HVAC System - Climate Control System-General Information: Other Ford Econoline E250

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 on vehicles equipped with a 6.0L engine only.

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 relay prior to cranking of the engine. The A/C 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.

The Refrigerant Cycle

During stabilized conditions (air conditioning system shutdown), the refrigerant is in a vaporized state and pressures are equal throughout the system. When the A/C compressor (19703) 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 condenser core (19712).

The 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 condenser core and enters the inlet side of the evaporator core orifice (19D990).

The evaporator core orifice is the restriction system that creates the high pressure buildup 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 evaporator core, it absorbs heat from the passenger compartment airflow passing over the plate/fin sections of the 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 (19C836) 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 A/C cycling switch (19E561) interrupts compressor operation before the external temperature of the evaporator core gets low enough to cause the condensed water vapor (excess humidity) to turn to ice. It does this by monitoring low side line pressure. It is known that a refrigerant pressure of approximately 210 kPa (30 psi) will yield an operating temperature of 0°C (32°F). The A/C cycling switch controls system operation in an effort to maintain this 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 pressure relief valve (19D644) will open and vent refrigerant to relieve unusually high system pressure.

Scheme 38

Scheme 39

When MAX A/C is selected

1. The recirculation air duct door is at full vacuum, closing off outside air and admitting only recirculated air.
2. The floor/panel door and the floor/defrost door are at the full vacuum position, directing airflow to the A/C register (19893).
3. The temperature is usually set for maximum cold but may be heated if desired.
4. Air will be picked up at the recirculation opening by the blower motor (19805). With the A/C control set for maximum cold, airflow across the evaporator core (19860) will be diverted past the heater core (18476) and then directed into the passenger compartment through the instrument panel A/C register. There is also some airflow to the side window demisters.
5. The A/C compressor (19703) will be enabled when MAX A/C is selected.
6. The blower motor is on.

Scheme 40

When NORM A/C is selected

1. The recirculation air duct door is in the no vacuum position, blocking recirculated air and admitting outside air.
2. The floor/panel door and the floor/defrost door are at the full vacuum position, directing airflow to the instrument panel A/C registers.
3. The temperature may be raised if desired.
4. The A/C compressor will be enabled when NORM A/C is selected.
5. The blower motor is on.

Scheme 41

When VENT is selected

1. The recirculation air duct door is in the no vacuum position, blocking recirculated air and admitting outside air.
2. The floor/panel door and the floor/defrost door are at the full vacuum position, 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 be disabled when VENT is selected.
5. The blower motor is on.

Scheme 42

When OFF is selected

1. The recirculation air duct door is at full vacuum, closing off outside air and admitting only recirculated air.
2. The floor/panel door is in the no vacuum position, closing the passage to the instrument panel A/C registers.
3. The floor/defrost door is at full vacuum, closing the passages to the windshield defroster hose nozzle.
4. The blower motor and the A/C compressor are off.

Scheme 43

When FLOOR is selected

1. The recirculation air duct door is in the no vacuum position, blocking recirculated air and admitting outside air.
2. The floor/panel door is in the no vacuum position, blocking air circulation to the instrument panel A/C registers.
3. The floor/defrost door is in the full vacuum position, directing all airflow to the heater outlet floor duct.
4. The temperature can be adjusted to mix air flowing through and around the heater core to achieve the desired temperature level.
5. The A/C compressor will be disabled when FLOOR is selected.
6. The blower motor is on.

Scheme 44

When MIX is selected

1. The recirculation air duct door is in the no vacuum position blocking recirculated air and admitting outside air.
2. The floor/panel door is in the no vacuum position, blocking air circulation to the instrument panel A/C registers.
3. The floor/defrost door is in the partial vacuum position, allowing airflow to both the windshield defroster hose nozzle and the heater outlet floor duct. There is also some airflow to the side window demisters.
4. The A/C compressor will be enabled when MIX is selected to dehumidify the air and reduce windshield fogging.
5. The blower motor is on.

Scheme 45

When DEFROST is selected

1. The recirculation air duct door is in the no vacuum position, admitting outside air.
2. Both the floor/defrost door and the floor/panel door are in the no vacuum position so that most of the incoming air is directed to the windshield defroster hose nozzle. There is also airflow to the side window demisters.
3. The temperature setting will determine the amount of air that is directed through the heater core and the amount that bypasses the heater core.
4. The A/C compressor will be enabled when DEFROST is selected to dehumidify the air and reduce windshield fogging.
5. The blower motor is on.

Refer to the appropriate SYSTEM WIRING DIAGRAMS article for schematic and connector information.

SPECIAL TOOL(S)

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1. Verify the customer's concern by operating the climate control system to duplicate the condition.
2. Inspect to determine if one of the following mechanical or electrical concerns apply: VISUAL INSPECTION CHART a A leak in the vacuum control circuit may occur during acceleration (show leak), may exist at all times (large leak), and may exist only when specific functions are selected (indicating a leak in that portion of the circuit). The vacuum hoses used in the passenger compartment control circuit are constructed Hytrel® because of the materials used, never pinch the vacuum hoses off during diagnosis to locate a leak. A wood golf tee can be used as a plug when it is necessary to plug one end of the vacuum hose for leak test purposes.
3. As pinpoint tests and measurements 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 a scan tool to the data link connector and select the vehicle to be tested from the scan tool menu. If the scan 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 scan tool still does not allow with the vehicle selection to be entered, refer to the scan tool manual.
7. Carry out the DATA LINK DIAGNOSTIC TEST using the scan tool. If the scan tool responds with: SCP+, SCP-, or UBP CIRCUITS FAULT = ALL ECUS NO RESP/NOT EQUIP, refer to «MODULE COMMUNICATIONS NETWORK»(ref-210196) to diagnose the network concern. If the powertrain control module (PCM) (12A650) is not listed for a communication concern, turn the A/C controls to OFF and carry out the self-test diagnostics for the PCM.
8. If any PCM diagnostic trouble codes (DTCs) are retrieved and related to the concern, go to the «DIAGNOSTIC TROUBLE CODE (DTC) INDEX»(ref-210167-S37378167252005121400000) to continue diagnostics.
9. If no DTCs related to the concern are retrieved, GO to «SYMPTOM CHART»(ref-210167-S20347442052005121400000) to continue diagnostics.

DIAGNOSTIC TROUBLE CODE (DTC) INDEX

DIAGNOSTIC TROUBLE CODE (DTC) INDEX

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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 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 inlet and outlet hose to see if they are hot. If the inlet hose is not hot: The thermostat is not working correctly. If the outlet hose is not hot: The heater core may have an air pocket. The heater core may be restricted or plugged.

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.

Spring Lock Coupling

SPECIAL TOOL(S)

Scheme 62

MATERIAL

MATERIAL SPECIFICATION CHART

Disconnect

1. Remove the spring lock coupling clip (19E746), if equipped.
2. Push the tool into the cage opening to release the female fitting from the spring lock coupling spring (19E576) and pull the fitting apart. Remove the O-ring seals using a non-metallic tool.
3. Remove the spring lock coupling spring with a small hooked wire.

Scheme 63

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Scheme 65

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 SIZE SPECIFICATION Coupling Size Pad Size 3/8 inch 25 x 50 mm (1 x 2 inch) 1/2 inch 25 x 50 mm (1 x 2 inch) 5/8 inch 25 x 76 mm (1 x 3 inch) 3/4 inch 25 x 102 mm (1 x 4 inch)
3. Assemble the pad to the tool.
4. Coat the abrasive pad with mineral oil.
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.

Scheme 66

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Scheme 68

1. Install the spring lock coupling spring.
2. Lubricate the inside of the coupling with PAG oil.
3. Install the O-ring seals. Lubricate the O-ring seals with PAG oil.
4. Connect the spring lock coupling fittings with a twisting motion until the spring lock coupling spring snaps over the flared end of the female fitting.
5. Install the spring lock coupling clip.

Heater Hose Coupling

SPECIAL TOOL(S)

Scheme 69

Scheme 70

1. Depressurize the engine cooling system.
2. Push the heater water hose toward the tube to fully expose the locking tabs.
3. Push the special tool over the coupling retainer windows to compress the retainer locking tabs.
4. Pull the heater water hose away from the heater core tube.
5. Plug the heater water hose.
6. Remove the white coupling retainer from the tube.
7. Spread the retainer tabs apart and slide the retainer off the tube.
8. Discard the retainer.

Scheme 71

Scheme 72

1. Clean the tubes and lubricate with plain water.
2. Install a new coupling retainer, spacer, and lubricated O-ring seals into the quick disconnect coupling housing.
3. Push the heater water hose with a quick disconnect coupling onto the tube.
4. Make sure the coupling is fully engaged by lightly pulling on the heater water hose.

Refrigerant System Tests

SPECIAL TOOL(S)

Scheme 73

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 .

Scheme 74

Scheme 75

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»(ref-210167-S09758105752005121400000) .

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.

Scheme 76

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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»(ref-210167-S09758105752005121400000) .

Electronic Leak Detection

SPECIAL TOOL(S)

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1. Using a circular motion, leak test all fittings in 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»(ref-210167-S10740780802005121400000) . Repair the system. Test the system for normal operation.

Fluorescent Dye Leak Detection

SPECIAL TOOL(S)

Scheme 80

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 81

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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»(ref-210167-S10740780802005121400000) .
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»(ref-210167-S10740780802005121400000) .
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.

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 83

Scheme 84

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.

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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.

Air Conditioning (A/C) System Recovery, Evacuation and Charging

SPECIAL TOOL(S)

Scheme 90

MATERIAL

MATERIAL SPECIFICATION CHART

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»(ref-210167-S41727085562005121400000) .
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 two 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 two 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 five minutes to make sure that the system vacuum is held. If vacuum is not held for five 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 five minutes to make sure that the system vacuum is held. If vacuum is not held for five 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»(ref-210167-S35037995752005121400000) .
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»(ref-210167-S35037995752005121400000) .
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.

Refrigerant Oil Adding

SPECIAL TOOL(S)

Scheme 91

MATERIAL

MATERIAL SPECIFICATION CHART

1. Refer to the chart below for refrigerant oil adding amounts and methods of installation. COMPONENT SPECIFICATION Component PAG Oil Amount Method of Adding A/C compressor See heading below Add directly to A/C compressor before installation Suction accumulator or receiver/drier See heading below Add directly to suction accumulator inlet port or inject to low-side service port during system charging Evaporator core 89 ml (3 ounces) added to the amount collected during refrigerant recovery Add directly to evaporator core inlet tube or inject to low-side service port during system charging Condenser core 60 ml (2 ounces) added to the amount collected during refrigerant recovery Add directly to condenser core inlet or inject to low-side service port during system charging Evaporator core orifice or thermostatic expansion valve 60 ml (2 ounces) added to the amount collected during refrigerant recovery Inject to low-side service port during system charging A/C pressure relief valve 60 ml (2 ounces) added to the amount collected during refrigerant recovery Inject to low-side service port during system charging Refrigerant hose/line 60 ml (2 ounces) added to the amount collected during refrigerant recovery (1) Inject to low-side service port during system charging O-ring leak repair 60 ml (2 ounces) added to the amount collected during refrigerant recovery (2) Inject to low-side service port during system charging Service port leak repair 60 ml (2 ounces) added to the amount collected during refrigerant recovery Inject to low-side service port during system charging (1) If and excessive amount of refrigerant oil is lost due to a hose rupture/separation or other damage, the total system refrigerant oil capacity must be added. (2) The amount specified may be used for one or multiple O-ring leak repairs. Do not multiply the refrigerant oil amount by the number of O-ring leaks being repaired.

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 92

Scheme 93

1. Evacuate the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-210167-S10740780802005121400000) .
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»(ref-210167-S10740780802005121400000) .

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»(ref-210167-S37235028452005121400000) .
4. Dispose of the contaminated refrigerant in accordance with all federal, state and local regulations.

Vacuum Hose Repair - Mini-Tube

SPECIAL TOOL(S)

Scheme 94

Scheme 95

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.

Air Conditioning (A/C) Odor Treatment

SPECIAL TOOL(S)

Scheme 96

MATERIAL

MATERIAL SPECIFICATION CHART

A/C Odor Treatment

Note. There are typically four types of objectionable odors found in a vehicle: Chemical odors Environmental odors Human and other interior-generated odors Microbiological odors

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

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.

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.

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.

Microbiological odors, if in the A/C system, usually last for about thirty 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 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. Form seals.
2. Rubber seals.
3. Adhesives.
4. Standing water.
5. Water soaked carpet/trim.