DODGE NEON 1999 Service Repair Manual

(3) Close all doors, windows and vents to the pas-
senger compartment.
(4) Set Heater-A/C control to A/C, full heat, floor,
RECIRC. and high blower.
(5) Start the engine and hold the idle speed (1000
rpm). After the engine has reached running temper-
ature, allow the passenger compartment to heat up.
This will create the need for maximum refrigerant
flow into the evaporator.
(6) If the refrigerant charge is sufficient, discharge
(high pressure) gauge should read 965 to 2620 kPa
(140 to 380 psi). Suction (low pressure) gauge should
read 103 to 2417 kPa (15 to 35 psi). If system cannot
achieve proper pressure readings, replace the expan-
sion valve. If pressure is correct, proceed with test.
WARNING: PROTECT SKIN AND EYES FROM CON-
TACTING CO2 PERSONAL INJURY CAN RESULT.
(7) If suction side low pressure is within specified
range, freeze the expansion valve control head (Fig.
10) for 30 seconds. Use a super cold substance (liquid
CO2).Do not spray refrigerant on the expansion
valve for this test.Suction side low pressure should
drop to 34.5 kPa (5 psi) If not, replace expansion
valve.
(8) Allow expansion valve to thaw. The low pres-
sure gauge reading should stabilize at 103 to 241
kPa (15 to 35 psi). If not, replace expansion valve.
(9) When expansion valve test is complete, test
A/C overall performance. Refer to the Heater and A/C
Performance Test in this section. Remove all test
equipment before returning vehicle to use.
BLOWER MOTOR ELECTRICAL DIAGNOSIS
Refer to the Blower Motor Electrical System Diag-
nosis chart in this section. Also refer to Group 8W,
Wiring Diagrams for more information.
BLOWER MOTOR VIBRATION AND/OR NOISE
DIAGNOSIS
The resistor block supplies the blower motor with
varied voltage (low and middle speeds) or battery
voltage (high speed).
CAUTION: Stay clear of the blower motor and resis-
tor block (Hot). Do not operate the blower motor
with the resistor block removed from the heater-A/C
housing.
Refer to the Blower Motor Vibration/Noise chart
for diagnosis.
EVAPORATOR PROBE TEST
The work area and vehicle must be between 16É C
(60É F) and 32É C (90É F) when testing the switch.(1) Disconnect the three wire connector from the
evaporator probe lead located behind the glove box.
(2) Start engine and set A/C to low blower motor
speed, panel, full cool, and RECIRC.
(3) Using a voltmeter, check for battery voltage
between Pin 1 and 2. If no voltage is detected, there
is no power to the switch. Check wiring and fuses.
Refer to Group 8W, Wiring Diagrams for circuit diag-
nosis.
(4) Using a voltmeter, check for battery voltage
between Pin 1 and Pin 3. If no voltage is detected,
there is no voltage from the Powertrain Control Mod-
ule. Refer to Group 8W, Wiring Diagrams. If voltage
is OK, connect a jumper wire between Pin 1 and Pin
3. The compressor clutch should engage. If the clutch
engages, remove the jumper wire immediately and go
to Step 5. If the compressor clutch does not engage,
check the operation of the clutch and repair as nec-
essary.
(5) If compressor clutch engages, connect the evap-
orator probe 3-way connector. The compressor clutch
should engage or cycle depending on evaporator tem-
perature. If OK, go to Step 6. If not OK, replace the
clutch cycling switch.
(6) The engine running and the A/C set to:
²Blower motor on low speed
²Panel position
²Full cool
²RECIRC.
Close all doors and windows. Place a thermometer
in the center discharge vent.
(7) If the clutch does not begin to cycle off between
2É C to 7É C (35É F to 45É F), verify that the evapo-
rator probe is fully installed and not loose in evapo-
rator. If it is not properly installed, install probe and
retest outlet temperature. If the evaporator probe is
properly installed, replace the clutch cycling switch.
HEATER PERFORMANCE TEST
PRE-DIAGNOSTIC PREPARATIONS
Review Safety Precautions and Warnings in this
group before performing the following procedures.
Check the coolant level, drive belt tension, vacuum
line connections, radiator air flow and fan operation.
Start engine and allow to warm up to normal tem-
perature.
WARNING: DO NOT REMOVE RADIATOR CAP
WHEN ENGINE IS HOT, PERSONAL INJURY CAN
RESULT.
If vehicle has been run recently, wait 15 minutes
before removing cap. Place a rag over the cap and
turn it to the first safety stop. Allow pressure to
escape through the overflow tube. When the system
stabilizes, remove the cap completely.
24 - 8 HEATING AND AIR CONDITIONINGPL
DIAGNOSIS AND TESTING (Continued)

BLOWER MOTOR ELECTRICAL DIAGNOSIS
PLHEATING AND AIR CONDITIONING 24 - 9
DIAGNOSIS AND TESTING (Continued)

BLOWER MOTOR NOISE/VIBRATION DIAGNOSIS
24 - 10 HEATING AND AIR CONDITIONINGPL
DIAGNOSIS AND TESTING (Continued)

MAXIMUM HEATER OUTPUT: TEST AND
ACTION
Engine coolant is provided to the heater system by
two 16 mm (5/8 inch inside diameter) heater hoses.
With engine idling at normal running temperature,
set the control to maximum heat, floor, and high
blower setting. Using a test thermometer, check the
air temperature coming from the floor outlets, refer
to Temperature Reference Table.
If the floor outlet air temperature is insufficient,
refer to Group 7, Cooling Systems for specifications.
Both heater hoses should be HOT to the touch (cool-
ant return hose should be slightly cooler than the
supply hose). If coolant return hose is much cooler
than the supply hose, locate and repair engine cool-
ant flow obstruction in heater system.
POSSIBLE LOCATIONS OR CAUSE OF
OBSTRUCTED COOLANT FLOW
(1) Pinched or kinked heater hoses.
(2) Improper heater hose routing.
(3) Plugged heater hoses or supply and return
ports at cooling system connections, refer to Group 7,
Cooling System.(4) Plugged heater core.
(5) Air locked heater core.
(6) If coolant flow is verified and outlet tempera-
ture is insufficient, a mechanical problem may exist.
POSSIBLE LOCATION OR CAUSE OF
INSUFFICIENT HEAT
(1) Obstructed cowl air intake.
(2) Obstructed heater system outlets.
(3) Blend-air door not functioning properly.
TEMPERATURE CONTROL
If temperature cannot be adjusted with the TEMP
lever on the control panel, the following could require
service:
(1) Blend-air door binding.
(2) Faulty blend-air door cable.
(3) Improper engine coolant temperature.
(4) Faulty Instrument Panel Control.
LOW PRESSURE CUT-OFF SWITCH
The work area must not be below 21ÉC (70ÉF) to
test the compressor clutch circuit.
(1) With gear selector in park or neutral and park
brake set, start engine and allow to idle.
(2) Raise hood and disconnect low pressure cut off
switch connector boot.
(3) Using a suitable jumper wire, jump across the
terminals inside wire connector boot.
(4) If the compressor clutch does not engage, the
cycling clutch switch, wiring, relay, or fuse can be
defective. Refer to Group 8W, Wiring Diagrams.
(5) If clutch engages, connect manifold gauge set.
Read low pressure gauge. At pressure above 97 kPa
(14 psi) and above, low pressure out off switch will
complete the clutch circuit. If the low pressure gauge
reads below 140 kPa (20 psi), the system is low on
refrigerant charge or empty due to a leak. Refer to
Service±Procedures, System Leak Checking in this
section.
(6) Install connector boot on switch and repeat
Step 3. If the clutch does not engage, replace the low
pressure cut off switch.
SYSTEM CHARGE LEVEL TEST
The procedure below should be used to check
and/or fill the refrigerant charge in the air condition-
ing system.
Fig. 11 Evaporator Probe Harness Connector
TEMPERATURE REFERENCE TABLE
Ambient Temp.Minimum
FloorOutlet
Temp.
Celsius Fahrenheit Celsius Fahrenheit
15.5É 60É 62.2É 144É
21.1É 70É 63.8É 147É
26.6É 80É 65.5É 150É
32.2É 90É 67.2É 153É
PLHEATING AND AIR CONDITIONING 24 - 11
DIAGNOSIS AND TESTING (Continued)

WARNING: AVOID BREATHING A/C REFRIGERANT
AND LUBRICANT VAPOR OR MIST. EXPOSURE MAY
IRRITATE EYES, NOSE AND THROAT. USE ONLY
APPROVED SERVICE EQUIPMENT MEETING SAE
REQUIREMENTS TO DISCHARGE R-134a SYSTEM.
IF ACCIDENTAL SYSTEM DISCHARGE OCCURS,
VENTILATE WORK AREA BEFORE RESUMING SER-
VICE.
R-134a SERVICE EQUIPMENT OR VEHICLE A/C
SYSTEM SHOULD NOT BE PRESSURE TESTED OR
LEAK TESTED WITH COMPRESSED AIR. MIXTURE
OF AIR and R-134a CAN BE COMBUSTIBLE AT ELE-
VATED PRESSURES. THESE MIXTURES ARE
POTENTIALLY DANGEROUS AND MAY RESULT IN
FIRE OR EXPLOSION CAUSING INJURY OR PROP-
ERTY DAMAGE.
NOTE: The maximum amount of R-134a refrigerant
that the air conditioning system holds is 784 grams
(28 oz. or 1.57 lbs.)
It is recommended to use the gauges or reclaim/re-
cycle equipment.
(1) Use a manifold gauge and check the liquid line
pressure.
(2) Attach a clamp-on thermocouple (P.S.E. 66-324-
0014 or 80PK-1A) or equivalent to the liquid line
near the filter/drier.
(3) The vehicle must be in the following modes:
²Automatic transaxle in park or manual tran-
saxle in neutral.
²Engine at idle
²A/C controls set to outside air
²Panel mode
²A/C ON full cool
²Blower motor ON high speed
²Vehicle windows closed
(4) Operate system for a couple of minutes to allow
the system to stabilize.
(5) Observe filter/drier pressure and Liquid line
temperature. Using the Charge Determination Chart
(Fig. 12) determine where the system is currently
operating. If the system is not in the proper range,
reclaim all the refrigerant and recharge per A/C label
.
VACUUM CONTROL SYSTEM
Use an adjustable vacuum test set (Special Tool
C-3707) and a suitable vacuum pump to test the
heater-A/C vacuum control system. With a finger
placed over the end of the vacuum test hose probe
(Fig. 13), adjust the bleed valve on the test set gauge
to obtain a vacuum of exactly 27 kPa (8 in. Hg.).
Release and block the end of the probe several times
to verify that the vacuum reading returns to theexact 27 kPa (8 in. Hg.) setting. Otherwise, a false
reading will be obtained during testing.
ONE-WAY CHECK VALVE
(1) Disconnect the heater-A/C vacuum supply
(Black) tube in the engine compartment. This tube
passes through an opening in the dash panel.
(2) Remove the one-way vacuum check valve. The
valve is located on the (Black) vacuum supply hose at
the brake power booster.
(3) Connect the test set vacuum supply hose to the
heater side of the valve. When connected to this side
of the check valve, no vacuum should pass and the
test set gauge should return to the 27 kPa (8 in. Hg.)
setting. If OK, go to step Step 4. If not OK, replace
the faulty valve.
(4) Connect the test set vacuum supply hose to the
engine vacuum side of the valve. When connected to
this side of the check valve, vacuum should flow
through the valve without restriction. If not OK,
replace the faulty valve.
HEATER-A/C CONTROLS
The operation of the Circulation door can be
viewed by removing the blower motor and looking up
into the unit inlet. See Blower Motor Wheel and
Assembly removal and installation in this section for
service procedures.
(1) Connect the test set vacuum probe to the heat-
er-A/C vacuum supply (Black) hose in the engine
compartment. Position the test set gauge so that it
can be viewed from the passenger compartment.
(2) Start with the Mode control in the Panel posi-
tion and the Circulation control in the Ouside-air
position.
(3) Move the Circulation control to the Recircula-
tion position (the Circulation door should move into
the Recirculation position). After a short pause move
the Mode control to the Defrost position (the Circula-
tion door should move to the Outside-air position).
The test gauge should return to the calibrated set-
ting of 27 kPa (8in. Hg.) after each selection is made.
If the gauge cannot achieve the calibrated setting,
the vacuum circuit or a component has a leak.
(4) If the gauge achieves the calibrated setting but
the door does not move, there is either a pinched vac-
uum line or a failed actuator.
LOCATING VACUUM LEAKS
(1) Connect the test vacuum probe to the vehicles
(Black) supply hose. Position the vacuum test gauge
so it can be viewed from the passenger compartment.
(2) Place the Mode in the Panel position and the
Circulation control in the Recirculation position.
(3) Remove the instrument panel top cover.
(4) Remove the right side upper instrument panel
bezel.
24 - 12 HEATING AND AIR CONDITIONINGPL
DIAGNOSIS AND TESTING (Continued)

(5) Remove the center vent duct.
(6) Remove and block the Supply (Black) vacuum
line at the control. The test gauge should return to
the calibrated setting of 27 kPa (8 in. Hg). If not,
there is a leak in the Supply line.
(7) If there is no leak in the Supply line, reconnect
it to the Control and remove the Actuator Feed (Red)
line from the Control. Block the vacuum connection
on the Control from where the line was removed. The
test gauge should return to the calibrated setting of27 kPa (8 in. Hg.). If not, there is a leak in the Con-
trol.
(8) If there is no leak in the Supply line or the
Control, reconnect the Actuator Feed (Red) line to the
control. Remove and block the Actuator Feed (Red)
line at the Actuator. The test gauge should return to
the calibrated setting of 27 kPa (8 in. Hg.). If not
there is a leak in the Actuator Feed line.
(9) If there is no leak in the Supply line, Control,
or the Actuator Feed line, the leak must be in the
Actuator itself. Connect the Vacuum hose from the
Vacuum Test Gauge directly to the Actuator to verify
the leak. The Actuator vacuum port is accessible
behind and above the Glove Box.
LOCATING PINCHED VACUUM LINES
The operation of the Circulation door can be
viewed by removing the blower motor and looking up
into the unit inlet. See Blower Motor Wheel and
Assembly removal and installation in this section for
service procedures.
(1) Connect the test vacuum probe to the vehicles
(Black) supply hose. Position the vacuum test gauge
so it can be viewed from the passenger compartment.
(2) Place the Mode in the Panel position and the
Circulation control in the Recirculation position.
(3) Remove the right instrument panel top cover.
Fig. 12 Charge Determination Chart
Fig. 13 Adjust Vacuum Test Bleed Valve
PLHEATING AND AIR CONDITIONING 24 - 13
DIAGNOSIS AND TESTING (Continued)

(4) Remove the right side upper instrument panel
bezel.
(5) Remove the center vent duct.
(6) Remove the Supply (Black) vacuum line at the
control. The test gauge should drop indicating free
flow through the Supply line. If not, there is a block-
age in the Supply line.
(7) If there is no blockage in the Supply line,
reconnect it to the Control. Remove the Actuator
Feed (Red) line from the Control. The test gauge
should drop indicating free flow through the Supply
line and Control. If not the vacuum switches on the
Control are not functioning.
(8) If there is no blockage in the Supply line or the
Control, reconnect the Actuator Feed (Red) line to the
control. Remove the Actuator Feed (Red) line at the
Actuator. The Actuator vacuum port is accessible
behind and above the Glove Box. The test guage
should drop indicating free flow through the supply
line, Control, and the Actuator Feed line. If not,
there is a blockage in the Actuator Feed line.
(9) If there is no blockage in the Supply line, Con-
trol, or the Actuator Feed line, the Actuator must
have failed. Connect the Vacuum hose from the Vac-
uum Test Gauge directly to the Actuator to verify the
Actuator has failed.
SERVICE PROCEDURES
CHARGING A/C SYSTEM
PARTIAL CHARGE
This vehicle does not have a sight glass. It is not
possible to determine the amount of (R-134a) chargein the system. Therefore it is necessary to completely
evacuate and recover the system, and then recharge
the system fully.
EVACUATION
Before adding refrigerant, all air must be evacu-
ated from the system.
²Connect a manifold gauge set to the A/C service
ports (Fig. 14).
²Use a vacuum pump or charging station and
evacuate system to 95 kPa (28 inches Hg) for 30 min-
utes.
²Go to Charging A/C System below.
CHARGING A/C SYSTEM
The procedure below should be used to fill the
refrigerant charge in the air conditioning system.
HEATERÐA/C VACUUM SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSES CORRECTION
NO FORCED AIR IN HEAT
POSITION1. Vacuum line pinched or
leaking.
2. Faulty heat defroster or
mode door.
3. Faulty selector switch.
4. Vacuum check valve.1. Locate and repair vacuum leak or pinched line.
2. Test actuators and door operation. Repair as
necassary.
3. Test selector switch and replace if necessary.
4. Test check valve and replace if necessary.
NO FORCED AIR IN PANEL
POSITION1. Vacuum line pinched or
leaking.
2. Faulty mode door.
3. Faulty selector switch.
4. Vacuum check valve.1. Locate and repair vacuum leak or pinched line.
2. Test actuator and door operation. Repair as
necessary.
3. Test selector switch and replace if necessary.
4. Test check valve and replace if necessary.
NO FORCED AIR IN
DEFROST POSITION1. Vacuum line pinched or
leaking.
2. Faulty heat, defroster, or
mode door.
3. Faulty selector switch.
4. Vacuum check valve.1. Locate and repair vacuum leak or pinched line.
2. Test actuators and door operation. Repair as
necessary.
3. Test selector switch and replace if necessary.
4. Test check valve and replace if necessary.
Fig. 14 A/C Service Ports
24 - 14 HEATING AND AIR CONDITIONINGPL
DIAGNOSIS AND TESTING (Continued)

This A/C system does not have or use a sight glass to
check or charge the system.
WARNING: REVIEW SAFETY PRECAUTIONS AND
WARNINGS IN THIS GROUP BEFORE CHARGING
THE REFRIGERANT SYSTEM.
AVOID BREATHING A/C REFRIGERANT AND
LUBRICANT VAPOR OR MIST. EXPOSURE MAY
IRRITATE EYES, NOSE AND THROAT. USE ONLY
APPROVED SERVICE EQUIPMENT MEETING SAE
REQUIREMENTS TO DISCHARGE R-134a SYSTEM.
IF ACCIDENTAL SYSTEM DISCHARGE OCCURS,
VENTILATE WORK AREA BEFORE RESUMING SER-
VICE.
R-134a SERVICE EQUIPMENT OR VEHICLE A/C
SYSTEM SHOULD NOT BE PRESSURE TESTED OR
LEAK TESTED WITH COMPRESSED AIR. MIXTURE
OF AIR and R-134a CAN BE COMBUSTIBLE AT ELE-
VATED PRESSURES. THESE MIXTURES ARE
POTENTIALLY DANGEROUS AND MAY RESULT IN
FIRE OR EXPLOSION CAUSING INJURY OR PROP-
ERTY DAMAGE.
CAUTION: Do not overcharge refrigerant system,
as excessive compressor head pressure can cause
noise and system failure.
After the system has been tested for leaks and
evacuated, a refrigerant (R-134a) charge can be
injected into the system.
NOTE: When connecting the service equipment
coupling to the line fitting, verify that the valve of
the coupling is fully closed. This will reduce the
amount of effort required to make the connection.
(1) If using a separate vacuum pump close all
valves before disconnecting pump. Connect manifold
gauge set to the A/C service ports (Fig. 14).
NOTE: The air conditioning system in this vehicle
holds 784 grams (28 oz. or 1.57 lbs.) of R-134a
refrigerant.
(2) Measure refrigerant (refer to capacities). Refer
to the instructions provided with the equipment
being used.
(3) Verify engine is shut off. Open the suction and
discharge valves. Open the charge valve to allow the
refrigerant to flow into the system. When the trans-
fer of refrigerant has stopped, close the suction and
discharge valve.
(4) If all of the charge did not transfer from the
dispensing device, put vehicle controls into the fol-
lowing mode:
²Automatic transaxle in park or manual tran-
saxle in neutral²Engine idling at 700 rpm
²A/C control set in 100 percent outside air
²Panel mode
²Blower motor ON high speed
²Vehicle windows closed
If the A/C compressor does not engage, test the
compressor clutch control circuit and correct any fail-
ure. Refer to Group 8W, Wiring Diagrams.
(5) Open the suction valve to allow the remaining
refrigerant to transfer to the system.
WARNING: TAKE CARE NOT TO OPEN THE DIS-
CHARGE (HIGH-PRESSURE) VALVE AT THIS TIME.
(6) Close all valves and test the A/C system perfor-
mance.
(7) Disconnect the charging station or manifold
gauge set. Install the service port caps.
EVACUATING REFRIGERANT SYSTEM
NOTE: Special effort must be used to prevent mois-
ture from entering the A/C system oil. Moisture in
the oil is very difficult to remove and will cause a
reliability problem with the compressor.
If a compressor designed to use R-134a refrigerant
is left open to the atmosphere for an extended period
of time. It is recommended that the refrigerant oil be
drained and replaced with new oil or a new compres-
sor be used. This will eliminate the possibility of con-
taminating the refrigerant system.
If the refrigerant system has been open to the
atmosphere, it must be evacuated before the system
can be filled. Moisture and air mixed with the refrig-
erant will raise the compressor head pressure above
acceptable operating levels. This will reduce the per-
formance of the air conditioner and damage the com-
pressor. Moisture will boil at near room temperature
when exposed to vacuum. To evacuate the refrigerant
system:
NOTE: When connecting the service equipment
coupling to the line fitting, verify that the valve of
the coupling is fully closed. This will reduce the
amount of effort required to make the connection.
(1) Connect a suitable charging station, refrigerant
recovery machine, and a manifold gauge set with
vacuum pump (Fig. 15).
(2) Open the suction and discharge valves and
start the vacuum pump. The vacuum pump should
run a minimum of 45 minutes prior to charge to
eliminate all moisture in system. When the suction
gauge reads -88 kPa (- 26 in. Hg) vacuum or greater
for 45 minutes, close all valves and turn off vacuum
pump. If the system fails to reach specified vacuum,
PLHEATING AND AIR CONDITIONING 24 - 15
SERVICE PROCEDURES (Continued)

the refrigerant system likely has a leak that must be
corrected. If the refrigerant system maintains speci-
fied vacuum for at least 30 minutes, start the vac-
uum pump, open the suction and discharge valves.
Then allow the system to evacuate an additional 10
minutes.
(3) Close all valves. Turn off and disconnect the
vacuum pump.
(4) The refrigerant system is prepared to be
charged with refrigerant.
R-134a REFRIGERANT
This vehicle uses a new type of refrigerant called
R-134a. It is a non-toxic, non-flammable, clear color-
less liquefied gas.
R-134a refrigerant is not compatible with R-12
refrigerant in an air conditioning system. Even a
small amount of R-12 in a R-134a system could cause
compressor failure, refrigerant oil to sludge and/or
poor performance.Never add any other type of
refrigerant to a system designed to use R-134a
refrigerant. System failure will occur.
The high pressure service port is located on the
ffilter/drier. The low pressure service port is located
on the suction line near the strut tower.
When servicing a system, it is required that an air
conditioning charging recovery/recycling machine be
used (Fig. 16). Contact an automotive service equip-
ment supplier for proper equipment. Refer to the
operating instructions provided with the equipment
for proper operation.
A manifold gauge set (Fig. 17) must also be used in
conjunction with the charging and/or recovery/recy-
cling device. Only use gauges that have not been
used for R-12. The service hoses on the gauge set
should have manual (turn wheel) or automatic back
flow valves at the service port connector ends. This
will prevent refrigerant R-134a from being released
into the atmosphere.R-134a refrigerant requires a special type of com-
pressor oil. When adding oil, make sure to use the oil
that is specified on the under hood label.
Due to the different characteristics of R-134a it
requires all new service procedures.
The use of R-134a will have a positive environmen-
tal impact due to it's zero ozone depletion and low
global warming impact.
Fig. 15 Refrigerant Recovery Machine HookupFig. 16 Refrigerant Recovery/Recycling Station
(Typical)
Fig. 17 Manifold Gauge Set- Typical
24 - 16 HEATING AND AIR CONDITIONINGPL
SERVICE PROCEDURES (Continued)

SERVICING REFRIGERANT OIL LEVEL
CAUTION: The refrigerant oil used in a R-134a A/C
system is unique. Use only oils which were
designed to work with R-134a refrigerant. The oil
designated for this vehicle is ND8 PAG (polyalka-
lene glycol).
Recovery/recycling equipment will measure the
lubricant being removed. This is the amount of lubri-
cant to be added back to the system. If a new com-
pressor is being installed, drain lubricant from old
compressor, measure the amount drained and discard
old lubricant. Drain the lubricant from the new com-
pressor into a clean container. Return the amount of
lubricant measured from the old compressor, plus the
amount reclaimed from the system back into the new
compressor.
(1) Discharge refrigerant system using recovery/re-
cycling equipment if charge is present.
(2) Disconnect refrigerant lines from A/C compres-
sor. Cap the open lines to prevent moisture from
entering system.
(3) Remove compressor from vehicle.
(4) From suction port on top of compressor, drain
lubricant from compressor.
(5) Add system capacity minus the capacity of
components that have not been replaced. Refer to the
Lubricant Capacity Chart. Add lubricant through the
suction port on compressor. This is not to exceed 200
ml (6.75 oz.) in total.
(6) Install compressor and connect refrigerant
lines. Then evacuate and charge refrigerant system.
SYSTEM LEAK CHECKING
WARNING: R-134a SERVICE EQUIPMENT OR VEHI-
CLE A/C SYSTEM SHOULD NOT BE PRESSURE
TESTED OR LEAK TESTED WITH COMPRESSED
AIR. MIXTURE OF AIR and R-134a CAN BE COM-
BUSTIBLE AT ELEVATED PRESSURES. THESE MIX-
TURES ARE POTENTIALLY DANGEROUS AND MAY
RESULT IN FIRE OR EXPLOSION CAUSING INJURY
OR PROPERTY DAMAGE.
AVOID BREATHING A/C REFRIGERANT AND
LUBRICANT VAPOR OR MIST. EXPOSURE MAY
IRRITATE EYES, NOSE AND THROAT. USE ONLY
APPROVED SERVICE EQUIPMENT MEETING SAE
REQUIREMENTS TO DISCHARGE R-134a SYSTEM.
IF ACCIDENTAL SYSTEM DISCHARGE OCCURS,
VENTILATE WORK AREA BEFORE RESUMING SER-
VICE.
If the A/C system is not cooling properly, determine
if the refrigerant system is fully charged with
R-134a. This is accomplished by performing a system
Charge Level-Check or Fill. If while performing thistest A/C liquid line pressure is less than 345 kPa (50
psi) proceed to Empty Refrigerant System Leak Test.
If liquid line pressure is greater than 345 kPa (50
psi) proceed to low refrigerant level leak test. If the
refrigerant system is empty or low in refrigerant
charge, a leak at any line fitting or component seal is
likely. A review of the fittings, lines and components
for oily residue is an indication of the leak location.
To detect a leak in the refrigerant system, perform
one of the following procedures as indicated by the
symptoms.
EMPTY REFRIGERANT SYSTEM LEAK TEST
(1) Evacuate the refrigerant system to the lowest
degree of vacuum possible (approx. 28 in Hg.). Deter-
mine if the system holds a vacuum for 15 minutes. If
vacuum is held, a leak is probably not present. If sys-
tem will not maintain vacuum level, proceed with
this procedure.
(2) Prepare a .284 Kg. (10 oz.) refrigerant charge
to be injected into the system.
(3) Connect and dispense .284 Kg. (10 oz.) of
refrigerant into the evacuated refrigerant system.
(4) Proceed to Step 2 of Low Refrigerant Level
Leak Test.
LOW REFRIGERANT LEVEL LEAK TEST
(1) Determine if there is any (R-134a) refrigerant
in the system.
(2) Position the vehicle in a wind free work area.
This will aid in detecting small leaks.
(3) Bring the refrigerant system up to operating
temperature and pressure. This is done by allowing
the engine to run for five minutes with the system
set to the following:
²Transaxle in Park
²Engine Idling at 700 rpm
²A/C Controls Set in 100 percent outside air
²Blower switch in the high A/C position
²A/C in the ON position
²Open all windows
CAUTION: A leak detector designed for R-12 refrig-
erant (only) will not detect leaks in a R-134a refrig-
erant system.
(4) Shut off the vehicle and wait 2 to 7 minutes.
Then use an Electronic Leak Detector that is
designed to detect R-134a type refrigerant and search
for leaks. Fittings, lines, or components that appear
to be oily usually indicates a refrigerant leak. To
inspect the evaporator core for leaks, insert the leak
detector probe into the drain tube opening or a heat
duct. A R-134a dye is available to aid in leak detec-
tion, use only Chrysler approved refrigerant dye.
PLHEATING AND AIR CONDITIONING 24 - 17
SERVICE PROCEDURES (Continued)