HVAC Control System - General Information: Other Ford Escape I рестайлинг

Manual Climate Control System

The manual climate control system heats or cools the vehicle interior depending on the position of the function selector switch and the temperature selected. The position of the function selector switch determines heating or cooling and air distribution. The temperature control setting determines air temperature.

The blower motor switch

1. sets the blower motor speed.
2. directs the blower motor path to ground through the blower motor resistor to allow blower motor operation in LO, M2 (medium-low) and M1 (medium-high).
3. gives the blower motor a direct path to ground through the blower motor switch, which allows the blower motor to operate in HI.

The temperature control switch actuates a cable attached directly to the temperature blend door located in the heater core housing.

The function selector switch

1. determines where the system airflow is directed.
2. enables blower motor operation.
3. combines a vacuum with 2 electrical switches.
4. supplies power to the A/C clutch circuit in the MAX A/C, A/C, FLOOR/DEFROST and DEFROST positions.

MAX A/C

When MAX A/C is selected

1. The air inlet blend door is at full vacuum, closing off outside air and allowing only recirculated air.
2. The defrost blend door is at full vacuum while the footwell blend door is at no vacuum, closing both doors.
3. The vent/register blend door is at partial vacuum, directing airflow to the driver side, passenger side and center registers.
4. Temperature control is usually set for maximum cold but may be heated if selected.
5. Air is picked up at the recirculation opening by the blower motor. With the temperature control set for maximum cold, air flows across the A/C evaporator core, diverting past the heater core, and is then directed into the passenger compartment through the driver side, passenger side and center registers.
6. The A/C compressor is enabled.
7. The blower motor is ON.

When A/C is selected

1. The air inlet blend door is at no vacuum, blocking the recirculation passage and admitting outside air.
2. All other door positions are the same as described under MAX A/C.
3. The temperature setting can be changed manually.
4. The A/C compressor is enabled.
5. The blower motor is ON.

PANEL

When PANEL is selected

1. The air inlet blend door, with no vacuum being applied, blocks recirculated air and allows outside air. Air flows through the system to the driver, passenger and center registers.
2. The vent/register blend door is at partial vacuum to direct airflow to the driver, passenger and center registers.
3. The defrost blend door is at full vacuum and the defrost airflow door is at no vacuum, closing off airflow to the windshield defroster hose nozzles and footwell ducts.
4. The temperature setting can be changed manually to heat the air, but air cannot be cooled below the outside temperature.
5. The A/C compressor is disabled when VENT is selected.
6. The blower motor is ON.

PANEL/FLOOR

When PANEL/FLOOR is selected

1. The air inlet blend door is at no vacuum, blocking the recirculation passage and allowing outside air.
2. The footwell blend door and the panel airflow door are in the full vacuum position, allowing airflow to blend between the panel vents and the footwell ducts.
3. The defrost airflow door is at full vacuum, closing off airflow to the windshield defroster hose nozzle and directing airflow to the heater outlet footwell duct.
4. The A/C compressor is disabled.
5. The blower motor is ON.

OFF

When OFF is selected

1. The air inlet blend door is at full vacuum, closing off outside air and allowing only recirculated air.
2. The vent/register blend door and the defrost, footwell and blend airflow doors are at no vacuum, closing off the passages to the driver, passenger and center registers.
3. The blower motor and the A/C compressor are off.

FLOOR

When FLOOR is selected

1. The air inlet blend door is at no vacuum, blocking recirculated air and allowing outside air.
2. The footwell airflow door is at the full vacuum position, opening the door and allowing airflow through the footwell ducts.
3. The defrost airflow door and the vent/register blend door are in the no vacuum position, closing off airflow to the windshield defroster hose nozzles and driver, passenger and center registers.
4. The temperature control can be positioned to mix air flowing through and around the heater core to achieve the selected temperature level.
5. The A/C compressor is disabled.
6. The blower motor is ON.

FLOOR/DEFROST

When FLOOR/DEFROST is selected

1. The air inlet blend door is in the no vacuum position, blocking recirculated air and allowing outside air.
2. The footwell blend door is at full vacuum allowing air to flow through the footwell ducts.
3. The defrost blend door is at no vacuum, allowing airflow to both the windshield defroster hose nozzle and side window demister hose nozzle ducts.
4. The vent/register blend door is at no vacuum.
5. The A/C compressor is enabled to dehumidify the air and reduce windshield fogging.
6. The blower motor is on.

DEFROST

When DEFROST is selected

1. The air inlet blend door is at no vacuum, allowing outside air to enter the system.
2. The defrost blend door is at no vacuum, directing the airflow to the windshield through the defroster ducts and the side windows through the demister ducts.
3. The panel airflow door and the footwell airflow door are at no vacuum, so that most of the incoming air is directed to the windshield defroster hose nozzle. There is also airflow to the side window demister and hose.
4. The temperature control knob setting determines the amount of air that is directed through the heater core and the amount that bypasses the heater core.
5. The A/C compressor is enabled to dehumidify the air and reduce windshield fogging.
6. The blower motor is on.

Air Distribution

There are 2 sources of air available to the air distribution system

1. Outside air
2. Recirculated air

Recirculated air is only used when the manual climate control mode selector is set in the MAX A/C or OFF modes.

Air distribution within the vehicle is determined by the function selector switch position. Air flow control doors are used to direct air flow within the A/C evaporator housing and heater. Vacuum control motors are used to position these air flow control doors.

The air distribution system is designed to provide air flow from the defrost nozzle when no vacuum is applied to any of the vacuum control motors. This is done to prevent a situation where defrost cannot be obtained due to a system vacuum leak.

Air enters the passenger compartment from the

1. instrument panel register.
2. heater outlet floor duct.
3. windshield defroster hose nozzle.
4. side window demisters.
5. rear footwell duct.

Passenger compartment air is exhausted from the vehicle through open windows or through the air extractors located in the rear of the vehicle.

Refrigerant System Dye

Fluorescent refrigerant system dye is added to the refrigerant system at the factory to assist in refrigerant system leak diagnosis using an 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. New suction accumulators are shipped with a fluorescent dye wafer included in the desiccant bag which dissolves 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 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. For additional information, refer to FLUORESCENT DYE LEAK DETECTION .

Manual Climate Control

The manual climate control components are used to select

1. air inlet source (outside or recirculated).
2. blower motor speed.
3. discharge air temperature (temperature blend).
4. discharge air location (defrost, panel, floor).
5. A/C compressor operation.

Control System Inputs

The climate control assembly has 3 system control inputs.

Function Selector Switch

The function selector switch combines a vacuum selector valve that determines air distribution and an electrical switch to supply battery voltage to the A/C compressor circuit and the blower motor circuit. When the function selector switch is in the MAX A/C, A/C, FLOOR/DEFROST or DEFROST positions, the A/C compressor will be operational. The function selector switch can be replaced separately from the climate control head unit.

Temperature Control Switch

The temperature control switch setting determines air temperature. Temperature selection is accomplished through a cable connected to the temperature blend door. Movement of the temperature control switch from COOL (blue) to WARM (red) causes a corresponding movement of the temperature blend door and determines the air discharge temperature that the air distribution system will maintain. The temperature control switch can be replaced separately from the climate control head unit.

Blower Motor Switch

The blower motor switch controls blower motor speed by adding or bypassing resistors in the blower motor switch resistor in all function selector switch positions except OFF. The blower motor switch can be replaced separately from the climate control head unit.

Blower Motor Resistor

The blower motor resistor

1. is located on the evaporator core housing behind the glove compartment.
2. has 3 resistor elements mounted on the resistor board to provide 4 blower motor speeds.
3. depending on the blower motor switch position, series resistance is added or bypassed in the blower motor circuit to decrease or increase the blower motor speed.
4. has an overheating device (thermal limiter) that will open the resistor coil when the temperature reaches approximately 184°C (363°F), interrupting the blower motor operation in all speeds except high.
5. is replaced as an assembly. The thermal limiter cannot be reset and cannot be repaired.

Temperature Blend Door Actuator

The temperature blend door actuator

1. is connected between the temperature control switch and the temperature blend door.
2. moves the temperature blend door on the command of the temperature control switch.

Vacuum Control Motors

The vacuum control motors

1. direct system airflow to the vehicle interior as determined by the function selector switch.

Climate Control System

Refer to the appropriate wiring diagrams, AIR CONDITIONING (ESCAPE) or AIR CONDITIONING (MARINER) for schematic and connector information.

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 the 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 used.

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 greater than 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 engine cranking. 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.

The Refrigerant Cycle

During stabilized conditions (A/C system shutdown), 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 condenser core.

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.

The evaporator core orifice is the restriction in the refrigerant system that creates the low pressure drop in the evaporator 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 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 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 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 the system pressure becomes too high. When the A/C compressor discharge pressure rises, the A/C high pressure cutoff switch contacts open, disengaging the A/C compressor. When the pressure drops, the contacts close to allow operation of the A/C compressor.

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

Scheme 127

Possible Causes

1. vacuum hose(s) restricted or broken
2. vacuum control motor
3. airflow control door(s)
4. function selector switch
5. A/C vacuum check valve
6. A/C vacuum reservoir tank
7. stuck or bound linkage or blend door

1. engine cooling system
2. temperature control switch
3. temperature control cable

Scheme 128

Scheme 129

1. B1 CHECK FOR CORRECT ENGINE COOLANT LEVEL Key in OFF position. Check the engine coolant level when the engine is hot and cold. Is the engine coolant at the correct level (hot/cold) in the radiator coolant recovery reservoir? Yes : GO to B2. No : GO to B3 .
2. B2 CHECK FOR HOT WATER TO THE HEATER CORE INLET HOSE WARNING: The heater core hoses will become too hot to handle and may cause serious burns if the system is working correctly. Allow the engine to reach a normal operating temperature. Feel the heater core inlet hose. Is the heater core inlet hose too hot to handle? Yes : GO to B4 . No : REFER to «ENGINE COOLING - (EXCEPT HYBRID)»(ref-232207) .
3. B3 CHECK THE COOLANT SYSTEM INCLUDING THE RADIATOR CAP FOR LEAKS Fill the engine cooling system to the specified level. Pressure check the engine cooling system; refer to «ENGINE COOLING - (EXCEPT HYBRID)»(ref-232207) . It is not necessary to check components separately at this time. Does the engine cooling system, including the radiator cap, hold pressure? Yes : GO to B4. No : PRESSURE TEST the heater core. REFER to the «COMPONENT TESTS»(ref-232279-S38495380382006051600000) . REPAIR as necessary.
4. B4 CHECK THE HEATER CORE OUTLET HOSE FOR HOT WATER Allow the engine to reach a normal operating temperature. Feel the heater core outlet hose. Is the heater core outlet hose warm or hot? Yes : GO to «PINPOINT TEST F»(ref-232279-S04852171902006051600000) . No : TEST the heater core for a plugged or partially plugged condition. REFER to the «COMPONENT TESTS»(ref-232279-S38495380382006051600000) .

1. circuit 57 (BK) open
2. circuit 198 (DG/OG) open or short to ground
3. circuit 321 (GY/WH) open
4. circuit 331 (PK/YE) open
5. circuit 347 (BK/YE) open or short to power
6. circuit 348 (VT) open or short to ground
7. circuit 361 (RD) open
8. circuit 441 (RD/YE) open or short to ground
9. circuit 570 (BK/WH) open
10. circuit 883 (PK/LB) open
11. A/C cycling switch
12. dual pressure switch
13. A/C clutch solenoid
14. A/C compressor clutch
15. A/C clutch relay
16. PCM
17. function selector switch

Scheme 130

Scheme 131

Scheme 132

Scheme 133

Scheme 134

Scheme 135

Scheme 136

Scheme 137

Scheme 138

Scheme 139

Scheme 140

Scheme 141

Scheme 142

Scheme 143

1. C1 CHECK THE A/C CYCLING SWITCH PID WITH THE A/C ON Connect the scan tool. Key in ON position. Turn the function selector switch to the MAX A/C position. Enter the following diagnostic mode on the scan tool: PCM PIDs. Monitor the PCM A/C cycling switch PID. Does the PCM A/C cycling switch PID read ON? Yes : GO to C3 . No : GO to C2.
2. C2 CHECK THE REFRIGERANT PRESSURE Key in OFF position. Connect the manifold set to the service ports. Is the pressure 345-1,724 kPa (50-250 psi)? Yes : GO to C9 . No : CHECK the system for refrigerant leaks. Refer to «ELECTRONIC LEAK DETECTION»(ref-232279-S41493471222006051600000) or «FLUORESCENT DYE LEAK DETECTION»(ref-232279-S41971057352006051600000) .
3. C3 CHECK CIRCUIT 321 (GY/WH) FOR POWER Disconnect: A/C Clutch Field Coil C100. Key in ON position. Turn the function selector switch to the MAX A/C position. Measure the voltage between the A/C clutch field coil C100-A, circuit 321 (GY/WH), harness side and ground. Is the voltage greater than 10 volts? Yes : GO to C4. No : GO to C5 .
4. C4 CHECK CIRCUIT 57 (BK) FOR AN OPEN Key in OFF position. Measure the resistance between the A/C clutch field coil C100-B, circuit 57 (BK), harness side and ground. Is the resistance less than 5 ohms? Yes : INSTALL a new A/C clutch field coil. REFER to «HVAC SYSTEM - AIR CONDITIONING»(ref-232213) . No : REPAIR the circuit. TEST the system for normal operation.
5. C5 CHECK CIRCUIT 883 (PK/LB) FOR POWER Key in OFF position. Disconnect: A/C Clutch Relay C1008. Measure the voltage between the A/C clutch relay C1008-3, circuit 883 (PK/LB), harness side and ground. Is the voltage greater than 10 volts? Yes : GO to C6. No : REPAIR the circuit. TEST the system for normal operation.
6. C6 CHECK CIRCUIT 361 (RD) FOR POWER Key in ON position. Measure the voltage between the A/C clutch relay C1008-1, circuit 361 (RD), harness side and ground. Is the voltage greater than 10 volts? Yes : GO to C7. No : REPAIR the circuit. TEST the system for normal operation.
7. C7 CHECK THE A/C COMPRESSOR CLUTCH RELAY Carry out the A/C clutch relay component test. Refer to «COMPONENT TESTING»(ref-233779-S09018364912006052700000) . Is the relay OK? Yes : GO to C8. No : INSTALL a new A/C clutch relay. TEST the system for normal operation.
8. C8 CHECK CIRCUIT 331 (PK/YE) FOR AN OPEN Key in OFF position. Disconnect: PCM C175b. Measure the resistance between the A/C clutch relay C1008-2, circuit 331 (PK/YE), harness side and the PCM C175b-25, circuit 331 (PK/YE), harness side. Is the resistance less than 5 ohms? Yes : GO to C18 . No : REPAIR the circuit. TEST the system for normal operation.
9. C9 CHECK CIRCUIT 198 (DG/OG) FOR POWER Disconnect: PCM C175b. Key in ON position. TURN the function selector switch to the MAX A/C position. Measure the voltage between the PCM C175b-15, circuit 198 (DG/OG), harness side and ground. Is the voltage greater than 10 volts? Yes : GO to C12 . No : GO to C10.
10. C10 CHECK CIRCUIT 198 (DG/OG) FOR AN OPEN OR A SHORT TO GROUND Key in OFF position. Disconnect: Dual Pressure Switch C1062. Measure the resistance between the dual pressure switch C1062-1, circuit 198 (DG/OG), harness side and the PCM C175-15, circuit 198 (DG/OG), harness side; and between the dual pressure switch C1062-1 circuit 198 (DG/OG), harness side and ground. Is the resistance less than 5 ohms between the components, and greater than 10,000 ohms to ground? Yes : GO to C11. No : REPAIR the circuit. TEST the system for normal operation.
11. C11 CHECK CIRCUIT 441 (RD/YE) FOR POWER Key in ON position. TURN the function selector switch to the MAX A/C position. Measure the voltage between the dual pressure switch C1062-4, circuit 441 (RD/YE), harness side and ground. Is the voltage greater than 10 volts? Yes : INSTALL a new dual pressure switch. REFER to «HVAC SYSTEM - AIR CONDITIONING»(ref-232213) . TEST the system for normal operation. No : GO to C14 .
12. C12 CHECK CIRCUIT 570 (BK/WH) FOR AN OPEN Key in OFF position. Disconnect: Dual Pressure Switch C1062. Measure the resistance between the dual pressure switch C1062-3, circuit 570 (BK/WH), harness side and ground. Is the resistance less than 5 ohms? Yes : GO to C13. No : REPAIR the circuit. TEST the system for normal operation.
13. C13 CHECK CIRCUIT 347 (BK/YE) FOR AN OPEN OR A SHORT TO GROUND Measure the resistance between the dual pressure switch C1062-2, circuit 347 (BK/YE), harness side and the PCM C175b-26, circuit 347 (BK/YE), harness side; and between the dual pressure switch C1062-2 circuit 347 (BK/YE), harness side and ground. Is the resistance less than 5 ohms between the components, and greater than 10,000 ohms to ground? Yes : GO to C14. No : REPAIR the circuit. TEST the system for normal operation.
14. C14 CHECK CIRCUIT 348 (VT) FOR POWER Key in OFF position. Disconnect: A/C Cycling Switch C130. Key in ON position. Measure the voltage between the A/C cycling switch C130-1, circuit 348 (VT), harness side and ground. Is the voltage greater than 10 volts? Yes : GO to C15. No : GO to C16 .
15. C15 CHECK CIRCUIT 441 (RD/YE) FOR AN OPEN OR A SHORT TO GROUND Key in OFF position. Measure the resistance between the dual pressure switch C1062-4, circuit 441 (RD/YE), harness side and the A/C cycling switch C130-4, circuit 441 (RD/YE), harness side; and between the dual pressure switch C1062-4 circuit 441 (RD/YE), harness side and ground. Is the resistance less than 5 ohms between the components, and greater than 10,000 ohms to ground? Yes : INSTALL a new A/C cycling switch. Refer to «HVAC SYSTEM - AIR CONDITIONING»(ref-232213) . TEST the system for normal operation. No : REPAIR the circuit. TEST the system for normal operation.
16. C16 CHECK CIRCUIT 348 (VT) FOR AN OPEN OR A SHORT TO GROUND Key in OFF position. Measure the resistance between the function selector switch C294a-4, circuit 348 (VT), harness side and the A/C cycling switch C130-1, circuit 348 (VT), harness side; and between the function selector switch C294a-4 circuit 348 (VT), harness side and ground. Is the resistance less than 5 ohms between the components, and greater than 10,000 ohms to ground? Yes : GO to C17. No : REPAIR the circuit. TEST the system for normal operation.
17. C17 CHECK FOR POWER TO THE FUNCTION SELECTOR SWITCH Key in OFF position. Disconnect: Function Selector Switch C294a. Key in ON position. Measure the voltage between the function selector switch C294a-2, circuit 41 (BK/LB), harness side and ground. Is the voltage greater than 10 volts? Yes : INSTALL a new function selector switch. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation. No : REPAIR the circuit. TEST the system for normal operation.
18. C18 CHECK FOR CORRECT PCM OPERATION Disconnect all PCM connectors. Check for: corrosion pushed-out pins Connect all PCM connectors and make sure they seat correctly. Operate the system and verify the concern is still present. Is the concern still present? Yes : INSTALL a new PCM. REFER to «ELECTRONIC ENGINE CONTROLS - 2.3L»(ref-232211) or «ELECTRONIC ENGINE CONTROLS - 3.0L (4V)»(ref-232276) . TEST the system for normal operation. No : The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. CLEAR the DTCs. REPEAT the self-test.

1. circuit 198 (DG/OG) short to power
2. circuit 321 (GY/WH) short to power
3. circuit 331 (PK/YE) short to ground
4. circuit 348 (VT) short to power
5. circuit 441 (RD/YE) short to power
6. A/C clutch relay
7. A/C compressor clutch
8. function selector switch
9. PCM

Scheme 144

Scheme 145

1. D1 RETRIEVE AND RECORD THE DTCS FROM THE CONTINUOUS AND ON DEMAND SELF-TEST-PCM Connect the scan tool. Make sure the function selector switch is in the OFF position. Key in ON position. Enter the following diagnostic mode on the scan tool: PCM Self-Test. Retrieve and document the continuous DTCs. Is DTC P1464 retrieved? Yes : GO to D2. No : GO to D7 .
2. D2 CHECK THE A/C CYCLING SWITCH PID WITH THE A/C OFF Enter the following diagnostic mode on the scan tool: PCM PIDs. Turn the function selector switch to the OFF position. Monitor the PCM A/C cycling switch PID. Does the PCM A/C cycling switch PID read ON? Yes : GO to D3. No : GO to D7 .
3. D3 CHECK FOR A FALSE INPUT SIGNAL TO THE PCM Key in OFF position. Disconnect: PCM C175b. Key in ON position. Turn the function selector switch to the OFF position. Measure the voltage between the PCM C175b-15, circuit 198 (DG/OG), harness side and ground. Is the voltage greater than 10 volts? Yes : GO to D4. No : GO to D6 .
4. D4 CHECK THE FUNCTION SELECTOR SWITCH FOR A SHORT TO POWER Key in OFF position. Disconnect: Function Selector Switch C294a. Key in ON position. Enter the following diagnostic mode on the scan tool: PCM PIDs. Does the PCM A/C cycling switch PID read ON? Yes : GO to D5. No : INSTALL a new function selector switch. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation.
5. D5 CHECK CIRCUIT 348 (VT) FOR A SHORT TO POWER Key in OFF position. Disconnect: A/C Cycling Switch C130. Key in ON position. Enter the following diagnostic mode on the scan tool: PCM PIDs. Does the PCM A/C cycling switch PID read ON? Yes : GO to D6. No : REPAIR the circuit. TEST the system for normal operation.
6. D6 CHECK CIRCUIT 198 (DG/OG) FOR A SHORT TO POWER Key in OFF position. Disconnect: Dual Pressure Switch C1062. Key in ON position. Enter the following diagnostic mode on the scan tool: PCM PIDs. Does the PCM A/C cycling switch PID read ON? Yes : REPAIR circuit 198 (DG/OG). TEST the system for normal operation. No : REPAIR circuit 441 (RD/YE). TEST the system for normal operation.
7. D7 CHECK FOR A SHORTED A/C CLUTCH RELAY Disconnect: A/C Clutch Relay C1008. Start the vehicle. Observe the A/C compressor. Is the A/C compressor clutch engaged? Yes : CONNECT the A/C relay. GO to D11 . No : GO to D8.
8. D8 CHECK A/C CLUTCH RELAY Carry out the A/C clutch relay component test. Refer to «COMPONENT TESTING»(ref-233779-S09018364912006052700000) for component testing. Is the A/C clutch relay OK? Yes : GO to D9. No : INSTALL a new A/C clutch relay. TEST the system for normal operation.
9. D9 CHECK CIRCUIT 331 (PK/YE) FOR A SHORT TO GROUND Key in OFF position. Disconnect: PCM C175b. Measure the resistance between the A/C clutch relay C1008-2, circuit 331 (PK/YE), harness side and ground. Is the resistance less than 5 ohms? Yes : REPAIR the circuit. TEST the system for normal operation. No : GO to D10.
10. D10 CHECK FOR CORRECT PCM OPERATION Disconnect all PCM connectors. Check for: corrosion pushed-out pins Connect all PCM connectors and make sure they seat correctly. Operate the system and verify the concern is still present. Is the concern still present? Yes : INSTALL a new PCM. REFER to «ELECTRONIC ENGINE CONTROLS - 2.3L»(ref-232211) or «ELECTRONIC ENGINE CONTROLS - 3.0L (4V)»(ref-232276) . TEST the system for normal operation. No : The system is operating correctly at this time. The concern may have been caused by a loose or corroded connector. CLEAR the DTCs. REPEAT the self-test.
11. D11 CHECK CIRCUIT 321 (GY/WH) FOR A SHORT TO POWER Key in OFF position. Disconnect: A/C Clutch Field Coil C100. Key in ON position. Measure the voltage between the A/C clutch field coil C100-1, circuit 321 (GY/WH), harness side and ground. Is the voltage greater than 10 volts? Yes : REPAIR the circuit. TEST the system for normal operation. No : CHECK the clutch air gap. REFER to «AIR CONDITIONING (A/C) CLUTCH AIR GAP ADJUSTMENT»(ref-232279-S03980877132006051600000) .

1. temperature control switch
2. temperature blend door actuator cable
3. heater core
4. stuck or bound temperature blend door

Scheme 146

Scheme 147

1. E1 CHECK THE HEATER TEMPERATURE CABLE SYSTEM Allow the engine to reach a normal operating temperature. Set the function selector switch to the MAX A/C position. Adjust the temperature control switch to full COOL (left) and check for cool air discharge. Adjust the temperature control switch to full WARM (right) and check for warm air discharge. Vary the temperature control switch from full WARM to full COOL. Did the air temperature change? Yes : The system is fully functional. No : GO to E2.
2. E2 CHECK FOR A DISCONNECTED TEMPERATURE BLEND DOOR ACTUATOR CONTROL Inspect the temperature blend door actuator control cable installation on the heater core housing. Verify that it is in mid-position, fully seated on the shaft, and correctly located on the housing. Refer to «CONTROL COMPONENTS»(ref-232280) . Is the temperature blend door actuator control cable fully seated on the shaft, in the mid-position, and correctly located on the housing? Yes : GO to E3. No : CONNECT the temperature blend door actuator control cable correctly. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation.
3. E3 CHECK THE TEMPERATURE BLEND DOOR ACTUATOR CONTROL CABLE OPERATION Rotate the temperature control switch from full WARM to full COOL while observing the heater temperature cable. Is there corresponding movement from full warm to full cold between the temperature control switch and the heater temperature cable at the heater core housing? Yes : INSTALL a new heater core housing due to a damaged air temperature blend door. REFER to «HEATING AND VENTILATION»(ref-232228) . TEST the system for normal operation. No : GO to E4.
4. E4 CHECK THE TEMPERATURE CONTROL OPERATION Inspect the temperature blend door actuator control cable installation on the temperature control switch. Is the temperature blend door actuator control cable connected? Yes : GO to E5. No : CONNECT the temperature blend door actuator control cable. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation.
5. E5 CHECK THE TEMPERATURE CONTROL SWITCH Rotate the temperature control switch from full WARM to full COOL while observing the heater temperature cable. Is there corresponding movement from full warm to full cold between the temperature control switch and the heater temperature cable at the temperature control switch? Yes : INSTALL a new heater temperature cable. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation. No : INSTALL a new temperature control switch. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation.

1. circuit 41 (BK/LB) open
2. circuit 57 (BK) open
3. circuit 87 (TN/YE) open
4. circuit 261 (OG/BK) open
5. circuit 399 (BN/YE) open or short to ground
6. blower motor switch
7. blower motor
8. blower motor relay
9. function selector switch

Scheme 148

Scheme 149

Scheme 150

Scheme 151

Scheme 152

Scheme 153

Scheme 154

Scheme 155

Scheme 156

1. F1 CHECK CIRCUIT 87 (TN/YE) FOR POWER Key in OFF position. Disconnect: Blower Motor C2066. Key in ON position. Position the function selector switch in any position except OFF. Measure the voltage between the blower motor C2066-1, circuit 87 (TN/YE), harness side and ground. Is the voltage greater than 10 volts? Yes : GO to F2. No : GO to F3 .
2. F2 CHECK CIRCUIT 261 (OG/BK) FOR AN OPEN Key in OFF position. Position the blower motor switch on high. Measure the resistance between the blower motor C2066-2, circuit 261 (OG/BK), harness side and ground. Is the resistance less than 5 ohms? Yes : INSTALL a new blower motor. REFER to «HEATING AND VENTILATION»(ref-232228) . TEST the system for normal operation. No : GO to F9 .
3. F3 CHECK CIRCUIT 87 (TN/YE) FOR AN OPEN Key in OFF position. Disconnect: Blower Motor Relay C2017. Measure the resistance between the blower motor relay C2017-1, circuit 87 (TN/YE), harness side and the blower motor C2066-1, circuit 87 (TN/YE), harness side; and between the blower motor relay C2017-1, circuit 87 (TN/YE), harness side and ground. Is the resistance less than 5 ohms between the blower motor relay and the blower motor, and greater than 10,000 ohms to ground? Yes : GO to F4. No : REPAIR the circuit. TEST the system for normal operation.
4. F4 CHECK FOR VOLTAGE TO THE BLOWER MOTOR RELAY Key in OFF position. Measure the voltage between the blower motor relay C2017-5, circuit 364 (BK/LG), harness side and ground. Is the voltage greater than 10 volts? Yes : GO to F5. No : REPAIR the circuit. TEST the system for normal operation.
5. F5 CHECK CIRCUIT 399 (BN/YE) FOR VOLTAGE Key in ON position. Position the function selector switch in any position except OFF. Measure the voltage between the blower motor relay C2017-2, circuit 399 (BN/YE), harness side and ground. Is the voltage greater than 10 volts? Yes : GO to F8 . No : GO to F6.
6. F6 CHECK CIRCUIT 399 (BN/YE) FOR AN OPEN OR A SHORT TO GROUND Key in OFF position. Disconnect: Function Selector Switch C294a. Measure the resistance between the blower motor relay C2017-2, circuit 399 (BN/YE), harness side and the function selector switch C294a-1, circuit 399 (BN/YE), harness side; and between the blower motor relay C2017-2, circuit 399 (BN/YE), harness side and ground. Is the resistance less than 5 ohms between the components; and greater than 10,000 ohms between the blower motor relay and ground? Yes : GO to F7. No : REPAIR the circuit. TEST the system for normal operation.
7. F7 CHECK CIRCUIT 41 (BK/LB) FOR AN OPEN Key in ON position. Measure the voltage between the function selector switch C294a-2, circuit 41 (BK/LB), harness side and ground. Is the voltage greater than 10 volts? Yes : INSTALL a new function selector switch. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation. No : REPAIR the circuit. TEST the system for normal operation.
8. F8 CHECK CIRCUIT 57 (BK) FOR AN OPEN Key in OFF position. Measure the resistance between the blower motor relay C2017-4, circuit 57 (BK), harness side and ground. Is the resistance less than 5 ohms? Yes : INSTALL a new blower motor relay. TEST the system for normal operation. No : REPAIR the circuit. TEST the system for normal operation.
9. F9 CHECK CIRCUIT 261 (OG/BK) FOR AN OPEN Key in OFF position. Disconnect: Blower Motor Switch C294b. Measure the resistance between the blower motor resistor C293-4, circuit 261 (OG/BK), harness side and the blower motor switch C294b-A, circuit 261 (OG/BK), harness side. Is the resistance less than 5 ohms? Yes : GO to F10. No : REPAIR the circuit. TEST the system for normal operation.
10. F10 CHECK CIRCUIT 57 (BK) FOR AN OPEN Measure the resistance between the blower motor switch C294b-B, circuit 57 (BK), harness side and ground. Is the resistance less than 5 ohms? Yes : INSTALL a new blower motor switch. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation. No : REPAIR the circuit. TEST the system for normal operation.

1. blower motor switch
2. circuit 261 (OG/BK) open

Scheme 157

1. G1 CHECK THE BLOWER MOTOR SPEED Key in ON position. Turn the function selector switch to the FLOOR position. Set the blower motor speed to maximum. Does the blower motor operate at maximum speed? Yes : CYCLE the heater blower motor switch from high to low several times. If the blower motor operates correctly each time, ADVISE the owner of system operation. If the blower motor does not operate correctly each time, INSTALL a new blower motor switch. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation. No : GO to G2.
2. G2 CHECK CIRCUIT 261 (OG/BK) FOR AN OPEN Key in OFF position. Disconnect: Blower Motor Resister C293. Disconnect: Blower Motor C2066. Measure the resistance between the blower motor C2066-2, circuit 261 (OG/BK), harness side and the blower motor switch C294b-A, circuit 261 (OG/BK). Is the resistance less than 5 ohms? Yes : INSTALL a new blower motor switch. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation. No : REPAIR the circuit. TEST the system for normal operation.

1. blower motor resistor
2. circuit 261 (OG/BK) short to ground
3. blower motor switch

Scheme 158

1. H1 CHECK THE BLOWER MOTOR SPEED Key in ON position. Turn the function selector switch to any position except OFF. Cycle the blower motor switch from high to low several times. Does the blower motor operate at all speeds? Yes : If the blower motor operates correctly each time, ADVISE the owner of system operation. If the blower motor does not operate correctly each time, INSTALL a new blower motor switch. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation. No : GO to H2.
2. H2 CHECK CIRCUIT 261 (OG/BK) FOR A SHORT TO GROUND Key in OFF position. Disconnect: Blower Motor C2066. Disconnect: Blower Motor Resistor C293. Turn the blower motor switch to the low position. Measure the resistance between the blower motor C2066-2, circuit 261 (OG/BK), harness side and ground. Is the resistance greater than 10,000 ohms? Yes : INSTALL a new blower motor resistor. TEST the system for normal operation. No : GO to H3.
3. H3 CHECK THE BLOWER MOTOR SWITCH FOR AN INTERNAL SHORT Disconnect: Blower Motor Switch C294b. Measure the resistance between the blower motor switch C294b-A, circuit 261 (OG/BK), harness side and ground. Is the resistance greater than 10,000 ohms? Yes : INSTALL a new blower motor switch. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation. No : REPAIR the circuit. TEST the system for normal operation.

1. circuit 57 (BK) open
2. circuit 261 (OG/BK) open
3. circuit 752 (YE/RD) open
4. circuit 754 (LG/WH) open
5. blower motor resistor
6. blower motor switch

Scheme 159

Scheme 160

Scheme 161

1. I1 CHECK THE BLOWER MOTOR SPEEDS Key in ON position. Turn the function selector switch to any position except OFF. Cycle the blower motor switch from high to low several times. Does the blower motor operate at all speeds? Yes : If the blower motor operates correctly each time, ADVISE the owner of system operation. If the blower motor does not operate correctly each time, INSTALL a new blower motor switch. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation. No : GO to I2.
2. I2 CHECK CIRCUIT 754 (LG/WH) FOR AN OPEN Key in OFF position. Disconnect: Blower Motor Resistor C293. Disconnect: Blower Motor Switch C294b. Measure the resistance between the blower motor resistor C293-3, circuit 754 (LG/WH), harness side and the blower motor switch C294b-C, circuit 754 (LG/WH), harness side. Is the resistance less than 5 ohms? Yes : GO to I3. No : REPAIR the circuit. TEST the system for normal operation.
3. I3 CHECK CIRCUIT 752 (YE/RD) FOR AN OPEN Measure the resistance between the blower motor resistor C293-2, circuit 752 (YE/RD), harness side and the blower motor switch C294b-D, circuit 752 (YE/RD), harness side. Is the resistance less than 5 ohms? Yes : GO to I4. No : REPAIR the circuit. TEST the system for normal operation.
4. I4 CHECK CIRCUIT 57 (BK) FOR AN OPEN Measure the resistance between the blower motor resistor C293-1, circuit 57 (BK), harness side and ground. Is the resistance less than 5 ohms? Yes : GO to I5. No : REPAIR the circuit. TEST the system for normal operation.
5. I5 CHECK THE BLOWER MOTOR SWITCH Key in OFF position. Measure the resistance of the blower motor switch, component side. Refer to «BLOWER MOTOR SWITCH TEST»(ref-232279-S09089183342006051600000) . BLOWER MOTOR SWITCH TEST Switch Position Terminals Low None M1 A and C only M2 A and D only High A and B only Is the blower motor switch OK? Yes : INSTALL a new blower motor resistor. TEST the system for normal operation. No : INSTALL a new blower motor switch. REFER to «CONTROL COMPONENTS»(ref-232280) . TEST the system for normal operation.

BLOWER MOTOR RESISTOR SPECIFICATIONS

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. Verify the engine coolant is at the correct level.
2. Start the engine and turn on the heater.
3. When the engine coolant reaches a normal operating temperature, feel the heater core inlet and outlet hoses to see if they are hot.

If the inlet hose is not hot

1. the thermostat is not working correctly.

If the outlet hose is not hot

1. the heater core may have an air pocket.
2. 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 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.

Material

MATERIAL SPECIFICATION (AIR CONDITIONING (A/C) ODOR TREATMENT)

A/C Odor Treatment

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 odor 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 30 seconds after the system is turned on. They will be detected while the A/C is turned on using either outside or recirculated air.

Microbiological odors that occur in areas other than the A/C system (for example, 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 the A/C cooling coil coating as described in the 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.

MATERIAL SPECIFICATION (SPRING LOCK COUPLING)

Scheme 162

1. Remove the spring lock coupling clip, if equipped.
2. Push the tool into the cage opening to release the female fitting from the spring lock coupling spring 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 163

Scheme 164

Scheme 165

1. Fabricate a cleaning tool from a 1/8-inch diameter brazing rod.
2. Cut an abrasive pad with the dimensions corresponding to the coupling size. COUPLING SIZE - PAD SIZE Coupling Size Pad Size 3/8 inch 25 x 50 mm (1x2 inch) 1/2 inch 25 x 50 mm (1x2 inch) 5/8 inch 25 x 76 mm (1x3 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 1 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 30 cm (1 foot) 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 166

Scheme 167

Scheme 168

Scheme 169

1. Install the spring lock coupling spring.
2. Lubricate the inside of the coupling with mineral oil.
3. Install the O-ring seals. Lubricate the O-ring seals with mineral 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.

MATERIAL SPECIFICATION (AIR CONDITIONING LINE (PEANUT) FITTING)

Scheme 170

1. Remove the nut and separate the 2 halves of the peanut fitting.
2. Remove the O-ring seal with a non-metallic tool.

Scheme 171

Scheme 172

1. Clean all dirt or foreign material from the fittings.
2. Install the O-ring seal. Lubricate the O-ring seal with mineral oil.
3. Lubricate the inside of the fittings with mineral oil.
4. Assemble the male and female fittings together. Tighten to 8 Nm (71 lb-in).

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 temperature. If the ambient temperature is 38°C (100°F) or less, follow Procedure 1. If the ambient temperature is greater than 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 173

Scheme 174

1. Drive the vehicle or run the engine until it reaches a normal operating temperature.
2. Connect a manifold gauge set or refrigerant center with high-pressure and low-pressure gauges to the refrigerant system.
3. Set the climate controls. Set the A/C controls to MAX A/C, full COOL temperature and the blower motor to HI.
4. Open all the vehicle windows and leave the hood open for the test. Open the rear hatch and the rear doors.
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 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 temperature. If the ambient temperature is 38°C (100°F) or less, follow Procedure 1. If the ambient temperature is greater then 38°C (100°F), follow Procedure 2.

Scheme 175

Scheme 176

1. Drive the vehicle or run the engine until it reaches a normal operating temperature.
2. Connect a manifold gauge set or refrigerant center with high-pressure and low-pressure gauges to the refrigerant system.
3. Set the climate controls. Set the A/C controls to MAX A/C mode, full COOL temperature and the blower motor to MED LO.
4. Open all the 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 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.

Fluorescent Dye Detection

Note. Vehicles are manufactured 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 177

1. Check for leaks using an approved UV lamp. Inspect all the 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-232279-S03696491132006051600000) .
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-232279-S03696491132006051600000) .
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 an approved UV lamp.

Fluorescent Dye Injection - Using an A/C 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 an 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. New 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 manufacturer 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 refrigerant 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. The refrigerant system pressure should be between 413-551 kPa (60-80 psi) at 24°C (75°F) with the engine off.

Scheme 178

1. Connect an R-134a A/C center or a manifold and gauge set to the refrigerant system 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 gauge port valve and the R-134a refrigerant center or manifold gauge set.
5. Open all the valves and inject the fluorescent dye into the refrigerant system.
6. When the fluorescent dye injection is complete, close all the valves.
7. Recover the refrigerant from the R-134a fluorescent dye injector.
8. Remove the fluorescent dye injector from the low-pressure gauge port valve and the R-134a A/C 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 an 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. New 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 manufacturer instructions on evacuation of non-condensable gasses from the hoses.

Note. The refrigerant system pressure should be between 413-551 kPa (60-80 psi) at 24°C (75°F).

Scheme 179

Scheme 180

Scheme 181

1. Verify that the valves on the injector loop kit are closed.
2. Fill the injector loop kit reservoir with 7 ml (0.24 oz) of fluorescent dye.
3. Install the injector loop kit between the high-pressure and low-pressure gauge port valves.
4. Start the engine.
5. Open the high-pressure valve.
6. Open the injector loop kit valves and inject the fluorescent dye into the refrigerant system.
7. Close the high-pressure valve to allow the pressure inside the injector loop kit to equalize with the suction side of the refrigerant system.
8. Close the valves on the injector loop kit.
9. Disconnect the high-pressure and low-pressure valves and remove the injector loop kit from the vehicle.

MATERIAL SPECIFICATION (AIR CONDITIONING (A/C) SYSTEM FLUSHING)

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, which includes A/C Flush and Purge Machine, A/C Flush and Purge Fitting Kit and the A/C Systems Flushing Solvent, is approved for use. 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 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»(ref-232279-S03696491132006051600000) .
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 or hoses. The 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) of 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 in any vehicle being repaired for an internal A/C compressor or desiccant failure.
7. Install new refrigerant hoses if clogged with foreign material.
8. Install a new suction accumulator in any vehicle being repaired for an internal A/C compressor or desiccant failure.
9. Reconnect the heat exchanger being repaired.
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»(ref-232279-S00452276792006051600000) .
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»(ref-232279-S03696491132006051600000) .

MATERIAL SPECIFICATION

Refrigerant System Recovery

Note. Use of a refrigerant center is recommended to carry out recovery, evacuation and charging of the refrigerant system. If a refrigerant 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 equipment, hoses or gauges can cause a leak in vacuum that may be misinterpreted as a problem with the vehicle refrigerant system. It is necessary to leak-test all refrigerant system equipment, hoses and gauges on a weekly basis to verify that no leaks are present.

1. Prior to recovery, you must verify the purity of the refrigerant. For additional information, refer to «REFRIGERANT IDENTIFICATION TESTING»(ref-232279-S37549272652006051600000) .
2. Connect an R-134a refrigerant center to the low- and high-pressure 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 has been recovered, switch the power supply OFF.
5. Allow the system to set for approximately 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 Refrigerant Center

Note. Use of a refrigerant center is recommended to carry out recovery, evacuation and charging of the refrigerant system. If a refrigerant 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 equipment, hoses or gauges can cause a leak in vacuum that may be misinterpreted as a problem with the vehicle refrigerant system. It is necessary to leak-test all refrigerant system equipment, hoses and gauges on a weekly basis to verify that no leaks are present.

1. Connect an R-134a refrigerant center to the low pressure and high pressure 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. Use of a refrigerant center is recommended to carry out recovery, evacuation and charging of the refrigerant system. If a refrigerant 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 equipment, hoses or gauges can cause a leak in vacuum that may be misinterpreted as a problem with the vehicle refrigerant system. It is necessary to leak-test all refrigerant system 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 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 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 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 Refrigerant Center

Note. Use of a refrigerant center is recommended to carry out recovery, evacuation and charging of the refrigerant system. If a refrigerant 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 equipment, hoses or gauges can cause a leak in vacuum that may be misinterpreted as a problem with the vehicle refrigerant system. It is necessary to leak-test all refrigerant system 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-232279-S00452276792006051600000) .
2. Connect an R-134a A/C center to the low-side and high-side 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. Use of a refrigerant center is recommended to carry out recovery, evacuation and charging of the refrigerant system. If a refrigerant 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 equipment, hoses or gauges can cause a leak in vacuum that may be misinterpreted as a problem with the vehicle refrigerant system. It is necessary to leak-test all refrigerant system 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-232279-S00452276792006051600000) .
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.

MATERIAL SPECIFICATION (REFRIGERANT OIL ADDING)

Refrigerant Oil Adding

1. Refer to «REFRIGERANT OIL ADDING SPECIFICATION»(ref-232279-S39881940152006051600000) for refrigerant oil adding amounts and methods of installation.

REFRIGERANT OIL ADDING SPECIFICATION

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.

1. Evacuate the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-232279-S03696491132006051600000) .
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 gauge port valve and the refrigerant station or manifold gauge set.
6. Open all the valves and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-232279-S03696491132006051600000) .

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 repair facility in your area with the correct equipment to carry out this repair.
2. Determine and correct the cause of the customer's initial concern.
3. Flush the air conditioning system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM FLUSHING»(ref-232279-S35755243562006051600000) .
4. Dispose of the contaminated refrigerant in accordance with all federal, state and local regulations.