Climate Control System: Other Lincoln Aviator I

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 utilized.

CASS is initiated only under specific conditions

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

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

The Refrigerant Cycle

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

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

The receiver/drier is designed to remove moisture from the refrigerant. The refrigerant, still at high pressure, exits the receiver/drier and enters the thermostatic expansion valve.

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

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

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

The A/C thermostatic cycling switch interrupts compressor operation before the external temperature of the A/C evaporator core gets low enough to cause the condensed water vapor (excess humidity) to turn to ice. It does this by supplying an ON/OFF command to the PCM.

The low charge protection switch protects the A/C compressor in the event of a low refrigerant charge. The switch interrupts the signal between the PCM and ground, when the low side refrigerant pressure drops below acceptable levels.

The refrigerant containment switch protects the A/C compressor if system pressure becomes too high. The switch interrupts the signal between the PCM and low charge protection switch.

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

Scheme 122

Dual Automatic Temperature Control System

The dual automatic temperature control (DATC) system operation is determined by the settings on the DATC module. The DATC system automatically maintains a selected temperature for vehicle interior comfort, including capabilities to maintain separate temperature settings for the driver and front passenger. The dual temperature control capabilities are achieved by splitting the air distribution system internally and utilizing two individually operated temperature blend doors. The DATC system is composed of the DATC module, automatic temperature control (ATC) solenoid and manifold, blower motor speed control, four vacuum control motors, two temperature blend door actuators, in-car temperature sensor, ambient air temperature sensor and solar amplifier (sunload sensor) to control the various functions.

When the DATC module is set to AUTO

1. the air distribution direction, heater control valve operation and blower motor speed are automatically controlled based on the temperature(s) selected.
2. the blower motor speed and air flow direction can be manually overridden. The DATC module manual override settings
3. allow the air distribution direction to be manually selected.
4. allow the blower motor speed to be manually selected.
5. allow the RECIRC mode to be manually selected, except in FLOOR/DEFROST and DEFROST. When the RECIRC mode is selected, A/C compressor operation is automatically requested (A/C request switch illuminates). The A/C request can be cancelled by pressing the A/C request switch, turning the indicator off.
6. allow A/C compressor operation to be manually selected, except in FLOOR/DEFROST and DEFROST. The DATC module also includes
7. an EXT button to monitor ambient (outside) air temperature. By pressing the EXT button the ambient temperature will be displayed on the DATC module display until the EXT button is pressed again.
8. a °F °C temperature conversion button to toggle the temperature being displayed between Fahrenheit and Celsius.
9. a rear window defrost button. For additional information, refer to «BODY SYSTEM - EXTERIOR»(ref-193027) . Dual temperature control can be enabled in AUTO or in all manual override settings. When the DATC module is set to DUAL
10. the DATC system enables varying temperatures to be selected by the driver and the front passenger. Dual temperature control is indicated by the presence of two temperature settings on the DATC module display. To return to single temperature control press the DUAL button, turning the DUAL indicator and front passenger temperature display off.
11. the air distribution direction and blower motor speed cannot be varied between the driver and front passenger. Only the temperature settings can be varied.
12. the system will favor the driver temperature setting if the driver and front passenger temperature set points vary greatly.

An auxiliary climate control system is standard equipment. The auxiliary climate control system operation is determined by the settings on the front or rear auxiliary climate control assembly. The auxiliary climate control assemblies include a blower motor switch, temperature control switch and air distribution mode switch, none of which can be individually serviced.

The auxiliary blower motor is operational regardless of the DATC system setting. The auxiliary system air can be cooled below internal vehicle temperature only when A/C compressor operation has been requested by the settings of the DATC module. The heater control valve operation does not affect the auxiliary climate control system, therefore, the auxiliary system air can be heated at any time.

The front auxiliary climate control assembly

1. blower motor switch controls the auxiliary blower motor speed. The blower motor speed can be set to OFF, LO, MED LO, or MED HI. When the front auxiliary blower motor switch is set to REAR, all control of the auxiliary climate control system functions are then transferred to the rear auxiliary climate control assembly.
2. air distribution mode switch toggles airflow between the overhead vents and the floor vent by outputting signals to the auxiliary air distribution door actuator. This positions the auxiliary air distribution door in all blower motor switch positions except REAR. Back-lit icons on the front climate control display indicate the source of the auxiliary system airflow.
3. temperature control switch is a potentiometer that outputs a variable voltage to the auxiliary temperature blend door actuator to set the position of the auxiliary temperature blend door in all blower motor switch positions except REAR. The temperature of the auxiliary system air may be affected by the DATC module settings. When A/C compressor operation has not been initiated (A/C compressor commanded on) by the DATC module, the auxiliary climate control system cannot cool the air below that of the internal vehicle temperature.

The rear auxiliary climate control assembly

1. blower motor switch controls the auxiliary blower motor speed only when the front auxiliary climate control assembly blower motor switch is set to REAR. The blower motor speed can be set to OFF, LO, MED LO, MED HI, or HI.
2. air distribution mode switch toggles airflow between the overhead vents and the floor vent by outputting signals to the auxiliary air distribution door actuator. This positions the auxiliary air distribution door only when the front auxiliary climate control assembly blower motor switch is set to REAR. Back-lit icons on the rear climate control display indicate the source of the auxiliary system airflow.
3. temperature control switch is a potentiometer that outputs a variable voltage to the auxiliary temperature blend door actuator to set the position of the auxiliary temperature blend door only when the front auxiliary climate control assembly blower motor switch is set to REAR. The temperature of the auxiliary system air may be affected by the manual climate control assembly or DATC module settings (as equipped). When A/C compressor operation has not been initiated (A/C compressor commanded on) by the manual climate control assembly or the DATC module (as equipped), the auxiliary climate control system cannot cool the air below that of the internal vehicle temperature.

AUTO

When AUTO is selected

1. The temperature control setting(s) is/are manually set to the desired setting(s).
2. The recirculation door vacuum control motor is automatically controlled by the DATC module, based on the temperature settings.
3. The mode door vacuum control motors are automatically controlled by the DATC module based on the temperature settings.
4. The heater control valve is automatically controlled by the DATC module based on the temperature settings.
5. The A/C compressor is automatically controlled by the DATC module based on the temperature settings. The A/C compressor will operate if the outside temperature is above approximately 4°C (39.5°F).
6. The A/C request switch or the RECIRC button, if pressed, will transfer the system to manual operation.
7. The blower motor is on. The blower motor speed is automatically controlled by the DATC module based on the temperature settings, but can be manually overridden.

OFF

When OFF is selected

1. The recirculation door vacuum control motor is at full vacuum, closing off outside air to the passenger compartment.
2. The defrost door vacuum control motor is at full vacuum and the floor door and panel door vacuum control motors are at no vacuum.
3. The heater control valve is at full vacuum, preventing the flow of hot coolant to the heater core.
4. The blower motor is OFF.

PANEL

When PANEL is selected

1. The RECIRC button is enabled. If the RECIRC button is pressed (indicator on) the recirculation door vacuum control motor is at full vacuum, closing off outside air to the passenger compartment. If the RECIRC button is not selected (indicator off) the recirculation door vacuum control motor will be at no vacuum, admitting only outside air into the passenger compartment.
2. The defrost door and panel door vacuum control motors are at full vacuum and the floor door vacuum control motor is at no vacuum, directing airflow to the instrument panel A/C registers. A small amount of airflow from the floor duct, defroster duct and side window demisters will be present.
3. The heater control valve is automatically controlled by the DATC module based on the temperature settings.
4. Temperature control can be adjusted by directing the airflow through and around the heater core. Only when A/C compressor operation has been selected by pressing the A/C request switch (indicator on) can the airflow temperature be cooled below that of the ambient (outside) air temperature.
5. The A/C request switch is enabled. When the A/C request switch is pressed (indicator on) the A/C compressor will operate if the outside air temperature is above approximately 4°C (39.5°F).
6. The blower motor is on.

PANEL/FLOOR

When PANEL/FLOOR is selected

1. The RECIRC button is enabled. If the RECIRC button is pressed (indicator on) the recirculation door vacuum control motor is at full vacuum, closing off outside air to the passenger compartment. If the RECIRC button is not selected (indicator off) the recirculation door vacuum control motor will be at no vacuum, admitting only outside air into the passenger compartment.
2. The defrost door, panel door and floor door vacuum control motors are at full vacuum, directing airflow to the instrument panel A/C registers and to the floor duct. A small amount of airflow from the defroster duct and side window demisters will be present.
3. The heater control valve is automatically controlled by the DATC module based on the temperature settings.
4. Temperature control can be adjusted by directing the airflow through and around the heater core. Only when A/C compressor operation has been selected by pressing the A/C request switch (indicator on) can the airflow temperature be cooled below that of the ambient (outside) air temperature.
5. The A/C request switch is enabled. When the A/C request switch is pressed (indicator on) the A/C compressor will operate if the outside air temperature is above approximately 4°C (39.5°F).
6. The blower motor is on.

FLOOR

When FLOOR is selected

1. The RECIRC button is enabled. If the RECIRC button is pressed (indicator on) the recirculation door vacuum control motor is at full vacuum, closing off outside air to the passenger compartment. A RECIRC door time-out strategy will be used to prevent fogging and the RECIRC function will automatically be turned off after approximately four minutes. If the RECIRC button is not selected (indicator off) the recirculation door vacuum control motor will be at no vacuum, admitting only outside air into the passenger compartment.
2. The defrost door and floor door vacuum control motors are at full vacuum and the panel door vacuum control motor is at no vacuum, directing airflow to the floor duct. A small amount of airflow from the instrument panel A/C registers, defroster duct and side window demisters will be present.
3. The heater control valve is automatically controlled by the DATC module based on the temperature settings.
4. Temperature control can be adjusted by directing the airflow through and around the heater core. Only when A/C compressor operation has been selected by pressing the A/C request switch (indicator on) can the airflow temperature be cooled below that of the ambient (outside) air temperature.
5. The A/C request switch is enabled. When the A/C request switch is pressed (indicator on) the A/C compressor will operate if the outside air temperature is above approximately 4°C (39.5°F).
6. The blower motor is on.

FLOOR/DEFROST

When FLOOR/DEFROST is selected

1. The RECIRC button is disabled. The recirculation door vacuum control motor is at no vacuum, admitting only outside air into the passenger compartment.
2. The floor door vacuum control motor is at full vacuum and the defrost door and panel door vacuum control motors are at no vacuum, directing airflow to the floor duct, defroster duct and side window demisters. A small amount of airflow from the instrument panel A/C registers will be present.
3. The heater control valve is automatically controlled by the DATC module based on the temperature settings.
4. Temperature control can be adjusted by directing the airflow through and around the heater core.
5. The A/C request switch will be disabled and will not illuminate. The A/C compressor will operate automatically if the outside air temperature is above approximately 4°C (39.5°F).
6. The blower motor is on.

DEFROST

When DEFROST is selected

1. The RECIRC button is disabled. The recirculation door vacuum control motor is at no vacuum, admitting only outside air into the passenger compartment.
2. The floor door, defrost door and panel door vacuum control motors are at no vacuum, directing airflow to the defroster duct and side window demisters. A small amount of airflow from the instrument panel A/C registers and the floor duct will be present.
3. The heater control valve is automatically controlled by the DATC module based on the temperature settings.
4. Temperature control can be adjusted by directing the airflow through and around the heater core.
5. The A/C request switch will be disabled and will not illuminate. The A/C compressor will operate automatically if the outside air temperature is above approximately 4°C (39.5°F).
6. The blower motor is on.

Air Distribution

Note. The air distribution system of this vehicle cannot be equipped with a cabin air filter.

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

1. outside air
2. recirculated air

Recirculated air is used when the climate control mode selector is set in the AUTOMATIC and OFF modes or when manually selected in any mode except DEFROST or FLOOR/DEFROST.

Air distribution within the vehicle is controlled by the DATC system in the AUTOMATIC mode. The air distribution mode on DATC vehicles may be overridden by the driver if desired. Four independently actuated air distribution doors are used to direct airflow within the heater core and evaporator core housing and the plenum chamber (18471). Vacuum control motors (18A318) are used to position these air distribution doors.

The DATC system uses a partitioned plenum chamber, and heater core and evaporator core housing assembly with two separate temperature blend doors. This allows for individual temperature settings to be selected for the RH and LH air outlets.

The air distribution system is designed to provide airflow from the defroster duct 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 A/C registers (19893).
2. heater outlet floor ducts (18C433).
3. windshield defroster duct (18490).
4. side window demisters.
5. center flow-through console duct.

Passenger compartment air is exhausted from the vehicle through open windows or body air vents.

Heating and Ventilation

The heating and ventilation system has the following features

1. Controls the temperature and, during A/C operation, reduces the relative humidity of the air inside the vehicle.
2. Delivers heated or cooled air to maintain the vehicle interior temperature and comfort level.
3. Controls the blower motor speed.
4. Cooling or heating can be adjusted to maintain the desired temperature.
5. The temperature can be adjusted individually by the driver and passenger.

Heater Core

The heater core consists of fins and tubes arranged to extract heat from the engine coolant and transfer it to air passing through the heater core.

Blower Motor

The blower motor pulls air from the air inlet and forces it into the heater core and evaporator core housing and the plenum chamber where it is mixed and distributed.

Heater Control Valve

The heater control valve is actuated by the heater control valve vacuum control circuit. When the heater control valve is closed (full vacuum), coolant flow through the front heater core is shut off and A/C cooling efficiency is increased.

Heater Core and Evaporator Core Housing

The heater core and evaporator core housing directs airflow from the blower motor through the evaporator core and heater core. All airflow from the blower motor passes through the evaporator core. The airflow is then directed through or around the heater core by the temperature blend door(s). The DATC system uses a partitioned heater core and evaporator core housing with two electric actuator positioned temperature blend doors. This allows for separate temperatures to be selected for the driver and passenger sides of the passenger compartment.

Air Conditioning

The air conditioning system components are

1. A/C compressor (19703)
2. A/C condenser core (19712)
3. A/C evaporator core (part of 19850 assembly)
4. receiver/drier (19959)
5. connecting refrigerant lines
6. thermostatic expansion valve assembly(19849)
7. A/C thermostatic switch
8. Refrigerant containment switch (19D594)
9. A/C compressor pressure relief valve (19D644)
10. low charge protection switch (19E561) The refrigerant system incorporates an A/C compressor controlled by the powertrain control module (PCM) through an A/C clutch relay.
11. The A/C compressor clutch will only be engaged by the PCM if all of the following conditions are met
12. The climate control assembly is set to a mode which provides an A/C request to the PCM.
13. The A/C thermostatic switch is reading an acceptable temperature (4°C/39.5°F).
14. The refrigerant containment switch is not open due to excessive pressure in the high side of the refrigerant system.
15. The low charge protection switch is not open due to insufficient low side refrigerant system pressure.
16. The A/C compressor relay is switched to the closed position by the PCM.
17. The engine coolant temperature is not excessively high.
18. The PCM has not detected a wide open throttle (WOT) condition.

An A/C compressor pressure relief valve is installed in the compressor manifold and tube assembly (19D734) to protect the refrigerant system against excessively high refrigerant pressures.

Refrigerant flow into the evaporator core is metered by a thermostatic expansion valve.

Thermostatic Expansion Valve

The thermostatic expansion valve (TXV) is located between the evaporator core lines and the thermostatic expansion valve manifold and tube assembly at the RH rear of the engine compartment. The TXV provides a restriction to the flow of refrigerant from the high pressure side of the refrigerant system, and separates the low pressure and high pressure sides of the refrigerant system. Refrigerant entering and exiting the evaporator core passes through the TXV through two separate flow paths. An internal temperature sensing bulb senses the temperature of the refrigerant flowing out of the evaporator core and adjust an internal pin-type valve to meter the refrigerant flow into the evaporator core. The internal pin-type valve decreases the amount of refrigerant entering the evaporator core at lower temperatures, and increases the amount of refrigerant entering the evaporator core at higher temperatures.

Condenser Core

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of system contamination from a failed A/C compressor or damage to the receiver/drier.

The condenser core has the following characteristics

1. It is an aluminum fin and tube design heat exchanger located in front of the vehicle radiator (8005).
2. It cools compressed refrigerant gas by allowing air to pass over fins and tubes to extract heat and by condensing gas to liquid refrigerant as it is cooled.

Refrigerant Lines

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of system contamination from a failed A/C compressor or damage to the receiver/drier.

The compressor manifold and tube assembly is attached to the A/C compressor, is sealed with O-ring seals, and has the following features

1. The upstream side contains low pressure refrigerant gas.
2. The downstream side contains high pressure refrigerant gas and a fitting used to mount a serviceable high-pressure A/C charge port valve.
3. The downstream side contains a fitting used to mount the refrigerant containment switch. A long-travel Schrader-type valve stem core is installed in the fitting so that the refrigerant containment switch can be removed without discharging the A/C system.
4. The downstream side also contains a pressure relief valve.

Evaporator Core

Note. The evaporator core is not separately serviceable, it is serviced only with the evaporator core housing assembly.

Note. If an evaporator core leak is suspected, the evaporator core must be vacuum leak tested before it is removed from the vehicle.

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of system contamination from a failed A/C compressor or damage to the receiver/drier.

The evaporator core is the plate/fin type with a unique refrigerant flow path.

1. A mixture of refrigerant and oil enters the bottom of the evaporator core through the evaporator core inlet tube, continues over to the remaining five plate/fin sections, and then moves out of the evaporator core through the evaporator core outlet tube.
2. This S-pass flow pattern accelerates the flow of refrigerant and oil through the evaporator core.

A/C Compressor Pressure Relief Valve

An A/C compressor pressure relief valve is incorporated in the compressor manifold and tube assembly to prevent damage to the A/C compressor and other system components, and to avoid total refrigerant loss by relieving unusually high refrigerant system discharge pressure buildups.

A/C Thermostatic Switch

The A/C thermostatic switch monitors the temperature of the refrigerant exiting the evaporator core into the TXV. It is used (by the PCM) to prevent freezing of the evaporator core by controlling A/C compressor clutch engagement/disengagement. Battery voltage is sent to the A/C thermostatic switch when the ignition switch is in the RUN position. The A/C thermostatic switch either supplies signal voltage to the PCM, or interrupts the signal voltage. A signal circuit connects the A/C thermostatic switch and the PCM and allows the PCM to monitor whether or not the signal voltage circuit is being completed by the A/C thermostatic switch. The PCM engages the A/C compressor clutch when the signal voltage is present and an A/C request has been received from the climate control assembly.

The A/C thermostatic switch is mounted on the TXV. Thermal grease must be applied to the A/C thermostatic switch probe when installing it into the TXV.

Low Charge Protection Switch

The low charge protection switch (19E561) is used to prevent A/C compressor damage in the event of a low refrigerant charge, by interrupting the ground signal circuit between the refrigerant containment switch and ground, when the low side refrigerant pressure drops below acceptable levels. The electrical switch contacts open when the suction pressure drops below normal levels. The contacts close when the suction pressure rises.

The low charge protection switch is mounted on the TXV.

Refrigerant Containment Switch

The refrigerant containment switch is used to interrupt A/C compressor operation in the event of high system discharge pressures.

1. The refrigerant containment switch is mounted on a Schrader valve-type fitting on the high pressure side of the compressor manifold and tube assembly.
2. A valve depressor, located inside the threaded end of the refrigerant containment switch, presses on the Schrader valve stem.
3. This allows the refrigerant containment switch to monitor the A/C compressor discharge pressure.
4. When the A/C compressor discharge pressure rises, the switch contacts open, disengaging the A/C compressor. When the pressure drops, the contacts close to allow operation of the A/C compressor.
5. It is not necessary to discharge the refrigerant system to remove the refrigerant containment switch.

Scheme 123

The spring lock coupling is a refrigerant line coupling held together by a garter spring inside a circular cage.

1. When the coupling is connected together, the flared end of the female fitting slips behind the garter spring inside the cage of the male fitting.
2. The garter spring and cage then prevent the flared end of the female fitting from pulling out of the cage.
3. Three O-ring seals are used to seal between the two halves of the couplings.
4. Use only the O-ring seals listed in the Ford Master Parts Catalog for the spring lock coupling.
5. A plastic indicator ring is used on the spring lock couplings of the evaporator core to indicate, during vehicle assembly, that the coupling is connected. Once the coupling is connected, the indicator ring is no longer necessary but will remain captive by the coupling near the cage opening.
6. The indicator ring may also be used during service operations to indicate connection of the coupling.
7. An A/C tube lock coupling clip (19E746) may be used to secure the coupling but is not required.

Peanut Fitting

The condenser core uses peanut-shaped refrigerant fittings instead of spring lock couplings.

Scheme 124

1. The male and female blocks of the peanut fitting are retained with a nut.
2. An O-ring seal is installed around the tube on the male block.
3. Support the female fitting with a wrench to prevent twisting of the tubes.
4. When correctly assembled, the male and female fittings should be flush.

Refrigerant System Dye

Fluorescent refrigerant system dye is added to the refrigerant system at the factory to assist in refrigerant system leak diagnosis using a Rotunda approved ultraviolet blacklight. It is not necessary to add additional dye to the refrigerant system before diagnosing leaks, even if a significant amount of refrigerant has been removed from the system. Replacement suction accumulators 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 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 .

Auxiliary Climate Control

The auxiliary climate control system is a one-piece unit that is located on the LH side of the vehicle between the side windows and the floorpan, behind the rear wheel well. The driver has primary control of the auxiliary climate control system or can transfer control to a rear passenger control panel.

All of the auxiliary climate control system components are serviceable from the inside of the vehicle except the lines.

Scheme 125

Auxiliary System Air Distribution

A vertical air distribution duct supplies air to the integral headliner air distribution duct. Airflow is then directed to the passengers through adjustable registers. The heater floor duct supplies air to a fixed register which is integral to the side trim panel and directs airflow through the fixed register to the passenger compartment.

Scheme 126

The auxiliary climate control system has the following features

1. The auxiliary blower motor recirculates the air inside the vehicle. Outside air is not available to the auxiliary climate control system.
2. Air is cooled and dehumidified by the auxiliary evaporator core only if the DATC is adjusted to a position that requires A/C compressor (19D629) operation.
3. The temperature blend door and the air distribution door are controlled by electronic actuator motors (19E616).
4. Movement of the auxiliary temperature control between COOL and WARM causes a corresponding movement of the temperature blend door to mix air flowing through and around the auxiliary heater core.
5. Toggling of the auxiliary air distribution control between PANEL and FLOOR causes a corresponding movement of the air distribution door to direct airflow between the panel (headliner) registers and the floor duct.

The auxiliary climate control system contains a blower motor which is controlled by the blower motor switch on the front or rear auxiliary climate control assembly.

The auxiliary climate control system uses a rear heater core which operates in the same manner as the front heater core.

Note. The auxiliary evaporator core is not separately serviceable. It is serviced only with the auxiliary climate control housing (18C424).

The auxiliary climate control system uses a rear evaporator core which operates in the same manner as the front evaporator core.

A thermostatic expansion valve automatically regulates the flow of refrigerant into the auxiliary evaporator core. It is also the dividing point in the system between low- and high-pressure sides.

The temperature sensing bulb measures the temperature of the refrigerant in the suction line and transmits it to the thermostatic expansion valve. This temperature variation regulates the refrigerant flow to the auxiliary evaporator core.

1. When the bulb senses a high temperature, the thermostatic expansion valve opens and floods refrigerant through the auxiliary evaporator core.
2. When the bulb senses a low temperature, the thermostatic expansion valve starts closing to shut off the refrigerant to the auxiliary evaporator core.

Dual Automatic Temperature Control

The dual automatic temperature control (DATC) module analyzes input from the following major sources

1. temperature, function and blower selection (made by the vehicle occupants)
2. in-vehicle temperature
3. ambient temperature
4. sunload
5. vehicle speed
6. engine coolant temperature Using these inputs, the DATC module determines the correct conditions for the following outputs
7. A/C compressor operation
8. blower speed
9. LH side temperature blend door position
10. RH side temperature blend door position
11. panel airflow door position
12. floor airflow door position
13. defrost airflow door position
14. air inlet door position

Control System Inputs

The DATC system has six control system inputs.

DATC Module

The DATC module

1. is located in the instrument panel.
2. has a vacuum fluorescent display for displaying set temperature, function and diagnostic trouble codes (DTCs).
3. utilizes an on-board diagnostic (OBD) feature to supply the technician with diagnostic trouble codes (DTCs). These DTCs direct the technician to the inoperative component.

Steering Wheel Audio/Climate Control Switch

The steering wheel audio/climate control switch

1. is located on the right side of the steering wheel.
2. allows the driver to adjust the passenger compartment temperature setting and manually override the blower motor speed setting.

For removal and installation of the steering wheel audio/climate control switch, refer to ENTERTAINMENT SYSTEM .

Ambient Air Temperature Sensor

The ambient air temperature sensor and bracket

1. is located in front of the condenser core.
2. contains a thermistor which measures the temperature of outside air as a resistance and sends that reading to the DATC module.

In-Vehicle Temperature Sensor

The in-vehicle temperature sensor operates in the following manner

1. A thermistor in the in-vehicle temperature sensor measures air temperature inside the passenger compartment.
2. An automatic temperature control aspirator hose and elbow is connected between the heater core and evaporator core housing and the in-vehicle temperature sensor.
3. The automatic temperature control aspirator hose and elbow takes air from the heater core and evaporator core housing air stream to create a suction in the in-vehicle temperature sensor.
4. The suction draws in-vehicle air into the in-vehicle temperature sensor and across the thermistor.

Solar Radiation Sensor

The solar radiation sensor supplies information to the DATC module indicating LH side and RH side sunload. For information on the location and service of the solar amplifier, refer to EXTERIOR LIGHTING .

PCM

The PCM supplies information about vehicle speed and engine coolant temperature to the DATC for calculating ambient air temperature and blower speed respectively.

Control System Outputs

The DATC system has four control system outputs.

Automatic Temperature Control (ATC) Solenoid and Manifold

The ATC solenoid and manifold

1. is located on the heater core and evaporator core housing near the blower motor.
2. uses solenoid-type valves to distribute vacuum to the vacuum control motors and heater control valve based on the settings of the DATC module.

Blower Motor Speed Control

The blower speed control

1. is located on the heater core and evaporator core housing near the blower motor.
2. converts low power signals from the DATC module to a high current, variable ground feed for the blower motor.
3. varies the blower motor speed and is controlled by the DATC module software.
4. has a delay function to provide a gradual increase or decrease in blower motor speed under all conditions.
5. controls the integral high blower speed relay which is engaged when maximum fan speed is selected.

Temperature Blend Door Actuators

The DATC system utilizes two temperature blend door actuators to control two separate temperature blend doors that independently vary the LH side and RH side temperature settings, as desired. The temperature blend door actuators

1. are located on the heater core and evaporator core housing.
2. move the temperature blend door on command from the DATC module.
3. contain a reversible electric motor and a potentiometer. The potentiometer wiper is connected to the actuator output shaft and moves with the output shaft to indicate the position of the temperature blend door.
4. are supplied a 5 volt signal and ground to the potentiometers. The voltage available at the wiper indicates the position of each potentiometer. The expressed value of the actuator wiper voltage is sent to the DATC module and is matched with an expected wiper voltage value. The DATC module then drives the actuator motor in whichever direction is necessary to make the actuator wiper voltage agree with the expected DATC module wiper voltage value.

Vacuum Control Motors

The four vacuum control motors

1. are actuated by the ATC solenoid and manifold based on input from the DATC module.
2. position the plenum doors to direct system airflow to the vehicle interior as determined by the DATC module settings.

Refer to AIR CONDITIONING wiring diagrams for schematic and connector information.

Scheme 127

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Scheme 134

1. Verify the customer concern by operating the climate control system to duplicate the condition.
2. Visually inspect for obvious signs of mechanical or electrical damage.
3. As pinpoint tests and measurements are being carried out, be sure to inspect for any disconnected, loose-fitting, or incorrectly installed component, module and in-line electrical connectors and pins.
4. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to the next step.
5. If the cause is not visually evident, connect a diagnostic tool to the data link connector and select the vehicle to be tested from the diagnostic tool menu. If the diagnostic tool does not communicate with the vehicle: check that the program card is correctly installed. check the connections to the vehicle. check the ignition switch position.
6. If the diagnostic tool still does not communicate with the vehicle, refer to the diagnostic tool operating manual.
7. Carry out the DATA LINK DIAGNOSTICS test. If the diagnostic tool responds with: CKT 914, CKT 915, or CKT70 = ALL ECUS NO RESP/NOT EQUIP, refer to «MODULE COMMUNICATIONS NETWORK»(ref-193023) to diagnose the network concern. If the powertrain control module (PCM) is not listed for a communication concern, turn the A/C controls to OFF and execute self-test diagnostics for the PCM. If the DATC module is not listed for a communication concern, execute self-test diagnostics for the DATC module.
8. If any PCM or DATC DTCs are retrieved, and are related to the concern, go to the Powertrain Control Module Diagnostic Trouble Code Index or the Dual Automatic Temperature Control Module Diagnostic Trouble Code Index to continue diagnostics.
9. If no DTCs related to the concern are retrieved, GO to «SYMPTOM CHART»(ref-193016-S00777015452005092300000) to continue diagnostics.
10. If the dual automatic temperature control module cannot be accessed by the diagnostic tool, GO to «PINPOINT TEST F»(ref-193016-S36845150682005092300000) .

Dual Automatic Temperature Control Module - Retrieve Continuous DTCs

The DATC module will retrieve only continuous (intermittent) DTCs when carrying out this procedure.

1. Retrieval of continuous DTCs can be initiated after cycling the ignition switch from OFF to ON. Normal operation of the climate control system stops when retrieving continuous DTCs.
2. To retrieve continuous DTCs press the OFF and PANEL buttons simultaneously and release, then press the AUTO button within two seconds. All vacuum fluorescent segments will be displayed if there are no continuous DTCs present. Continuous DTCs are indicated by the presence of the degrees Celsius symbol (°C) on the DATC module display. Record all DTCs displayed.
3. If any DTCs appear, carry out the diagnostic procedure. Refer to the Dual Automatic Temperature Control Module Diagnostic Trouble Code Index and follow the ACTION for each DTC given.
4. If a condition exists but no DTCs appear, GO to «SYMPTOM CHART»(ref-193016-S00777015452005092300000) Condition: The DATC System Is Inoperative, Intermittent or Incorrect Operation.
5. To exit and retain all continuous DTCs, press any button except DEFROST. The DATC module will exit the retrieve continuous DTCs mode and retain all continuous DTCs.
6. To exit and clear all continuous DTCs, press the DEFROST button. The DATC module will exit the retrieve continuous DTCs mode and all continuous DTCs will be cleared.
7. Always exit the procedure before powering the system down (system turned OFF). Once the procedure is exited the ignition switch must remain ON for at least 30 seconds to allow the temperature blend door actuators to automatically recalibrate.
8. Continuous DTCs will be deleted after 80 ignition switch ON cycles after the intermittent fault occurs.

Possible Causes

1. An open, short to voltage, ground or together in circuits 291 (BK), 290 (GY), 299 (DG), 300 (OG), 780 (DB), 292 (BN), 114 (LB/YE) or 115 (LG/BK).
2. Driver side (LH) or passenger side (RH) temperature blend door actuator.
3. DATC module.
4. Stuck or bound linkage or door.

Scheme 135

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Scheme 150

1. An open in circuit 470 (PK/BK)/3051 (BK/YE) or 3050 (WH/OG).
2. A short to voltage in circuit 470 (PK/BK)/ 3051 (BK/YE).
3. A short to ground in circuit 3050 (WH/OG).
4. In-vehicle air temperature sensor.
5. DATC module.

Scheme 151

Scheme 152

Scheme 153

1. An open in circuit 470 (PK/BK)/233 (DB/YE) or 234 (DB/WH).
2. A short to voltage in circuit 470 (PK/BK)/233 (DB/YE).
3. A short to ground in circuit 234 (DB/WH).
4. Ambient air temperature sensor.
5. DATC module.

Scheme 154

Scheme 155

Scheme 156

1. An open in circuit 1205 (BK) or 468 (BN).
2. A short to ground in circuit 468 (BN).
3. Solar radiation sensor.
4. DATC module.

Scheme 157

Scheme 158

Scheme 159

Scheme 160

1. An open in circuit 848 (DG/OG) or 3056 (TN/LG).
2. A short to ground or voltage in circuit 3056 (TN/LG).
3. Steering wheel control switch.
4. DATC module.
5. PCM.

1. An open in circuit 1203 (BK/LB), 729 (RD/WH) or 1003 (GY/YE).
2. DATC module.

Scheme 161

1. An open in circuit 1203 (BK/LB), 729 (RD/WH) or 1003 (GY/YE).
2. DATC module.

Scheme 162

Scheme 163

Scheme 164

1. An open, short to voltage, ground or together in circuits 1501 (BK), 1502 (BK/YE), 1503 (BK/LB), 1504 (RD/WH) or 1069 (OG/LB).
2. ATC solenoid and manifold.
3. DATC module.
4. Heater control valve.
5. Vacuum control motor.
6. Stuck or bound linkage or door.
7. Leaking or plugged vacuum hose.

Scheme 165

Scheme 166

Scheme 167

Scheme 168

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Scheme 171

Scheme 172

1. An open, short to voltage, ground in circuit 1069 (OG/LB).
2. ATC solenoid and manifold.
3. DATC module.
4. Heater control valve.
5. Stuck or bound linkage or door.
6. Leaking or plugged vacuum hose.
7. Temperature blend door actuator.

Scheme 173

Scheme 174

Scheme 175

Scheme 176

1. An open in circuits 441 (RD/YE), 439 (TN/LG), 1139 (VT/YE), 570 (BK/WH), 347 (BK/YE), 1205 (BK), 1003 (GY/WH), 1139 (VT/YE), 321 (GY/WH) or 331 (PK/YE).
2. PCM.
3. DATC module.
4. A/C low charge protection switch.
5. A/C thermostatic switch.
6. A/C compressor clutch field coil.
7. A/C pressure cutoff switch.
8. A/C control relay.

1. A short to ground in circuits 331 (PK/YE) or 441 (RD/YE).
2. A short to voltage in circuit 347 (BK/YE) or 321 (GY/WH).
3. PCM.
4. DATC module.
5. A/C compressor clutch field coil.
6. A/C control relay.

Scheme 177

Scheme 178

Scheme 179

Scheme 180

1. An open in circuit 1205 (BK), 575 (YE/BK), 371 (PK/WH), 536 (BK/LG) or circuit 538 (GY/RD).
2. A short to ground in circuit 575 (YE/BK).
3. A short to voltage in circuit 575 (YE/BK) or 371 (PK/WH).
4. Blower motor control module.
5. DATC module.
6. Blower motor relay.

Scheme 181

Scheme 182

Scheme 183

Scheme 184

Scheme 185

1. An open, short to voltage, ground or together in circuits 776 (OG/BK), 937 (RD/WH) or circuit 755 (BN/WH).
2. Blower motor control module.
3. DATC module.

Scheme 186

Scheme 187

Scheme 188

Scheme 189

Scheme 190

1. An open in circuit 1205 (BK), 575 (YE/BK), 181 (BR/OG), 371 (PK/WH) or circuit 515 (OG/RD).
2. Auxiliary blower motor.
3. Auxiliary blower motor relay.
4. Front auxiliary climate control assembly.
5. Rear auxiliary climate control assembly.

1. An open, short to ground or together in circuits 515 (OG/RD), 261 (OG/BK), 269 (LB/OG) or 260 (RD/OG).
2. Auxiliary blower motor resistor.
3. Front auxiliary climate control assembly.

Scheme 191

Scheme 192

Scheme 193

Scheme 194

1. An open, short to ground or together in circuits 515 (OG/RD), 261 (OG/BK), 269 (LB/OG), 260 (RD/OG) or 1121 (DG/YE).
2. Front auxiliary climate control assembly.
3. Rear auxiliary climate control assembly.

1. An open, short to voltage, ground or together in circuits 1128 (GY/LB) or 1129 (BN/WH).
2. Front auxiliary climate control assembly.
3. Auxiliary mode door actuator motor.
4. Broken/binding auxiliary mode door.

Scheme 195

Scheme 196

Scheme 197

1. An open, short to voltage, ground or together in circuits 1124(WH) or 1131 (LG).
2. Front auxiliary climate control assembly.
3. Rear auxiliary climate control assembly.

1. An open, short to voltage, ground or together in circuits 1205 (BK), 1003 (GY/YE) or 1125 (BN).
2. Front auxiliary climate control assembly.
3. Auxiliary temperature blend door actuator motor.
4. Broken/binding auxiliary temperature blend door.

Scheme 198

Scheme 199

1. An open, short to voltage, ground in circuit 1127 (YE).
2. Front auxiliary climate control assembly.
3. Rear auxiliary climate control assembly.

1. An open in circuit 1003 (GY/YE) or 1205 (BK).
2. Front auxiliary climate control assembly.

Scheme 200

1. An open in circuit 276 (BN) or 1203 (BK/LB).
2. Front Auxiliary Climate Control Assembly.
3. Rear Auxiliary Climate Control Assembly.

1. An open or short to ground in circuit 1069 (OG/LB).
2. ATC solenoid and manifold.
3. DATC module.
4. Heater control valve.
5. Stuck or bound linkage or door.
6. Leaking or plugged vacuum hose.

Scheme 201

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Scheme 214

1. Measure the resistance between pins 2 and 4 while pressing the buttons below.

Scheme 215

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Scheme 219

Scheme 220

Scheme 221

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

Heater Core - Plugged

1. Check to see that the engine coolant is at the correct level.
2. Start the engine and turn on the heater.
3. When the engine coolant reaches operating temperature, feel the heater core outlet hose to check if it is hot. If it is not hot: the heater core may have an air pocket. the heater core may be plugged. the thermostat is not working correctly.

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

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 in DESCRIPTION AND OPERATION before continuing.

Florescent Dye Detection

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

Scheme 222

Scheme 223

1. Check for leaks using the special tool. Inspect all components, lines, and fittings of the refrigerant system.
2. If a leak is found, recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
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-193016-S40035127082005092300000) .
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 the special tool.

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

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

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

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

Scheme 224

Scheme 225

1. Install an R-134a A/C refrigerant service center or a manifold and gauge set. For additional information, refer to «MANIFOLD GAUGE SET CONNECTION»(ref-193016-S07073196182005092300000) .
2. Verify that the valves on the special tool are closed.
3. Fill the special tool reservoir with 7 ml (0.25 oz) of fluorescent dye.
4. Install the special tool between the low-pressure service gauge port valve and the R-134a refrigerant service center or manifold gauge set.
5. Open all valves and inject the fluorescent dye into the refrigerant system.
6. When fluorescent dye injection is complete, close all valves.
7. Recover the refrigerant from the R-134a fluorescent dye injector.
8. Remove the fluorescent dye injector from the low-pressure service gauge port valve and the R-134a A/C refrigerant service center or manifold gauge set.

Fluorescent Dye Injection - Using a Dye Injector Loop Kit

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

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

Scheme 226

Scheme 227

Scheme 228

Scheme 229

Scheme 230

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

Scheme 231

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

Note. Only the A/C Flush and Purge Machine kit 219-00023, which includes A/C Flush and Purge Machine 219-00022, A/C Flush and Purge Fitting Kit 219-00024, and the Ford Part number F4AZ-19579-A A/C Systems Flushing Solvent, is approved for use on Ford Vehicles. No other flushing device or solvent is approved for flushing heat exchangers (A/C condenser, A/C evaporator). Use of any other flusher or solvent may cause damage to the A/C system and the flushing unit.

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

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

1. Recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
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 thermostatic expansion valve, mufflers or hoses. Internal plumbing and material make-up of these components make it impossible to correctly remove foreign material or residual flushing solvent.
4. Flush the heat exchanger for a minimum of 15 minutes.
5. Apply 621-862 kPa (90-125 psi) pressurized air to the component for a minimum of 30 minutes. The 30-minute purge time is required to force and evaporate all residual solvent from the A/C system component. Failure to successfully remove all residual solvent within the component can result in system damage when reconnected and operated. Dispose of the used flush solvent and filter in accordance with local, state and federal regulations.
6. Install a new thermostatic expansion valve in any vehicle being serviced for an internal A/C compressor failure.
7. Install new refrigerant hoses if clogged with foreign material.
8. Install a new receiver/drier in any vehicle being serviced for an internal A/C compressor failure.
9. Reconnect the heat exchanger being serviced.
10. If a new A/C compressor is not to be installed, lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
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-193016-S40035127082005092300000) .

Scheme 232

Scheme 233

Refrigerant System Recovery

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

1. Prior to recovering the refrigerant system, you must verify the purity of the refrigerant. For additional information, refer to «REFRIGERANT IDENTIFICATION TESTING»(ref-193016-S10236034852005092300000) .
2. Connect an R-134a A/C service center to the low- and high-pressure service gauge port valves.
3. Recover the refrigerant from the system following the operating instructions provided by the equipment manufacturer.
4. Once the service center has recovered the vehicle A/C system refrigerant, close the service center inlet valve (if equipped). Then switch off the power supply.
5. Allow the vehicle A/C system to remain closed for about two minutes. Observe the system vacuum level as shown on the gauge. If the vacuum does not decrease, disconnect the refrigerant center hose(s).
6. If the system vacuum does decrease, repeat Steps 2 through 5 until the vacuum level remains stable for two minutes.
7. Carry out the required repairs.

Refrigerant System Evacuation

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

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

Refrigerant System Charging

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

1. Correctly oil match the system to verify that the correct amount of refrigerant oil is present in the system. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
2. Charge the system with the specified amounts of refrigerant oil and refrigerant.
3. When no more refrigerant is being drawn into the system, start the engine and select MAX A/C operation. Adjust the blower motor speed to the maximum and allow the remaining refrigerant to be drawn into the system. Continue to add refrigerant into the system until the specified weight of R-134a has been added. Close the charging cylinder valve and allow the system to pull any remaining refrigerant from the hose. When the low-pressure drops to approximately 207 kPa (30 psi), close the charging hose valve.

Scheme 234

Scheme 235

Scheme 236

1. Orient the filter inlet toward the A/C condenser core.
2. Temporarily install the pancake filter between the A/C condenser core and the receiver/drier. Use flexible refrigerant hose of 17,238 kPa (2,500 psi) burst rating. Make the connections using the A/C Test Fitting Set.
3. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
4. Evacuate and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
5. Check all refrigerant system hoses, lines and the position of the newly installed filters to be sure they do not interfere with other engine compartment components. If necessary, use tie-straps to make adjustments.
6. Provide adequate airflow to the front of the vehicle (with a fan, if necessary). Select A/C operation and set the blower motor speed to maximum. Start the engine and let it idle briefly. Make sure the A/C system is operating correctly.
7. Gradually bring the engine up to 1,200 rpm by running it at lower rpms for short periods (first at 800 rpm, then at 1,000 rpm). Set the engine at 1,200 rpm and run it for one hour with the A/C system operating.
8. Stop the engine.
9. Recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
10. Remove the fittings, flexible hoses and pancake filter.
11. Discard the pancake filter. It can be used one time only.
12. Reconnect the receiver/drier to the A/C condenser core.
13. Evacuate, charge and leak-test the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .

Scheme 237

1. Rotate the old A/C compressor shaft six to eight revolutions while collecting oil in a clean measuring device. If the amount of oil drained from the old A/C compressor is between 85-142 ml (3-5 ounces), pour the same amount plus 30 ml (1 ounce) of clean PAG oil into the new A/C compressor. If the amount of oil that was removed from the old A/C compressor is greater than 142 ml (5 ounces), pour the same amount drained of clean PAG oil into the new A/C compressor. If the amount of oil that was removed from the old A/C compressor is less than 85 ml (3 ounces), pour 85 ml (3 ounces) of clean PAG oil into the new A/C compressor.
2. For the receiver/drier, drill two 1/2 inch holes in the suction receiver/drier cylinder and drain the oil into a calibrated container. Add a quantity of new oil to match that drained from the old receiver/drier plus 60 ml (2 ounces) of clean PAG oil.
3. For the A/C evaporator core (19860), add 89 ml (3 ounces) of clean PAG oil to the receiver/drier inlet tube.
4. For the A/C condenser core (19712), add 30 ml (1 ounce) of clean PAG oil to the A/C condenser core or the receiver/drier inlet tube.
5. Add 60 ml (2 ounces) of clean PAG oil to the receiver/drier inlet tube when carrying out each of the following repairs: installation of a new thermostatic expansion valve installation of a new A/C compressor pressure relief valve (19D644) installation of a new refrigerant line repair of an O-ring seal leak repair of a charge port leak
6. Installation of new components that do not require discharge of refrigerant and resulting oil loss, such as the refrigerant containment switch, do not require additional oil.

Scheme 238

1. Follow the instructions included with the Deluxe Refrigerant Diagnostic Tool to obtain the sample for testing.
2. The diagnostic tool will display one of the following: If the purity level of R-134a or R-12 is 98% or greater by weight, the green "PASS" light emitting diode (LED) will light. The weight concentrations of R-134a, R-12, R-22, hydrocarbons, and air will be displayed on the digital display. If refrigerants R-134a or R-12 do not meet the 98% purity levels, the red "FAIL" LED will light and a horn will sound alerting the user of potential hazards. The weight concentrations of R-134a, R-12, R-22, and hydrocarbons will be displayed on the digital display. If hydrocarbon concentrations are 2% or greater by weight, the red "FAIL" LED will light, "Hydrocarbon High" will be displayed on the digital display, and a horn will sound alerting the user of potential hazards. The weight concentrations of R-134a, R-12, R-22, and hydrocarbons will also be displayed on the digital display.
3. The percentage of air contained in the sample will be displayed if the R-134a or R-12 content is 98% or greater. The diagnostic tool eliminates the effect of air when determining the refrigerant sample content because air is not considered a contaminant, although air can affect A/C system performance. When the diagnostic tool has determined that a refrigerant source is pure (R-134a or R-12 is 98% or greater by weight) and air concentration levels are 2% or greater by weight, the diagnostic tool will prompt the user if an air purge is desired.
4. If contaminated refrigerant is detected, repeat the refrigerant identification test to verify that the refrigerant is indeed contaminated.
5. Recover any contaminated refrigerant using suitable recovery-only equipment designed for capturing and storing contaminated refrigerant. For additional information, refer to «CONTAMINATED REFRIGERANT HANDLING»(ref-193016-S32456857962005092300000) .

Contaminated Refrigerant Handling

1. Recover the contaminated refrigerant using suitable recovery-only equipment designed for capturing and storing contaminated refrigerant. This equipment must only be used to recover contaminated refrigerant to prevent the spread to other vehicles. If this equipment is not available, contact an A/C service facility in your area with the correct equipment to carry out this service.
2. Determine and correct the cause of the customer's initial concern.
3. The receiver/drier cannot be cleaned. A new receiver/drier must be installed. Remove the receiver/drier.
4. Clean the A/C evaporator core and the A/C condenser core by flushing. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM FLUSHING»(ref-193016-S05180868932005092300000) .
5. Install the new receiver/drier.
6. Correctly oil match the system. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
7. Evacuate and charge the system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
8. Dispose of contaminated refrigerant according to all federal, state and local regulations.

Scheme 239

Scheme 240

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

Scheme 241

Scheme 242

1. Remove the components in the order indicated in the following illustration. To remove individual components, only perform the following steps
2. To install, reverse the removal procedure.

Item 1: Passenger Air Bag Module Removal Note

1. Remove the passenger side air bag module. For additional information, refer to «AIR BAG RESTRAINT SYSTEMS»(ref-160399) .

Scheme 243

Note. If an evaporator core leak is suspected, the evaporator core must be vacuum leak tested before it is removed from the vehicle.

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of contamination from a failed A/C compressor or damage to the receiver/drier.

Note. New O-ring seals, lubricated in clean PAG oil, must be installed before reconnecting any A/C fitting which has been disconnected.

Note. Lubricate the coolant hoses with plain water only if needed.

Scheme 244

1. Recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
2. Remove the instrument panel. For additional information, refer to «BODY SYSTEM - INTERIOR»(ref-193028) .
3. Clamp off the heater core inlet and outlet hoses at the heater core connection.
4. Remove the components in the order indicated in the following illustration.
5. To install, reverse the removal procedure.
6. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
7. Fill and bleed the engine cooling system. For additional information, refer to «ENGINE COOLING»(ref-193003) .
8. Evacuate, leak-test and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .

Item 3: Vacuum Connector Removal Note

Scheme 245

Scheme 246

1. Disconnect the vacuum line connectors in the engine compartment.
2. Detach the grommet and push the vacuum lines into the passenger compartment.

Scheme 247

1. Remove the defroster duct. For additional information, refer to «AIR DISTRIBUTION DUCTS»(ref-193016-S30282024932005092300000) .
2. Remove the climate control assembly. For additional information, refer to «CLIMATE CONTROL ASSEMBLY»(ref-193016-S26610340842005092300000) .
3. Remove the components in the order indicated in the following illustration.
4. To install, reverse the removal procedure.

Scheme 248

1. Remove the RH lower instrument panel insulator.
2. Remove the components in the order indicated in the following illustration.

Scheme 249

1. Remove the components in the order indicated in the following illustration.
2. To install, reverse the removal procedure.

Heater Core - Front

Note. If a heater core leak is suspected, the heater core must be pressure leak tested before it is removed from the vehicle.

Scheme 250

1. Remove the heater core and evaporator core housing. For additional information, refer to «HEATER CORE AND EVAPORATOR CORE HOUSING, ASSEMBLY AND COMPONENTS»(ref-193016-S01591037342005092300000) .
2. Remove the components in the order indicated in the following illustration.
3. To install, reverse the removal procedure.

Heater Core - Auxiliary

Note. Lubricate the coolant hoses with plain water only if needed.

Scheme 251

Scheme 252

Scheme 253

1. Position the vehicle on a hoist with the gear selector in NEUTRAL.
2. Using suitable tools, clamp-off the underbody heater hoses at the floorpan bracket.
3. Remove the components in the order indicated in the following illustration.
4. Remove the components in the order indicated in following illustration.
5. Remove the components in the order indicated in the following illustration.
6. To install, reverse the removal procedure.
7. Fill the engine cooling system. For additional information, refer to «ENGINE COOLING»(ref-193003) .

Item 4: Line Bracket Screw Removal Note

1. The screw and line bracket are located inside the vehicle above the floorpan line bracket.

Heater Control Valve and Heater Hoses

Note. Lubricate the coolant hoses with plain water only if needed.

Scheme 254

Scheme 255

1. If removing any component other than the heater control valve, drain the engine coolant. For additional information, refer to «ENGINE COOLING»(ref-193003) .
2. If replacing the heater control valve only, clamp off the heater hoses at the heater control valve inlet and outlet.
3. Remove the components in the order indicated in the following illustration. To remove individual components, only perform the following steps
4. To install, reverse the removal procedure.
5. Fill the engine coolant level. For additional information, refer to «ENGINE COOLING»(ref-193003) .

Scheme 256

Scheme 257

1. If A/C flushing equipment is available, carry out flushing of the air conditioning system prior to installing a new air conditioning compressor. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM FLUSHING»(ref-193016-S05180868932005092300000) .
2. If A/C flushing equipment is not available, carry out filtering of the air conditioning system after a new air conditioning compressor has been installed. For additional information, refer to «REFRIGERANT SYSTEM FILTERING FOLLOWING AIR CONDITIONING (A/C) COMPONENT INSTALLATION»(ref-193016-S22988858492005092300000) .
3. Install a new thermostatic expansion valve, as directed by the A/C flushing or filtering procedure.
4. Install a new receiver/drier (19C836) as directed by the A/C flushing or filtering procedure.

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of system contamination from a failed A/C compressor or damage to the receiver/drier.

Note. New O-ring seals, lubricated in clean PAG oil, must be installed before reconnecting any A/C fitting which has been disconnected.

Scheme 258

Scheme 259

Scheme 260

1. Position the vehicle on a hoist with the gear selector in NEUTRAL.
2. If flushing of the air conditioning system has not been performed, recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
3. Remove the drive belt from the A/C compressor pulley.
4. To remove individual components, carry out only the following steps.
5. Remove the components in the order indicated in the following illustration.
6. Remove the components in the order indicated in the following illustration.
7. To install, reverse the removal procedure.
8. If filtering of the air conditioning system is not to be performed, lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
9. If filtering of the air conditioning system is not to be performed, evacuate, leak test and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .

Item 10: A/C Clutch Nut Removal Note

Scheme 261

1. Remove the A/C clutch nut. Using the special tool, hold the clutch plate. Remove the nut.

Item 14: A/C Clutch Pulley Removal Note

1. Using the special tool, remove the A/C clutch pulley.

Scheme 262

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of contamination from a failed A/C compressor or damage to the receiver/drier.

Note. New O-ring seals, lubricated in clean PAG oil, must be installed before reconnecting any A/C fitting which has been disconnected.

Scheme 263

1. Remove the cooling module. For additional information, refer to «ENGINE COOLING»(ref-193003) .
2. Remove the components in the order indicated in the following illustration.
3. To install, reverse the removal procedure.

Item 4: Condenser Installation Note

1. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .

Scheme 264

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of contamination from a failed A/C compressor or damage to the receiver/drier.

Note. New O-ring seals, lubricated in clean PAG oil, must be installed before reconnecting any A/C fitting which has been disconnected.

Scheme 265

1. Recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
2. Remove the upper radiator sight shield.
3. Remove the air cleaner.
4. Remove the components in the order indicated in the following illustration.
5. To install, reverse the removal procedure.
6. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
7. Evacuate, leak test and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000)

Scheme 266

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of contamination from a failed A/C compressor or damage to the receiver/drier.

Note. New O-ring seals, lubricated in clean PAG oil, must be installed before reconnecting any A/C fitting which has been disconnected.

Scheme 267

1. Recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
2. Remove the air cleaner.
3. Remove the components in the order indicated in the following illustration.
4. To install, reverse the removal procedure.
5. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
6. Evacuate, leak test and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .

Scheme 268

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of contamination from a failed A/C compressor or damage to the receiver/drier.

Note. New O-ring seals, lubricated in clean PAG oil, must be installed before reconnecting any A/C fitting which has been disconnected.

Scheme 269

1. Recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
2. Remove the air cleaner and air cleaner outlet tube.
3. Remove the components in the order indicated in the following illustration.
4. To install, reverse the removal procedure.
5. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
6. Evacuate, leak test and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .

Scheme 270

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of contamination from a failed A/C compressor or damage to the receiver/drier.

Note. New O-ring seals, lubricated in clean PAG oil, must be installed before reconnecting any A/C fitting which has been disconnected.

Scheme 271

1. Position the vehicle on a hoist with the gear selector in NEUTRAL.
2. Recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
3. Remove the components in the order indicated in the following illustration.
4. To install, reverse the removal procedure.
5. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
6. Evacuate, leak test and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .

Scheme 272

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of contamination from a failed A/C compressor or damage to the receiver/drier.

Note. New O-ring seals, lubricated in clean PAG oil, must be installed before reconnecting any A/C fitting which has been disconnected.

Scheme 273

1. Recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
2. Remove the components in the order indicated in the following illustration.
3. To install, reverse the removal procedure.
4. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
5. Evacuate, leak test and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .

Scheme 274

1. Remove the components in the order indicated in the following illustration.
2. To install, reverse the removal procedure.

Scheme 275

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of contamination from a failed A/C compressor or damage to the receiver/drier.

Note. New O-ring seals, lubricated in clean PAG oil, must be installed before reconnecting any A/C fitting which has been disconnected.

Note. Clean and lubricate the coolant hoses with plain water only if needed.

Scheme 276

Scheme 277

1. Position the vehicle on a hoist with the gear selector in NEUTRAL.
2. Recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
3. Remove the LH quarter trim panel. For additional information, refer to «BODY SYSTEM - INTERIOR»(ref-193028) .
4. Remove the components in the order indicated in the following illustration.
5. Remove the components in the order indicated in the following illustration.
6. To install, reverse the removal procedure.
7. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
8. Fill the engine cooling system. For additional information, refer to «ENGINE COOLING»(ref-193003) .
9. Evacuate, leak test and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .

Item 3: Clamp Removal Note

1. Using a suitable tool, clamp-off and disconnect the heater hoses. After disconnecting the heater hoses, allow the coolant to drain from the auxiliary heater core to avoid coolant spilling inside the passenger compartment.

Scheme 278

1. Remove the overhead console. For additional information, refer to «BODY SYSTEM - INTERIOR»(ref-193028) .
2. Remove the components in the order indicated in the following illustration.
3. To install, reverse the removal procedure.

Scheme 279

1. Remove the components in the order indicated in the following illustration.
2. To install, reverse the removal procedure.

Auxiliary Heater Outlet and Inlet Line - Front

Note. Lubricate the coolant hoses with plain water only if needed.

Scheme 280

1. Position the vehicle on a hoist with the gear selector in NEUTRAL.
2. Drain the engine coolant. For additional information, refer to «ENGINE COOLING»(ref-193003) .
3. Remove the RH running board brackets. For additional information, refer to «BODY SYSTEM - EXTERIOR»(ref-193027) .
4. Remove the components in the order indicated in the following illustration.
5. To install, reverse the removal procedure.
6. Fill the engine coolant level. For additional information, refer to «ENGINE COOLING»(ref-193003) .

Scheme 281

1. Position the vehicle on a hoist with the gear selector in NEUTRAL.
2. Drain the engine coolant. For additional information, refer to «ENGINE COOLING»(ref-193003) .
3. Remove the spare tire.
4. Remove the components in the order indicated in the following illustration.
5. To install, reverse the removal procedure.
6. Fill the engine coolant level.

Item 12 & 11: Auxiliary Heater Line Installation Note

1. Clean and lubricate the coolant hoses with plain water only if needed.

Scheme 282

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of contamination from a failed A/C compressor or damage to the receiver/drier.

Note. New O-ring seals, lubricated in clean PAG oil, must be installed before reconnecting any A/C fitting which has been disconnected.

Scheme 283

1. Position the vehicle on a hoist with the gear selector in NEUTRAL.
2. Recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
3. Remove the RH running board brackets. For additional information, refer to «BODY SYSTEM - EXTERIOR»(ref-193027) .
4. Remove the components in the order indicated in the illustration below.
5. To install, reverse the removal procedure
6. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
7. Evacuate, leak test and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .

Scheme 284

Note. Installation of a new receiver/drier is not required when repairing the air conditioning system except when there is physical evidence of contamination from a failed A/C compressor or damage to the receiver/drier.

Note. New O-ring seals, lubricated in clean PAG oil, must be installed before reconnecting any A/C fitting which has been disconnected.

Scheme 285

1. Position the vehicle on a hoist with the gear selector in NEUTRAL.
2. Recover the refrigerant. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .
3. Remove the spare tire.
4. Remove the components in the order indicated in the following illustration.
5. To install reverse the removal procedure.
6. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information, refer to «REFRIGERANT OIL ADDING»(ref-193016-S42440131262005092300000) .
7. Evacuate, leak test and charge the refrigerant system. For additional information, refer to «AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING»(ref-193016-S40035127082005092300000) .

Scheme 286

Scheme 287

1. Remove the components in the order indicated in the following illustration. If removing individual components, only carry out the following steps.
2. To install, reverse the removal procedure.

Item 5: Floor Console Removal Note

1. Remove the front floor console. For additional information, refer to «BODY SYSTEM - INTERIOR»(ref-193028) .

Item 9: Instrument Panel Removal Note

1. Remove the instrument panel. For additional information, refer to «BODY SYSTEM - INTERIOR»(ref-193028) .

Item 12: Heater Core and Evaporator Core Housing Removal Note

1. Remove the heater core and evaporator core housing. For additional information, refer to «HEATER CORE AND EVAPORATOR CORE HOUSING, ASSEMBLY AND COMPONENTS»(ref-193016-S01591037342005092300000) .

Scheme 288

1. Remove the components in the order indicated in the following illustration.
2. To install, reverse the removal procedure.

Item 4: Bezel Removal Note

1. Rotate the bezel to gain access to the lower climate control assembly screw.

Scheme 289

1. Remove the RH lower instrument panel insulator.
2. Remove the components in the order indicated in the following illustration.
3. To install, reverse the removal procedure.

Scheme 290

1. Remove the upper radiator sight shield.
2. Remove the ambient air temperature sensor.
3. To install, reverse the removal procedure.

Scheme 291

1. Remove the components in the order indicated in the following illustration.
2. To install, reverse the removal procedure.

Scheme 292

1. Remove the instrument panel. For additional information, refer to «BODY SYSTEM - INTERIOR»(ref-193028) .
2. Remove the components in the order indicated in the following illustration.
3. To install, reverse the removal procedure.

Scheme 293

1. Remove the instrument panel. For additional information, refer to «BODY SYSTEM - INTERIOR»(ref-193028) .
2. Remove the components in the order indicated in the following illustration.
3. To install, reverse the removal procedure.

Scheme 294

1. Position the vehicle on a hoist with the gear selector in NEUTRAL.
2. Remove the LH quarter trim panel. For additional information, refer to «BODY SYSTEM - INTERIOR»(ref-193028) .
3. Remove the components in the order indicated in the following illustration.
4. To install, reverse the removal procedure.

Scheme 295

1. Position the vehicle on a hoist with the gear selector in NEUTRAL.
2. Remove the LH quarter trim panel. For additional information, refer to «BODY SYSTEM - INTERIOR»(ref-193028) .
3. Remove the components in the order indicated in the following illustration.
4. To install, reverse the removal procedure.

Scheme 296

1. Remove the plenum chamber. For additional information, refer to «PLENUM CHAMBER, ASSEMBLY AND COMPONENTS»(ref-193016-S07016892702005092300000) .
2. Remove the components in the order indicated in the following illustration.
3. To install, reverse the removal procedure.

Item 3: Vacuum Control Motor Removal Note

Scheme 297

1. Rotate the vacuum control motor until it clears the retaining arm and remove the vacuum control motor.

Scheme 298

1. Lower the glove compartment door.
2. Remove the components in the order indicated in the following illustration.
3. To install, reverse the removal procedure.

Item 3: Vacuum Control Motor Removal Note

Scheme 299

1. Rotate the vacuum control motor until it clears the retaining arm and remove the vacuum control motor.

Scheme 300

1. Remove the instrument panel. For additional information, refer to «BODY SYSTEM - INTERIOR»(ref-193028) .
2. Remove the components in the order indicated in following illustration.
3. To install, reverse the removal procedure.

Item 5: Vacuum Control Motor Removal Note

Scheme 301

1. Rotate the vacuum control motor until it clears the retaining arm and remove the vacuum control motor.

Scheme 302

1. Remove the air inlet duct. For additional information, refer to «AIR DISTRIBUTION DUCTS»(ref-193016-S30282024932005092300000) .
2. Remove the components in the order indicated in the following illustration.
3. To install, reverse the removal procedure.

Item 2: Vacuum Control Motor Removal Note

Scheme 303

1. Rotate the vacuum control motor until it clears the retaining arm and remove the vacuum control motor.

Scheme 304

1. Remove the components in the order indicated in the following illustration.
2. To install, reverse the removal procedure.