Climate Control: Other Land Rover Freelander L359

AIR DUCTS

The air ducts distribute air from the heater assembly to the various registers and vents in the instrument panel and to the rear of the vehicle.

The face level/side window duct and the windshield duct form part of the instrument panel assembly.

Each front footwell duct is a snap fit into the side of the heater assembly and secured to the cross car beam by a single screw. The front footwell ducts also provide a location for the footwell lamps.

The rear cabin ducts are also a snap fit into the heater assembly. Each duct runs underneath the carpet and is secured to the floor of the vehicle by a single screw located beneath the front seat.

AIR REGISTERS AND VENTS

The air registers allow the vehicle occupants to control the flow and direction of air from the air ducts. The instrument panel contains 4 air registers; 1 mounted on either end of the instrument panel and 2 mounted centrally.

The air vents are fixed outlets. The instrument panel contains 4 air vents; 1 mounted on either end of the instrument panel and 2 mounted along the top edge, below the windshield.

CABIN AIR FILTER

The cabin air filter is located behind the RH side of the instrument panel and is housed within the heater assembly. The filter removes odors and fine particles, including pollen, from the air entering the heater assembly.

Scheme 70

BLOWER MOTOR

The blower motor comprises an open hub, centrifugal fan powered by an electric motor. Operation of the blower motor is controlled by the ATC module in conjunction with the blower motor control module. The ATC module provides a Pulse Width Modulated (PWM) signal to the blower motor control module based on the required blower speed. The blower motor control module interprets the PWM signal as a blower motor speed and controls the voltage to the blower motor accordingly. See CONTROL COMPONENTS .

HEATER CORE

The heater core provides the heat source to warm the air being supplied into the cabin. The heater core is an aluminum, 2 pass, fin and tube heat exchanger installed across the width of the heater assembly. Two aluminum tubes attached to the heater core extend through the engine bulkhead and connect to the engine cooling system. When the engine is running, engine coolant is constantly circulated through the heater core by the coolant pump. Refer to ENGINE COOLING - 3.2L .

VENTILATION OUTLETS

The ventilation outlets allow the free flow of air through the cabin. The outlets are installed in the LH and RH rear quarter panels, behind the tail lamps.

Each ventilation outlet comprises a grille covered by a soft rubber flap, and is effectively a non-return valve. The flaps open and close automatically depending on the differential between cabin and outside air pressures.

A/C COMPRESSOR

Note. i6 A/C compressor shown, TD4 similar

Scheme 71

The A/C compressor is driven by the engine accessory drive belt and circulates refrigerant around the system by compressing low pressure, low temperature vapor from the evaporator and discharging the resultant high pressure, high temperature vapor to the condenser.

To protect the system from excessive pressure, a pressure relief valve is installed in the outlet side of the A/C compressor. The pressure relief valve vents excess pressure into the engine compartment.

i6

i6 vehicles are fitted with a Zexel-Valeo KC-88 variable displacement A/C compressor. Compressor displacement is controlled by the Engine Control Module (ECM) based on current evaporator temperature and target evaporator temperature signals received from the ATC module. From these values the ECM calculates the required compressor displacement and provides a Pulse Width Modulated (PWM) signal to the compressor solenoid valve. The compressor solenoid valve is mounted on the rear of the compressor and interprets the PWM signal as a displacement value and alters the position of the internal swash plate accordingly. See CONTROL COMPONENTS .

The ECM will also reduce the displacement of the A/C compressor to its minimum level if 'full throttle' or automatic transmission 'kick down' is requested. This feature is not present on Gulf specification vehicles.

Compressor clutch engagement is controlled by the ECM. See CONTROL COMPONENTS .

TD4

TD4 vehicles are fitted with a Visteon VS16 variable displacement A/C compressor. Displacement is controlled internally by a control valve, which is integral with the compressor. The control valve measures the input and output pressures of the refrigerant entering and leaving the compressor and controls the angle of the internal swash plate accordingly.

Note. There is no external control over A/C compressor swash plate angle. Consequently, compressor displacement is neither measured nor calculated by any external control component.

Compressor clutch engagement is controlled by the ECM. See CONTROL COMPONENTS .

Scheme 72

The condenser transfers heat from the refrigerant to the surrounding air to convert the high pressure vapor from the compressor into a liquid. The condenser is installed immediately in front of the radiator. Two brackets on each end tank attach the condenser to the end tanks of the radiator.

The condenser is classified as a sub-cooling condenser and consists of a fin and tube heat exchanger core installed between 2 end tanks. Divisions in the end tanks separate the heat exchanger into a 4 pass upper (condenser) section and a 2 pass lower (sub-cooler) section.

The RH end tank provides the connections to the high pressure line from the A/C compressor and the low pressure line to the evaporator.

RECEIVER/DRIER

The receiver/drier is integral with the condenser LH end tank and removes solid impurities and moisture from the refrigerant. It also acts as a reservoir for liquid refrigerant to accommodate changes of heat load at the evaporator.

Refrigerant entering the receiver drier passes through a filter and a desiccant pack, then collects in the base of the unit before flowing through the outlet pipe back to the condenser.

REFRIGERANT PRESSURE SENSOR

Refrigerant Pressure Sensor

The refrigerant pressure sensor provides the ATC module with a pressure input from the high pressure side of the refrigerant system. The refrigerant pressure sensor is hardwired to the ECM, which uses the signal to control operation of the A/C compressor and to calculate the additional load on the engine when the A/C compressor is operating. The ECM also broadcasts the refrigerant high pressure value over the high speed Controller Area Network (CAN) bus to the Central Junction Box (CJB). The CJB relays the signal to the ATC module over the medium speed CAN bus to increase the amount of recirculated air if required.

The refrigerant pressure sensor is located in the refrigerant line between the condenser and the thermostatic expansion valve. See CONTROL COMPONENTS .

THERMOSTATIC EXPANSION VALVE

Thermostatic Expansion Valve

The thermostatic expansion valve meters the flow of refrigerant into the evaporator, to match the refrigerant flow with the heat load of the air passing through the evaporator.

The thermostatic expansion valve is a block type valve located behind the heater assembly, and attached to the inlet and outlet ports of the evaporator. The thermostatic expansion valve consists of an aluminum housing containing inlet and outlet passages. A ball and spring metering valve is installed in the inlet passage and a temperature sensor is installed in the outlet passage. The temperature sensor consists of a temperature sensitive tube connected to a diaphragm. The bottom end of the temperature sensitive tube acts on the ball of the metering valve. Pressure on top of the diaphragm is controlled by the evaporator outlet temperature conducted through the temperature sensitive tube. The bottom of the diaphragm senses evaporator outlet pressure.

Liquid refrigerant flows through the metering valve into the evaporator. The restriction across the metering valve reduces the pressure and temperature of the refrigerant. The restriction also changes the liquid stream of refrigerant into a fine spray, to improve the evaporation process. As the refrigerant passes through the evaporator, it absorbs heat from the air flowing through the evaporator. The increase in temperature causes the refrigerant to vaporize and increase in pressure.

The temperature and pressure of the refrigerant leaving the evaporator acts on the diaphragm and temperature sensitive tube, which regulate the metering valve opening and so control the volume of refrigerant flowing through the evaporator. The warmer the air flowing through the evaporator, the more heat available to evaporate refrigerant and thus the greater volume of refrigerant allowed through the metering valve.

Scheme 73

The evaporator is installed in the heater assembly, between the blower and the heater core, to absorb heat from the exterior or recirculated air. Low pressure, low temperature refrigerant changes from liquid to vapor in the evaporator, absorbing large quantities of heat as it changes state.

Most of the moisture in the air passing through the evaporator condenses into water, which drains out of the vehicle by passing through a drain tube to the underside of the vehicle.

REFRIGERANT LINES

To maintain similar flow velocities around the A/C system the diameter of the refrigerant lines varies to suit the 2 pressure/temperature regimes. Larger diameter pipes are installed in the low pressure/temperature regime and smaller diameter pipes are installed in the high pressure/temperature regime.

Nylon lined, low permeability rubber hoses are used in the low pressure line into the A/C compressor, and in the high pressure line from the condenser. The remainder of the refrigerant lines are manufactured from steel.

Low and high pressure charging connections are incorporated into the refrigerant lines for system servicing.

CONTROL DIAGRAM

Refrigerant Lines Control Diagram

Note. A = Refrigerant liquid; B = Refrigerant vapor; C = Air flow

STOP/START VEHICLES - FROM 2010 MY

To support the Stop/Start system, a number of changes have been made to the logic and operation of climate control system within a Stop/Start cycle to

1. maintain occupant comfort
2. prevent windshield misting
3. conserve battery power.

This has been achieved by the automatic temperature control (ATC) module monitoring and varying when necessary, various climate control functions within a Stop/Start cycle. Refer to appropriate Starting System information.

To maintain the cabin temperature when the engine is shutdown in a Stop/Start cycle, an auxiliary electric coolant-pump has also been integrated into the cooling system to maintain the coolant flow through the cabin's heater core. The pump is directly hardwired to the ECM. On vehicles fitted with a FFH (fuel fired heater), the FFH coolant pump is utilized and activated via the FFH. Refer to appropriate Starting System information.

Note. From 2010 MY, the 'ECON' switch will be labeled 'A/C' to prevent confusion with the 'Eco' switch which operates the 'Stop/Start' and 'Gear Change Indicator' systems.

ATC MODULE

The ATC module is mounted in the center console and is integral with the control panel. The module works in conjunction with the ECM to control all aspects of heating, ventilation, and A/C. An 18-pin electrical connector on the rear of the module provides hardwired, Controller Area Network (CAN) bus and Local Interconnect Network (LIN) bus connections to allow interaction with A/C system components and other vehicle control modules. Refer to COMMUNICATIONS NETWORK .

Six different ATC modules (2 single zone, 4 dual zone) are available, depending on vehicle specification. Low specification vehicles feature 3 rotary controllers and 3 top hinged momentary switches to control the quality, temperature and distribution of air into the cabin. High specification vehicles feature 3 rotary controllers, 6 top hinged momentary switches, and 2 dual function momentary switches to control the quality, temperature and distribution of air into the cabin.

In addition to the A/C system, the ATC module controls operation of

1. The seat heaters
2. The rear window heater
3. The windshield heater
4. The exterior mirror heaters.

For more information, refer to the 'Principles of Operation' information below.

Scheme 74

The compressor solenoid valve is integral with the A/C compressor. Operation of the solenoid valve is controlled by the ECM using a Pulse Width Modulated (PWM) signal of differing values. By controlling the flow of refrigerant (displacement) through the compressor, the solenoid valve can control evaporator operating temperature and cabin humidity by varying the pressure within the A/C system.

Note. The A/C compressor solenoid valve is fitted to i6 petrol vehicles only.

See AIR CONDITIONING .

Refrigerant Pressure Sensor

The refrigerant pressure sensor provides the ECM with a pressure input from the high pressure side of the refrigerant system. The pressure sensor is located in the refrigerant line between the condenser and the thermostatic expansion valve.

The ECM supplies a 5 V reference feed to the pressure sensor and receives a return signal voltage, between 0 V and 5 V, related to system pressure. The ECM uses the signal from the sensor to protect the refrigerant system from extremes of pressure.

If the pressure within the refrigerant system exceeds the minimum or maximum pressure limits, the ECM will

1. disable the A/C compressor (TD4 vehicles)
2. reduce A/C compressor displacement (i6 vehicles).

If a reduction in A/C compressor displacement fails to bring the system back into it's optimum pressure range, the i6 ECM will disable the A/C compressor.

The ECM constantly sends a refrigerant system pressure signal to the ATC module. The signal is transmitted from the ECM to the Central Junction Box (CJB) over the high speed CAN bus. The CJB acts as a gateway and provides the pressure signal to the ATC module over the medium speed CAN bus.

If the pressure within the refrigerant system rises above its maximum pressure limit, the ATC module will increase the amount of recirculated air entering the cabin. This helps lower the pressure within the refrigerant system and thus helps to avoid having to disable the A/C compressor.

Scheme 75

The evaporator temperature sensor is a Negative Temperature Coefficient (NTC) thermistor. The sensor is mounted on the LH side of the heater casing, and measures the temperature of cooled air once it has traveled over the evaporator. The sensor receives a 5 V reference feed from the ATC module. By monitoring the returned voltage, the ATC module can calculate the resistance of the sensor and hence evaporator temperature.

Scheme 76

The cabin temperature sensor comprises a NTC thermistor and a motor. The sensor is mounted behind a grill on the drivers side of the instrument panel, adjacent the steering column.

Note. The cabin temperature sensor is only fitted to vehicles with a dual zone, automatic climate control system.

The motor is provided an electrical feed from the ATC module and draws cabin air in through the grill and over the thermistor. The thermistor receives a 5 V reference feed from the ATC module. By monitoring the returned voltage, the ATC module can calculate air temperature within the cabin.

Scheme 77

The cabin humidity sensor is located within the interior mirror and comprises 3 individual elements

1. A humidity sensor
2. An air temperature sensor
3. A windshield glass temperature sensor.

Note. The cabin humidity sensor is an optional fit only.

The readings from these 3 sensors combine to reduce the risk of misting on the windshield.

The humidity sensor element is contained behind a nylon mesh cover. The sensor comprises an element made up of film capacitors on different substrates. The dielectric is a polymer which absorbs or releases water proportional to the humidity of the air being drawn through the sensor. This causes a change in the capacitance of the sensor.

Humidity within the cabin is controlled by raising or lowering the temperature of the evaporator. An increase in evaporator temperature increases the moisture content of the air in the cabin. Lowering the evaporator temperature reduces the moisture content of the air in the cabin.

The capacitance of the sensor, together with both temperature values, are provided as LIN bus messages to the ATC module. The ATC module uses these signals to calculate the dew point of the air at the windshield. When the temperature of the windshield glass reaches or falls below this value, misting is likely to occur. In this instance, the ATC module will

1. Raise the temperature of the air leaving the heater assembly
2. Adjust the position of the windshield distribution (defrost) stepper motor
3. Adjust the position of the air intake stepper motor
4. Reduce A/C compressor displacement (i6 only)
5. Power the windshield heater elements (if fitted).

Scheme 78

The ambient air temperature sensor is a NTC thermistor, and is mounted in the LH door mirror. The sensor receives a 5 V reference feed from the ECM. By monitoring the returned voltage, the ECM can calculate the resistance of the sensor and hence ambient air temperature. The ECM transmits an ambient air temperature value over the high speed CAN bus. This value is relayed to the ATC module by the CJB over the medium speed CAN bus.

Scheme 79

The sunload sensor is mounted in the center of the instrument panel upper surface. The sensor contains a photoelectric cell, which provides the CJB with an input of light intensity equating to the solar heating effect on the cabin.

The solar heating value is transmitted from the CJB to the ATC module over the medium speed CAN bus. The ATC module compensates for the solar heating effect by adjusting blower speed, air output temperature and air distribution to maintain the required cabin temperature.

Scheme 80

The pollution sensor allows the ATC module to monitor intake air for the level of carbon monoxide (CO) and oxides of nitrogen (NOx). The sensor is mounted on the RH side of the heater casing.

Note. The pollution sensor is an optional fit on vehicles with a dual zone, automatic climate control system.

The pollution sensor is provided an ignition controlled feed from the Battery Junction Box (BJB) and provides one of the following 4 signals to the ATC module based on ambient air quality

1. Static or reduced pollution levels
2. Small increase in pollution levels
3. Medium increase in pollution levels
4. Rapid or large increase in pollution levels.

Based on the signal from the pollution sensor, the ATC module is able to control the intake air source to reduce the amount of contaminants entering the cabin. This function is fully automatic, but can be overridden by manual selection of the air intake source using the fresh/recirculated air switch on the control panel.

Note. A = Hardwired; D = High Speed CAN bus; N = Medium Speed CAN bus; O = LIN bus

Scheme 81

INTAKE AIR CONTROL - SINGLE ZONE MANUAL SYSTEM

The intake air source is controlled manually by pressing the fresh/recirculated air switch located on the control panel. When pressed, the ATC module will illuminate the switch tell-tale Light Emitting Diode (LED) and close the air intake door. A second press of the switch will cause the ATC module to extinguish the switch LED and open the air intake door, allowing fresh air to enter the cabin.

Note. The ATC module will reduce the amount of fresh air entering the cabin to reduce the ram effect caused by forward motion of the vehicle.

When recirculated air is selected, the ATC module will return the air intake door to the open position after a period of 3 minutes. This helps prevent misting within the cabin. The 3 minute time period for recirculated air can be overridden by pressing and holding the fresh/recirculated air switch until the switch LED flashes 3 times. The air intake door will now remain closed until the next drive cycle.

The ATC module controls the position of the air intake door by providing LIN bus messages to the air intake door stepper motor. A Hall effect sensor located within the stepper motor informs the ATC module that movement of the stepper motor is taking place.

INTAKE AIR CONTROL - DUAL ZONE AUTOMATIC SYSTEM

The intake air source is controlled automatically unless overridden by pressing the fresh/recirculated air switch located on the control panel. Under automatic control, the ATC module determines the required position of the air intake door using its 'comfort' algorithm based on inputs from the ambient air temperature sensor and the cabin temperature sensor.

When the vehicle first enters power mode 6 (ignition on), the tell-tale LED on the fresh/recirculated air switch will be illuminated and the air intake source will be automatically controlled by the ATC module. The ATC module will control the intake air source according to ambient air temperature and requested cabin temperature. The intake air door will be opened to allow fresh air into the cabin, although a small amount of recirculated air will also be present.

Note. The ATC module will reduce the amount of fresh air entering the cabin to reduce the ram effect caused by forward motion of the vehicle.

A single press of the fresh/recirculated air switch will extinguish the tell-tale LED. The ATC module will now close the air intake door and provide only recirculated air into the cabin for a period of 3 minutes. After this period, the ATC module will return the air intake door to automatic control. This helps prevent misting within the cabin.

A second press of the fresh/recirculated air switch will also return the intake air source to automatic control and illuminate the tell-tale LED.

The 3 minute time period for recirculated air can be overridden by pressing and holding the fresh/recirculated air switch until the switch LED flashes 3 times. The air intake door will now remain closed until the next drive cycle.

The ATC module controls the position of the air intake door by providing LIN bus messages to the air intake door stepper motor. A Hall effect sensor located within the stepper motor informs the ATC module that movement of the stepper motor is taking place.

INTAKE AIR CONTROL - DUAL ZONE AUTOMATIC SYSTEM WITH POLLUTION SENSOR

The intake air source is controlled automatically unless overridden by pressing the fresh/recirculated air switch located on the control panel. Under automatic control, the ATC module determines the required position of the air intake door using its 'comfort' algorithm based on inputs from the ambient air temperature sensor, the cabin temperature sensor and the pollution sensor.

Note. The ATC module will reduce the amount of fresh air entering the cabin to reduce the ram effect caused by forward motion of the vehicle.

When the vehicle first enters power mode 6 (ignition on), the 'AUTO' tell-tale LED on the fresh/recirculated air switch will be illuminated and the air intake source will be automatically controlled by the ATC module. A single press of the fresh/recirculated air switch will extinguish the 'AUTO' tell-tale LED and illuminate the 'MAN' tell-tale LED. The ATC module will now close the air intake door and provide only recirculated air into the cabin for a period of 3 minutes. After this period, the ATC module will return the air intake door to automatic control. This helps prevent misting within the cabin.

A second press of the fresh/recirculated air switch will extinguish both the 'AUTO' and 'MAN' tell-tale LED's. The ATC module will now control the intake air source according to ambient air temperature and requested cabin temperature. The air intake door will be opened to allow fresh air into the cabin, but a small amount of recirculated air will also be present. The amount of recirculated air is determined by the ATC module using its 'comfort' algorithm based on inputs from the ambient air temperature sensor and the cabin temperature sensor.

A third press of the fresh/recirculated air switch returns the air intake source to automatic control and will illuminate the 'AUTO' tell-tale LED.

The 3 minute time period for recirculated air can be overridden by pressing and holding the fresh/recirculated air switch until the switch LED's flash 3 times. The air intake door will now remain closed until the next drive cycle.

The ATC module controls the position of the air intake door by providing LIN bus messages to the air intake door stepper motor. A Hall effect sensor located within the stepper motor informs the ATC module that movement of the stepper motor is taking place.

AIR TEMPERATURE CONTROL - SINGLE ZONE MANUAL SYSTEM

Cabin temperature selection is made by turning the LH rotary controller to the required position. Turning the controller counter clockwise will lower the temperature of the air exiting the heater assembly; turning the controller clockwise will raise the temperature of the air exiting the heater assembly.

Maximum heating and cooling is represented on the control panel by a red and blue dot respectively. When either maximum heating or cooling is selected, the 'comfort' algorithm in the ATC module will adopt a suitable strategy for air source, air distribution and blower speed to maintain maximum heating or cooling within the cabin.

The ATC module adjusts the temperature of the air exiting the heater assembly by moving the position of the temperature blend door. The temperature blend door directs a proportion of cooled air from the evaporator through the heater core to produce the required temperature output. The ATC module adjusts the position of the temperature blend door by providing LIN bus messages to the blend door stepper motor. A Hall effect sensor located within the stepper motor informs the ATC module that movement of the stepper motor is taking place.

AIR TEMPERATURE CONTROL - DUAL ZONE AUTOMATIC SYSTEM

Dual zone systems feature 2 rotary heating controllers, which allow individual climate control for the LH and RH sides of the cabin. Temperature selection can be made by turning the controller to the required temperature marked on the control panel. Turning either controller past the 16°C (61°F) mark will initiate the maximum cooling strategy; turning either controller past the 28°C (82°F) mark will initiate the maximum heating strategy.

Note. Maximum cooling or heating can only be achieved if both rotary controllers are set to the same position.

The ATC module is able to maintain constant temperatures in both sides of the cabin by monitoring the feedback from the cabin temperature sensor. Unless any manual overrides have been selected, the ATC module will automatically control the intake air source, air distribution into the cabin and blower speed to maintain the required temperatures.

Dual zone systems feature 2 temperature blend doors, allowing individual temperature output for the LH and RH sides of the cabin.

Note. The drivers side temperature setting has priority over the passengers side temperature setting.

The temperature blend doors are mounted on the LH side of the heater assembly and direct a proportion of cooled air from the evaporator through the heater core to provide the required temperature outputs. The ATC module controls the position of the temperature blend doors by providing LIN bus messages to the blend door stepper motors. Hall effect sensors located within the stepper motors inform the ATC module that movement of the stepper motors is taking place.

BLOWER MOTOR CONTROL - SINGLE ZONE MANUAL SYSTEM

Blower motor speed is set by turning the RH rotary controller to the required position. The RH rotary controller allows the selection of 14 blower motor speeds. Turning the controller fully counter clockwise will turn the blower motor off.

Operation of the blower motor is controlled by the ATC module via the blower motor control module. The ATC module provides a PWM signal to the blower motor control module based on the selected blower speed. The blower motor control module interprets the PWM signal as a blower motor speed and controls the voltage to the blower motor accordingly.

BLOWER MOTOR CONTROL - DUAL ZONE AUTOMATIC SYSTEM

Blower motor speed is controlled automatically by the ATC module unless a manual override has been requested. Manual overrides to blower motor speed can be made by turning the central rotary controller to the required position. The rotary controller allows the manual selection of 7 blower motor speeds. Turning the controller fully counter clockwise will turn the blower motor off. When a manual override has been made, the 'AUTO' LED located in the center of the rotary controller will extinguish.

Note. The central rotary controller contains 2 LED's. The top (round) LED will illuminate when the blower motor is under automatic control. The bottom (rectangular) LED will illuminated when air distribution into the cabin is under automatic control.

The blower motor can be returned to automatic control by pressing the 'AUTO' switch located in the center of the rotary controller. Under automatic control, the ATC module varies the speed of the blower motor in line with its 'comfort' algorithm to maintain the required cabin temperature. The ATC module will also vary the blower motor speed to compensate for the ram effect on intake air produced by forward movement of the vehicle.

Operation of the blower motor is controlled by the ATC module via the blower motor control module. The ATC module provides a PWM signal to the blower motor control module based on the required blower speed. The blower motor control module interprets the PWM signal as a blower motor speed and controls the voltage to the blower motor accordingly.

AIR DISTRIBUTION CONTROL - SINGLE ZONE MANUAL SYSTEM

Air distribution into the cabin can be adjusted by turning the central rotary controller to the required position. The ATC module adjusts the position of the air distribution door to the required position by providing LIN bus messages to the air distribution door stepper motor. A Hall effect sensor located within the stepper motor informs the ATC module that movement of the stepper motor is taking place.

AIR DISTRIBUTION CONTROL - DUAL ZONE AUTOMATIC SYSTEM

Air distribution into the cabin is controlled automatically by the ATC module unless any manual overrides have been requested. Manual overrides can be made by pressing the appropriate air distribution momentary switch on the control panel. If a manual override has been requested, the 'AUTO' LED located in the center of the blower motor rotary controller will extinguish.

Note. The central rotary controller contains 2 LED's. The top (round) LED will illuminate when the blower motor is under automatic control. The bottom (rectangular) LED will illuminated when air distribution into the cabin is under automatic control.

Air distribution can be returned to automatic control by pressing the 'AUTO' switch located in the center of the blower motor rotary controller. This will illuminate the 'AUTO' LED and allow the ATC module to control air distribution in line with its 'comfort' algorithm

Air distribution is controlled by 2 air distribution doors. The ATC module controls the position of the air distribution doors by providing LIN bus messages to the door stepper motors. Hall effect sensors located within the stepper motors inform the ATC module that movement of the stepper motors is taking place.

ECON - SINGLE ZONE MANUAL SYSTEM

Pressing the 'ECON' momentary switch on the control panel will switch off the A/C system. When selected, the ATC module will transmit a message over the high speed CAN bus to the ECM requesting the A/C compressor is disabled. The ECM disables the compressor by de-energizing the A/C compressor control relay located in the BJB. The tell-tale LED in the switch will illuminate to alert the vehicle occupants that the system is in 'ECON' mode.

When 'ECON' mode is selected, temperature control is still available but no cooling of intake air will take place. The minimum output air temperature from the system will be ambient air temperature plus any heat pick up in the air intake path.

A/C can be switched back on by pressing the 'ECON' switch a second time. This will also extinguish the 'ECON' LED.

Stop/Start Vehicles - From 2010 MY

From 2010 MY, the 'ECON' switch will be labeled 'A/C' to prevent confusion with the 'Eco' switch which operates the 'Stop/Start' and 'Gear Change Indicator' systems. For additional information, refer to the appropriate Starting System information.

ECON - DUAL ZONE AUTOMATIC SYSTEM

Pressing the 'ECON/OFF' momentary switch in the control panel will switch off the A/C system. When selected, the ATC module will transmit a message over the high speed CAN bus to the ECM requesting the A/C compressor is disabled. The ECM disables the compressor by de-energizing the A/C compressor control relay located in the BJB. The 'ECON' tell-tale LED in the switch will illuminate to alert the vehicle occupants that the system is in 'ECON' mode.

When 'ECON' mode is selected, temperature control is still available but no cooling of intake air will take place. The minimum output air temperature from the system will be ambient air temperature plus any heat pick up in the air intake path.

A second press of the 'ECON/OFF' switch will extinguish the 'ECON' LED and illuminate the 'OFF' LED. When in 'OFF' mode the ATC module sets the blower motor speed to 0. Air distribution into the cabin will remain as previously selected. All LED's on the control panel will be extinguished, although night time illumination will remain active.

Note. When in 'OFF' mode, the heated seat, heated windshield and heated rear window functions will still be available.

A third press of the 'ECON/OFF' switch returns the system to normal (A/C) operation and extinguishes the 'OFF' LED. The system can be returned to automatic operation at any time by pressing the 'AUTO' switch mounted in the central (blower motor) rotary controller.

Stop/Start Vehicles - From 2010 MY

From 2010 MY, the 'ECON' switch will be labeled 'A/C' to prevent confusion with the 'Eco' switch which operates the 'Stop/Start' and 'Gear Change Indicator' systems. For additional information, refer to the appropriate Starting System information.

PROGRAMMED DEFROST

The programmed defrost function is only available on vehicles fitted with a dual zone heating, ventilation and A/C system. The function is selected by pressing the 'PROG' momentary switch on the control panel. When selected, the ATC module provides maximum windshield defrosting/demisting by configuring the system as follows

1. 'AUTO' mode off
2. Intake air set to fresh air
3. Air distribution set to windshield
4. Blower motor speed set to maximum
5. Heated windshield on
6. Rear window heater on.

When programmed defrost is selected, the set temperature will remain unchanged. Programmed defrost can be cancelled by any of the following methods

1. Pressing any air distribution momentary switch
2. Pressing the 'AUTO' switch located in the center of the blower motor rotary controller
3. Pressing the 'PROG' momentary switch a second time.

Note. Blower motor speed can be adjusted without terminating programmed defrost.

WINDSHIELD HEATER

The windshield heater comprises 2 heater elements, LH and RH, bonded between the glass laminations. The system is switched on by pressing the momentary switch located on the control panel. When selected, the ATC module transmits a heating request on the high speed CAN bus to the CJB. On receipt of the message, the CJB energizes the windshield heater relay located in the BJB by providing a ground path for the relay coil. The energized relay provides a battery feed to both heater elements. After a period of 4 minutes the ATC module removes the request for windshield heating. The CJB then powers down the windshield heater by removing the ground path for the relay coil.

The ATC module will only request windshield heater operation if the engine is running. An engine status signal is provided to the ATC module by the ECM over the high speed CAN bus.

REAR WINDOW HEATER

The rear window heater comprises a single heater element bonded to the inner surface of the glass. The system is switched on by pressing the momentary switch located on the control panel. When selected, the ATC module transmits a heating request on the high speed CAN bus to the CJB. On receipt of the message, the CJB energizes the rear window heater relay located in the Auxiliary Junction Box (AJB) by providing a ground path for the relay coil. The energized relay provides a battery feed to the heater element. After a period of 12 minutes the ATC module removes the heating request. The CJB then powers down the rear window heater by removing the ground path for the relay coil.

The ATC module will only request rear window heater operation if the engine is running. An engine status signal is provided to the ATC module by the ECM over the high speed CAN bus.

EXTERIOR MIRROR HEATERS

Operation of the exterior mirror heaters is fully automatic and requires no input from the driver. The exterior mirror heaters are active when the ambient air temperature is below 5°C (41°F) and engine coolant temperature is below 65°C (149°F). Ambient air and engine coolant temperature values are provided by the ECM on the high speed CAN bus. On receipt of these temperature values, the CJB determines if exterior mirror heating is required.

The CJB requests exterior mirror heating by transmitting a high speed CAN bus message to both the drivers and passenger door modules. The door modules provide feed and ground paths to the respective exterior mirror heating elements. When ambient and engine coolant temperature rises above the values stated earlier, the CJB transmits a high speed CAN bus message to the door modules cancelling the heating request.

SEAT HEATERS

Operation of the seat heaters is controlled by the ATC module on receipt of a heating request from either of the seat heater momentary switches located on the control panel. The switches are mounted in the LH and RH rotary controllers. A single press of a seat heater switch will implement low level heating and illuminate a tell-tale LED. A second press of the switch will implement high level heating and illuminate 2 tell-tale LED's. A third press of the switch will turn the seat heater off.

Seat heating requests are transmitted from the ATC module to the seat heater control modules on the LIN bus. Two seat heater control modules are fitted, one under each front seat. The seat heater control modules provide an electrical supply to the seat heater elements and a temperature sensor located in the seat cushion.

The seat heater control module provides a 5 V reference feed to the seat heater temperature sensor. The seat heater temperature sensor is an NTC thermistor. By monitoring the returned voltage, the control module can calculate the temperature of the seat. If the temperature rises above the target temperature, the control module will disable operation of the heater elements.

412-140 Remover/Installer, Blower Motor

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1. Activate recirculation.
2. Disconnect the battery ground cable. Refer to «SPECIFICATIONS»(ref-531959-S27829531522013022000000) .
3. Remove the accelerator pedal assembly. Refer to the appropriate Accelerator Pedal information.
4. Remove the glove compartment. Refer to «GLOVE COMPARTMENT»(ref-531962-S10250369972013022000000) .
5. Remove the CJB bracket.
6. Install the special tool guide to the blower motor. Remover/Installer, Blower Motor (412-140)
7. With the marking upwards, use the guide to install the remainder of the special tool to the blower motor. Remover/Installer, Blower Motor (412-140)
8. Rotate the special tool counter-clockwise to release the blower motor assembly. Remover/Installer, Blower Motor (412-140) Remove the blower motor assembly. Release the blower motor locking tang.

Scheme 94

1. Using the special tool, install the blower motor assembly approximately 10 degrees counter-clockwise from the vertical position. Remover/Installer, Blower Motor (412-140)
2. Rotate the special tool clockwise to secure the blower motor assembly. Remover/Installer, Blower Motor (412-140)
3. Install the recirculation blend door housing assembly.
4. Connect the recirculation blend door actuator electrical connector. Connect the air quality sensor electrical connector. Secure the wiring harness.
5. Install the CJB bracket. Torque: 10 Nm
6. Secure the wiring harnesses to the CJB bracket.
7. Install the CJB.
8. Connect the 5 electrical connectors to the CJB and secure the front carpet.
9. Install the CJB lower access cover.
10. Install the passenger side footwell duct.
11. Install the glove compartment. Refer to «GLOVE COMPARTMENT»(ref-531962-S10250369972013022000000) .
12. Connect the blower motor electrical connector.
13. Install the accelerator pedal assembly. Refer to the appropriate Accelerator Pedal information.
14. Connect the battery ground cable. Refer to «SPECIFICATIONS»(ref-531959-S27829531522013022000000) .

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