Continue to operate the vacuum pump for a minimum of 45 minutes.
3. Turn off the vacuum pump. Observe the low-pressure gauge for 5 minutes to make sure that the system vacuum is held. If vacuum is not held for 5 minutes, leak test the system, repair the leak and evacuate the system again.

Refrigerant System Evacuation Using an R-134a Manifold Gauge Set

Note. Ford Motor Company recommends use of an A/C service center to carry out recovery, evacuation and charging of the refrigerant system. If an A/C service center is not available, refrigerant system recovery, evacuation and charging may be accomplished using a separate recovery station, vacuum pump, charging meter and manifold gauge set.

Note. Leaks in refrigerant system service equipment, hoses or gauges can cause a leak in vacuum that may be misinterpreted as a problem with the vehicle's refrigerant system. It is necessary to leak-test all refrigerant system service equipment, hoses and gauges on a weekly basis to verify that no leaks are present.

1. Connect the R-134a manifold gauge set to the low-side and high-side service gauge port valves.
2. Connect the center (yellow) hose from the manifold gauge set to the suction port on the vacuum pump.
3. Open all valves on the R-134a manifold gauge set and both service gauge port valves.
4. Turn on the vacuum pump and evacuate the system until the low-pressure gauge reads at least 99.4 kPa (29.5 in-Hg) of vacuum and as close to 101.1 kPa (30 in-Hg) as possible. Continue to operate the vacuum pump for a minimum of 45 minutes.
5. Close the high-side and low-side valves on the manifold gauge set (not the service gauge port valves) and turn off the vacuum pump.
6. Observe the low-pressure gauge for 5 minutes to make sure that the system vacuum is held. If vacuum is not held for 5 minutes, leak test the system, repair the leak and evacuate the system again.

Refrigerant System Charging Using an R-134a Service Center

Note. Ford Motor Company recommends use of an A/C service center to carry out recovery, evacuation and charging of the refrigerant system. If an A/C service center is not available, refrigerant system recovery, evacuation and charging may be accomplished using a separate recovery station, vacuum pump, charging meter and manifold gauge set.

Note. Leaks in refrigerant system service equipment, hoses or gauges can cause a leak that may be misinterpreted as a problem with the vehicle's refrigerant system. It is necessary to leak-test all refrigerant system service equipment, hoses and gauges on a weekly basis to verify that no leaks are present.

1. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information__refrigerant-oil-adding) .
2. Connect an R -134a A/C service center to the low-side and high-side service gauge port valves following the operating instructions provided by the equipment manufacturer.
3. Set the refrigerant charge amount, and charge the refrigerant system following the instructions provided by the equipment manufacturer.

Refrigerant System Charging

Note. Ford Motor Company recommends use of an A/C service center to carry out recovery, evacuation and charging of the refrigerant system. If an A/C service center is not available, refrigerant system recovery, evacuation and charging may be accomplished using a separate recovery station, vacuum pump, charging meter and manifold gauge set.

Note. Leaks in refrigerant system service equipment, hoses or gauges can cause a leak that may be misinterpreted as a problem with the vehicle's refrigerant system. It is necessary to leak-test all refrigerant system service equipment, hoses and gauges on a weekly basis to verify that no leaks are present.

1. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information__refrigerant-oil-adding) .
2. Assemble the R-134a manifold gauge set, automatic refrigerant charging meter and R-134a supply tank following the automatic refrigerant charging meter operating instructions.
3. Charge the refrigerant system following the automatic refrigerant charging meter operating instructions.
4. If the refrigerant flow stops before the refrigerant charge is complete, start the engine, select A/C operation and allow the refrigerant charge to complete.

Scheme 114

MATERIAL SPECIFICATION

Scheme 115

1. Orient the filter inlet toward the A/C condenser core.
2. Disconnect the condenser outlet fitting and temporarily install the pancake filter between the 2 halves of the fitting. Use flexible refrigerant hose of 17,238 kPa (2,500 psi) burst rating. Make the connections using the A/C Test Fitting Set.
3. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information__refrigerant-oil-adding) .
4. Evacuate and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .
5. Check all refrigerant system hoses, lines and the position of the newly installed filters to be sure they do not interfere with other engine compartment components. If necessary, use tie-straps to make adjustments.
6. Provide adequate airflow to the front of the vehicle (with a fan, if necessary). Select A/C operation and set the blower motor speed to maximum. Start the engine and let it idle briefly. Make sure the A/C system is operating correctly.
7. Gradually bring the engine up to 1,200 rpm by running it at lower rpms for short periods (first at 800 rpm, then at 1,000 rpm). Set the engine at 1,200 rpm and run it for one hour with the A/C system operating.
8. Stop the engine.
9. Recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .
10. Remove the fittings, flexible hoses and pancake filter from between the condenser and the condenser to evaporator tube.
11. Discard the pancake filter. It can be used one time only.
12. Reconnect the condenser outlet fitting.
13. Evacuate, charge and leak-test the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .

Scheme 116

MATERIAL SPECIFICATION

Refrigerant Oil Adding

1. Refer to the chart below for refrigerant oil adding amounts and methods of installation.

OIL SPECIFICATION CHART

Refrigerant Oil Adding For New A/C Compressor Installation

Note. Service A/C compressors are shipped without refrigerant oil.

1. Rotate the old A/C compressor shaft 8 to 10 full rotations (clockwise) while collecting the refrigerant oil in a clean measuring cup. Add the same amount plus the amount collected during refrigerant recovery.

Refrigerant Oil Adding For New Suction Accumulator Or Receiver/Drier Installation

1. Drill one half-inch hole in the old suction accumulator or receiver/drier cylinder and drain the oil into a clean measuring cup.
2. Add the quantity of oil drained, plus the amount collected during refrigerant recovery and 60 ml (2 oz.).

Oil Injection Using a Dye/Lubricant Injector

Note. If fluorescent leak detection dye is also to be added during A/C charging, the dye may be added to the dye/lubricant injector along with the refrigerant oil.

Scheme 117

Scheme 118

1. Evacuate the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .
2. Assemble the dye/lubricant injector using the correct adapters to match the amount of PAG oil to be injected.
3. Verify that all the valves on the dye/lubricant injector are closed.
4. Fill the dye/lubricant injector with the correct amount of clean PAG oil.
5. Install the dye/lubricant injector between the low-side service gauge port valve and the refrigerant service station or manifold gauge set.
6. Open all valves and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .

Scheme 119

Refrigerant Identification

1. Follow the instructions included with the refrigerant identifier to obtain the sample for testing.
2. The diagnostic tool will display one of the following: If the purity level of R-134a is 98% or greater by weight, the green "PASS" light emitting diode (LED) will light. The weight concentrations of R-134a, R-12, R-22, hydrocarbons, and air will be displayed on the digital display. If refrigerant R-134a does not meet the 98% purity level, the red "FAIL" LED will light and an alarm will sound alerting the user of potential hazards. The weight concentrations of R-134a, R- 12, R-22, and hydrocarbons will be displayed on the digital display. If hydrocarbon concentrations are 2% or greater by weight, the red "FAIL" LED will light, "Hydrocarbon High" will be displayed on the digital display, and an alarm will sound alerting the user of potential hazards. The weight concentrations of R-134a, R-12, R-22, and hydrocarbons will also be displayed on the digital display.
3. The percentage of air contained in the sample will be displayed if the R-134a content is 98% or greater. The diagnostic tool eliminates the effect of air when determining the refrigerant sample content because air is not considered a contaminant, although air can affect A/C system performance. When the diagnostic tool has determined that a refrigerant source is pure (R-134a is 98% or greater by weight) and air concentration levels are 2% or greater by weight, the diagnostic tool will prompt the user if an air purge is desired.
4. If contaminated refrigerant is detected, repeat the refrigerant identification test to verify that the refrigerant is indeed contaminated.

Contaminated Refrigerant Handling

Note. A new suction accumulator or receiver/drier must be installed as directed by the air conditioning system flushing procedure.

1. Recover the contaminated refrigerant using suitable recovery-only equipment designed for capturing and storing contaminated refrigerant only. If this equipment is not available, contact an A/C service facility in your area with the correct equipment to carry out this service.
2. Determine and correct the cause of the customers initial concern.
3. Flush the air conditioning system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM FLUSHING»(/ford/crown-victoria/ii-1997-2011/remont/general-servicing-all-makes/#hvac-control-system-general-information) .
4. Dispose of the contaminated refrigerant in accordance with all federal, state and local regulations.

Scheme 120

Scheme 121

1. Measure the length of the damaged area of the mini-tube vacuum hose.
2. Cut a piece of standard 1/8-inch inner diameter vacuum hose approximately 25 mm (1 inch) longer than the damaged area of the mini-tube vacuum hose.
3. Cut off the mini-tube vacuum hose on each side of the damaged area.
4. Dip the mini-tube hose ends in commercially available paint thinner containing methyl ethyl ketone (MEK). This solvent will seal the mini-tube in the vacuum hose.
5. Insert the ends of the mini-tube vacuum hose approximately 9 mm (3/8 inch) into the ends of the standard 1/8-inch repair vacuum hose section.
6. Shake the repair joint after assembly to make sure the solvent is dispersed and the vacuum line is not plugged.
7. Test the system for a vacuum leak in the repair area. Use the Vacuum Pump or equivalent.

Scheme 122

MATERIAL SPECIFICATION

Note. There are typically 4 types of objectionable odors found in a vehicle

1. Chemical odors
2. Environmental odors
3. Human and other interior-generated odors
4. Microbiological odors

Before determining that A/C order treatment is required, the source and the circumstances under which the odor occurs must be determined.

Note. Chemical odors are usually constant regardless of the climate control system setting although they may be enhanced by A/C operation. Most chemical odors are caused by fluid leaks or incorrectly cured adhesives. Chemical odors can be eliminated by repairing the leaking component and removing any residue.

Note. Environmental odors usually occur for a short time and diminish after the vehicle passes through the affected area. These odors are typically only detected when the vehicle windows are open, or when the climate control system is operating in a mode that allows for fresh air. Environmental odors cannot be eliminated because they are external in source, but they may be minimized by switching to a climate control setting that uses recirculated air.

Note. Human and other interior-generated odors occur while the source is present and may linger for a short time after. These odors may be more noticeable during A/C operation. Human odors may be eliminated by removing the source and cleaning the affected area.

Note. Microbiological odors, if in the A/C system, usually last for about 30 seconds after the system is turned on. They will be detected while the A/C is turned on and using either outside or recirculated air. Microbiological odors that occur in areas other than the A/C system (e.g., water in doors or wet carpeting) may last indefinitely, and will be more intense when recirculated air is used. Microbiological odors will not be present at temperatures at or below 10°C (50°F).

Microbiological odors can be eliminated by removing the source and treating the affected area. Standing water must be allowed to drain and dry out. A/C systems may be treated by using Motorcraft A/C Cooling Coil Coating (YN-29) as described in the service procedure below.

Microbiological odors result from microbial growth supported by warm temperatures and moisture. Microbiological odors are described as musty/mildew type smells and may occur on/in

1. foam seals.
2. rubber seals.
3. adhesives.
4. standing water.
5. water soaked carpet/trim.

Scheme 123

1. Identify the type of odor present in the vehicle. Do not proceed with A/C odor treatment if the odor source is found to be outside of the A/C system. Refer to the following chart for examples.

See also:
• MODULE COMMUNICATIONS NETWORK
• INTRODUCTION - CNG, FLEX-FUEL & GASOLINE
• HEATER CORE
• AIR CONDITIONING
• REMOVAL AND INSTALLATION
• PINPOINT TEST E
• DIAGNOSTIC TABLE
• REFRIGERANT OIL ADDING