belt DODGE RAM 2001 Service Repair Manual

(6) Install seat tracks. (Refer to 23 - BODY/
SEATS/SEAT TRACK - SPLIT BENCH - INSTALLA-
TION)
QUAD CAB
(1) Position the cover on the cushion.
(2) Engage the hog rings attaching the cushion
cover to the cushion frame.
(3) Engage the hook and loop fasteners.
(4) Engage the electrical connectors for the heated
seat grid, if equipped.
(5) Engage the J-straps attaching the cushion
cover to the cushion frame.
(6) Install seat cushion. (Refer to 23 - BODY/
SEATS/SEAT CUSHION - INSTALLATION)
SEAT RISER
REMOVAL
(1) Disconnect seat harness connector.
(2) Remove the seat from the vehicle. (Refer to 23 -
BODY/SEATS/SEAT - BENCH SEAT - REMOVAL) or
(Refer to 23 - BODY/SEATS/SEAT - SPLIT BENCH -
REMOVAL)
(3) Remove the bolts attaching the seat track
adjuster to the seat riser (Fig. 22).
(4) Separate the seat track adjuster from the riser.
INSTALLATION
(1) Position the seat track adjuster on the riser.
(2) Install the bolts attaching the seat track
adjuster to the seat riser. Tighten front bolts to 17
N´m (12 ft. lbs.) torque. Tighten rear inboard bolt to
22 N´m (16 ft. lbs.) torque. Tighten rear outboard bolt
to 45 N´m (33 ft. lbs.) torque.
(3) Install the seat in the vehicle. (Refer to 23 -
BODY/SEATS/SEAT - BENCH SEAT - INSTALLA-TION) or (Refer to 23 - BODY/SEATS/SEAT - SPLIT
BENCH - INSTALLATION)
(4) Connect seat harness connector.
SEAT TRACK
REMOVAL
(1) Remove seat from vehicle. (Refer to 23 - BODY/
SEATS/SEAT - BENCH SEAT - REMOVAL)
(2) Remove inboard seat belt buckles. (Refer to 8 -
ELECTRICAL/RESTRAINTS/SEAT BELT BUCKLE -
REMOVAL)
(3) Remove bolts attaching seat track to seat cush-
ion frame (Fig. 23).
(4) Separate seat track from seat cushion frame.
INSTALLATION
(1) Position seat track on seat cushion frame.
(2) Ensure seat track and slider bar are aligned.
(3) Install rear seat track bolts. Tighten seat track
bolts to 25 N´m (18 ft.lbs.) torque.
(4) Install inboard seat belt buckles. (Refer to 8 -
ELECTRICAL/RESTRAINTS/SEAT BELT BUCKLE -
INSTALLATION)
(5) Pull seat release and move track rearward.
(6) Install front seat track bolts. Tighten seat
track bolts to 25 N´m (18 ft.lbs.) torque.
(7) Align slider bars and install bolts. Tighten
slider bar bolts to 10.0 N´m (7 ft.lbs.) torque.
(8) Install seat. (Refer to 23 - BODY/SEATS/SEAT
- BENCH SEAT - INSTALLATION)
Fig. 22 Seat Riser
1 - SEAT TRACK ADJUSTER
2 - RISER
Fig. 23 Seat Track Removal
1 - SEAT TRACK
2 - SLIDER BAR
BR/BESEATS 23 - 141
SEAT CUSHION COVER - SPLIT BENCH (Continued)

WEATHERSTRIP/SEALS
TABLE OF CONTENTS
page page
B-PILLAR DOOR SEAL
REMOVAL.............................152
INSTALLATION..........................152
COWL WEATHERSTRIP
REMOVAL.............................153
INSTALLATION..........................153
DOOR OPENING SEAL
REMOVAL.............................153
INSTALLATION..........................153
FRONT DOOR GLASS RUN WEATHERSTRIP
REMOVAL.............................153
INSTALLATION..........................154FRONT DOOR INNER BELT WEATHERSTRIP
REMOVAL.............................154
INSTALLATION..........................154
FRONT DOOR OUTER BELT WEATHERSTRIP
REMOVAL.............................154
INSTALLATION..........................154
FRONT DOOR UPPER CORNER SEAL
REMOVAL.............................154
INSTALLATION..........................155
FRONT DOOR SECOND WEATHERSTRIP
REMOVAL.............................155
INSTALLATION..........................155
B-PILLAR DOOR SEAL
REMOVAL
(1) Warm the seal and body metal to approxi-
mately 38ÉC (100ÉF) using a suitable heat lamp or
heat gun.
(2) Pull seal from painted surface (Fig. 1).
INSTALLATION
(1) Remove adhesive tape residue from painted
surface of vehicle.
(2) If seal is to be reused, remove tape residue
from seal. Clean back of seal with MOPARž, Super
Kleen solvent or equivalent. Wipe seal dry with lint
free cloth. Apply new body side molding (two sided
adhesive) tape to back of seal.
(3) Clean body surface with MOPARž, Super
Kleen solvent or equivalent. Wipe surface dry with
lint free cloth.
(4) Remove protective cover from tape on back of
seal and apply seal to body.
(5) Heat body and seal, see step one. Firmly press
seal to body surface to assure adhesion (Fig. 1).
Fig. 1 B-Pillar Secondary Seal
1 - BÐPILLAR SECONDARY SEAL
2 - DOOR
23 - 152 WEATHERSTRIP/SEALSBR/BE

COWL WEATHERSTRIP
REMOVAL
(1) Grasp cowl seal and pull from cowl flange.
(2) Separate cowl seal from vehicle (Fig. 2).
INSTALLATION
(1) Position cowl seal on flange and press into
place.
DOOR OPENING SEAL
REMOVAL
(1) Remove A-pillar molding. (Refer to 23 - BODY/
INTERIOR/A-PILLAR TRIM - REMOVAL)
(2) Remove cowl pane.(Refer to 23 - BODY/INTE-
RIOR/COWL TRIM COVER - REMOVAL)
(3) Remove sill cover. (Refer to 23 - BODY/INTE-
RIOR/DOOR SILL TRIM - REMOVAL)
(4) Remove B-pillar trim. (Refer to 23 - BODY/IN-
TERIOR/B-PILLAR TRIM - REMOVAL)
(5) Pull seal from pinch flange around door open-
ing (Fig. 3).
INSTALLATION
(1) Press seal onto pinch flange around door open-
ing (Fig. 3).
(2) Install B-pillar trim panel. (Refer to 23 -
BODY/INTERIOR/B-PILLAR TRIM - INSTALLA-
TION)
(3) Install cowl panel. (Refer to 23 - BODY/INTE-
RIOR/COWL TRIM COVER - INSTALLATION)
(4) Install sill cover. (Refer to 23 - BODY/INTERI-
OR/DOOR SILL TRIM - INSTALLATION)(5) Install A-pillar molding. (Refer to 23 - BODY/
INTERIOR/A-PILLAR TRIM - INSTALLATION)
FRONT DOOR GLASS RUN
WEATHERSTRIP
REMOVAL
(1) Remove inner door belt weatherstrip. (Refer to
23 - BODY/WEATHERSTRIP/SEALS/FRONT DOOR
INNER BELT WEATHERSTRIP - REMOVAL)
(2) Pull door glass run weatherstrip from channel
around window opening (Fig. 4).
Fig. 2 Cowl Seal
1 - COWL
2 - COWL SEAL
Fig. 3 Door Opening SealÐClub Cab
1 - DOOR SEAL
2 - BODY
Fig. 4 Door Glass Run Weatherstrip
1 - GLASS RUN WEATHERSTRIP
BR/BEWEATHERSTRIP/SEALS 23 - 153

INSTALLATION
(1) Press door glass run weatherstrip into channel
around window opening (Fig. 4).
(2) Install inner door belt weatherstrip. (Refer to
23 - BODY/WEATHERSTRIP/SEALS/FRONT DOOR
INNER BELT WEATHERSTRIP - INSTALLATION)
FRONT DOOR INNER BELT
WEATHERSTRIP
REMOVAL
(1) Remove door trim panel. (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - REMOVAL)
(2) Lift inner door belt weatherstrip upward (Fig.
5).
(3) Separate inner door belt weatherstrip from
door.
INSTALLATION
(1) Position inner door belt weatherstrip on door.
(2) Press inner door belt weatherstrip downward
to seat.
(3) Install door trim panel. (Refer to 23 - BODY/
DOOR - FRONT/TRIM PANEL - INSTALLATION)
FRONT DOOR OUTER BELT
WEATHERSTRIP
REMOVAL
(1) Roll door glass down.
(2) Remove mirror. (Refer to 23 - BODY/EXTERI-
OR/SIDE VIEW MIRROR - REMOVAL)
(3) Using a hook tool inserted into the end of the
belt weatherstrip, lift upward.(4) Separate outer door belt weatherstrip from
door (Fig. 6).
INSTALLATION
(1) Position outer door belt weatherstrip on door.
(2) Press weatherstrip downward to seat.
(3) Install mirror. (Refer to 23 - BODY/EXTERI-
OR/SIDE VIEW MIRROR - INSTALLATION)
FRONT DOOR UPPER CORNER
SEAL
REMOVAL
(1) Remove the push-in fasteners attaching the
upper corner seal to the front door (Fig. 7).
(2) Separate the upper corner seal from the door.
INSTALLATION
(1) Position the upper corner seal on the door.
(2) Install the push-in fasteners attaching the
upper corner seal to the front door (Fig. 7).
FRONT DOOR SECOND
WEATHERSTRIP
REMOVAL
(1) Remove the push-in fasteners attaching the
secondary seal to the inner door panel.
(2) Separate the secondary seal from the inner
door panel (Fig. 8).
Fig. 5 Inner Door Belt Weatherstrip
1 - DOOR
2 - INNER BELTLINE WEATHERSEAL
Fig. 6 Outer Door Belt Weatherstrip
1 - OUTER BELTLINE WATHERSTRIP
2 - DOOR
23 - 154 WEATHERSTRIP/SEALSBR/BE
FRONT DOOR GLASS RUN WEATHERSTRIP (Continued)

A/C Diagnosis
Condition Possible Causes Correction
LOW SIDE PRESSURE
IS NORMAL OR
SLIGHTLY HIGH, AND
HIGH SIDE PRESSURE
IS TOO HIGH.1. Condenser air flow
restricted.1. Check the condenser for damaged fins, foreign objects
obstructing air flow through the condenser fins, and
missing or improperly installed air seals. Refer to Cooling
for more information on air seals. Clean, repair, or replace
components as required.
2. Inoperative cooling
fan.2. Refer to Cooling for more information. Test the cooling
fan and replace, if required.
3. Refrigerant system
overcharged.3. (Refer to Plumbing/Standard Procedure - Refrigerant
System Charge) in this group. Recover the refrigerant
from the refrigerant system. Charge the refrigerant
system to the proper level, if required.
4. Air in the refrigerant
system.4. (Refer to Plumbing/Diagnosis and Testing - Refrigerant
System Leaks) in this group. Test the refrigerant system
for leaks. Repair, evacuate and charge the refrigerant
system, if required.
5. Engine overheating. 5. Refer to Cooling for more information. Test the cooling
system and repair, if required.
LOW SIDE PRESSURE
IS TOO HIGH, AND
HIGH SIDE PRESSURE
IS TOO LOW.1. Accessory drive belt
slipping.1. Refer to Cooling for more information. Inspect the
accessory drive belt condition and tension. Tighten or
replace the accessory drive belt, if required.
2. A/C orifice tube not
installed.2. (Refer to Plumbing/A/C Orifice Tube/Diagnosis and
Testing) in this group. Replace the liquid line, if required.
3. Faulty a/c compressor. 3. (Refer to Plumbing/A/C Compressor/ Removal/
Installation) in this group. Replace the compressor, if
required.
LOW SIDE PRESSURE
IS TOO LOW, AND HIGH
SIDE PRESSURE IS
TOO HIGH.1. Restricted refrigerant
flow through the
refrigerant lines.1. (Refer to Plumbing/Caution - Refrigerant Hoses/Lines/
Tubes Precautions) in this group. Inspect the refrigerant
lines for kinks, tight bends or improper routing. Correct
the routing or replace the refrigerant line, if required.
2. Restricted refrigerant
flow through the a/c
orifice tube.2. (Refer to Plumbing/A/C Orifice Tube/Diagnosis and
Testing) in this group. Replace the liquid line, if required.
3. Restricted refrigerant
flow through the a/c
condenser.3. (Refer to Plumbing/A/C Condenser/ Removal/
Installation) in this group. Replace the restricted a/c
condenser, if required.
BR/BEHEATING & AIR CONDITIONING 24 - 5
HEATING & AIR CONDITIONING (Continued)

DIAGNOSIS AND TESTING - HEATER
PERFORMANCE
Before performing the following tests, refer to Cool-
ing for the procedures to check the engine coolant
level and flow, engine coolant reserve/recovery sys-
tem operation, accessory drive belt condition and ten-
sion, radiator air flow and the fan drive operation.
Also be certain that the accessory vacuum supply
line is connected at the engine vacuum source.
MAXIMUM HEATER OUTPUT
Engine coolant is delivered to the heater core
through two heater hoses. With the engine idling atnormal operating temperature, set the temperature
control knob in the full hot position, the mode control
switch knob in the floor position, and the blower
motor switch knob in the highest speed position.
Using a test thermometer, check the temperature of
the air being discharged at the HVAC housing floor
outlets. Compare the test thermometer reading to the
Temperature Reference chart.
Temperature Reference
Ambient Air Temperature15.5É C
(60É F)21.1É C
(70É F)26.6É C
(80É F)32.2É C
(90É F)
Minimum Air Temperature at
Floor Outlet62.2É C
(144É F)63.8É C
(147É F)65.5É C
(150É F)67.2É C
(153É F)
If the floor outlet air temperature is too low, refer
to Cooling to check the engine coolant temperature
specifications. Both of the heater hoses should be hot
to the touch. The coolant return heater hose should
be slightly cooler than the coolant supply heater
hose. If the return hose is much cooler than the sup-
ply hose, locate and repair the engine coolant flow
obstruction in the cooling system. Refer to Cooling
for the procedures.
An alternate method of checking heater perfor-
mance is to use a DRBIIItscan tool to monitor the
engine coolant temperature. The floor outlet air tem-
perature reading should be no more than 4.5É C (40É
F) lower than the engine coolant temperature read-
ing.
OBSTRUCTED COOLANT FLOW Possible loca-
tions or causes of obstructed coolant flow:
²Faulty water pump.
²Faulty thermostat.
²Pinched or kinked heater hoses.
²Improper heater hose routing.
²Plugged heater hoses or supply and return ports
at the cooling system connections.
²A plugged heater core.If proper coolant flow through the cooling system is
verified, and heater outlet air temperature is still
low, a mechanical problem may exist.
MECHANICAL PROBLEMS Possible locations or
causes of insufficient heat:
²An obstructed cowl air intake.
²Obstructed heater system outlets.
²A faulty, obstructed or improperly installed
blend door.
²A faulty blower system.
²A faulty a/c heater control.
TEMPERATURE CONTROL
If the heater outlet air temperature cannot be
adjusted with the temperature control knob on the
a/c heater control panel, the following could require
service:
²A faulty a/c heater control.
²A faulty blend door actuator.
²A faulty, obstructed or improperly installed
blend door.
²An obstructed cowl air intake.
²The engine cooling system.
24 - 6 HEATING & AIR CONDITIONINGBR/BE
HEATING & AIR CONDITIONING (Continued)

Heater Diagnosis
CONDITION POSSIBLE CAUSE CORRECTION
INSUFFICIENT HEATER
OUTPUT.1. Incorrect engine
coolant level.1. Check the engine coolant level. Refer to Cooling for
the procedures.
2. Air trapped in engine
cooling system.2. Check the operation of the coolant reserve/recovery
system. Refer to Cooling for the procedures.
3. Incorrect engine
coolant temperature.3. Check the performance and operation of the engine
cooling system including: thermostat, water pump, fan
drive, accessory drive belt, coolant flow (plugged radiator
or heater core, plugged or kinked coolant hoses), air flow
(missing or improperly installed radiator air seals or fan
shroud). Refer to Cooling for the procedures.
4. Blend door actuator
inoperative or defective.4. (Refer to Controls/Blend Door Actuator) in this group.
5. Blend door not
operating properly.5. Check for a damaged, obstructed or improperly
installed blend door or seals. (Refer to Controls/Blend
Door Actuator) in this group.
6. Insufficient air flow
through heater housing.6. Remove foreign material or obstructions from cowl air
intake.
7. Improper blower motor
operation.7. (Refer to Distribution/Blower Motor/ Diagnosis and
Testing) in this group.
STANDARD PROCEDURE - DIODE
REPLACEMENT
(1) Disconnect the battery.
(2) Locate the diode in the harness, and remove
the protective covering.
(3) Remove the diode from the harness, pay atten-
tion to the current flow direction (Fig. 3).(4) Remove the insulation from the wires in the
harness. Only remove enough insulation to solder in
the new diode.
(5) Install the new diode in the harness, making
sure current flow is correct. If necessary refer to the
appropriate wiring diagram for current flow.
(6) Solder the connection together using rosin core
type solder only.Do not use acid core solder.
(7) Tape the diode to the harness using electrical
tape making, sure the diode is completely sealed
from the elements.
(8) Re-connect the battery, and test affected sys-
tems.
Fig. 3 DIODE IDENTIFICATION
1 - CURRENT FLOW
2 - BAND AROUND DIODE INDICATES CURRENT FLOW
3 - DIODE AS SHOWN IN THE DIAGRAMS
BR/BEHEATING & AIR CONDITIONING 24 - 7
HEATING & AIR CONDITIONING (Continued)

A/C COMPRESSOR CLUTCH
DESCRIPTION
The compressor clutch assembly consists of a sta-
tionary electromagnetic coil, a hub bearing and pul-
ley assembly, and a clutch plate (Fig. 4). The
electromagnetic coil unit and the hub bearing and
pulley assembly are each retained on the nose of the
compressor front housing with snap rings. The clutch
plate is mounted to the compressor shaft and secured
with a nut.
OPERATION
The compressor clutch assembly provides the
means to engage and disengage the compressor from
the engine serpentine accessory drive belt. When the
clutch coil is energized, it magnetically draws the
clutch into contact with the pulley and drives the
compressor shaft. When the coil is not energized, the
pulley freewheels on the clutch hub bearing, which is
part of the pulley. The compressor clutch and coil are
the only serviced parts on the compressor.
The compressor clutch engagement is controlled by
several components: the a/c heater mode control
switch, the a/c low pressure switch, the a/c high pres-
sure switch, the compressor clutch relay, and the
Powertrain Control Module (PCM). The PCM may
delay compressor clutch engagement for up to thirty
seconds. Refer to Electronic Control Modules for
more information on the PCM controls.
DIAGNOSIS AND TESTING - A/C COMPRESSOR
CLUTCH COIL
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information). The battery must
be fully-charged before performing the following
tests. Refer to Battery for more information.
(1) Connect an ammeter (0 to 10 ampere scale) in
series with the clutch coil terminal. Use a voltmeter
(0 to 20 volt scale) with clip-type leads for measuring
the voltage across the battery and the compressor
clutch coil.
(2) With the a/c heater mode control switch in any
A/C mode, and the blower motor switch in the lowest
speed position, start the engine and run it at normal
idle.
(3) The compressor clutch coil voltage should read
within 0.2 volts of the battery voltage. If there is
voltage at the clutch coil, but the reading is not
within 0.2 volts of the battery voltage, test the clutch
coil feed circuit for excessive voltage drop and repair
as required. If there is no voltage reading at the
clutch coil, use a DRB IIItscan tool and (Refer to
Appropriate Diagnostic Information) for testing of the
compressor clutch circuit. The following components
must be checked and repaired as required before you
can complete testing of the clutch coil:
²Fuses in the junction block and the Power Dis-
tribution Center (PDC)
²A/C Heater mode control switch
²Compressor clutch relay
²A/C High Pressure Switch
²A/C Low Pressure Switch
²Powertrain Control Module (PCM).
(4) The compressor clutch coil is acceptable if the
current draw measured at the clutch coil is 2.0 to 3.9
amperes with the electrical system voltage at 11.5 to
12.5 volts. This should only be checked with the work
area temperature at 21É C (70É F). If system voltage
is more than 12.5 volts, add electrical loads by turn-
ing on electrical accessories until the system voltage
drops below 12.5 volts.
(a) If the clutch coil current reading is four
amperes or more, the coil is shorted and should be
replaced.
(b) If the clutch coil current reading is zero, the
coil is open and should be replaced.
STANDARD PROCEDURE - A/C COMPRESSOR
CLUTCH BREAK-IN
After a new compressor clutch has been installed,
cycle the compressor clutch approximately twenty
times (five seconds on, then five seconds off). During
this procedure, set the A/C Heater control to the
Recirculation Mode, the blower motor switch in the
highest speed position, and the engine speed at 1500
to 2000 rpm. This procedure (burnishing) will seat
Fig. 4 COMPRESSOR CLUTCH - TYPICAL
1 - CLUTCH PLATE
2 - SHAFT KEY
3 - PULLEY
4 - COIL
5 - CLUTCH SHIMS
6 - SNAP RING
7 - SNAP RING
BR/BECONTROLS 24 - 13

tom of the a/c heater control panel. Refer to Heated
Mirrors for more information on this feature.
The heater-only or a/c heater control panel cannot
be repaired. If faulty or damaged, the entire unit
must be replaced. The control knobs and the illumi-
nation lamps are available for service replacement.
DIAGNOSIS AND TESTING - A/C HEATER
CONTROL
Satisfactory heater and air conditioner perfor-
mance depends upon proper operation and adjust-
ment of all operating controls and refrigeration
system components. For circuit descriptions and dia-
grams, (Refer to Appropriate Wiring Information).
These inspections, tests, and adjustments should be
used to locate the cause of a malfunction.
Operation must be tested as described in the fol-
lowing sequence:
(1) Inspect and adjust the serpentine drive belt.
Refer to Cooling for the procedures.
(2) Start the engine and hold the idle speed at
1,300 rpm.
(3) On vehicles with air conditioning, turn the
temperature control knob to the extreme counter-
clockwise (Cool) position, and set the mode control
switch knob to the Bi-Level (A/C) position. The out-
side (recirculation) air door should be open to outside
air. If not OK, (Refer to 24 - HEATING & AIR CON-
DITIONING/CONTROLS - DIAGNOSIS AND TEST-
ING - VACUUM SYSTEM).
(4) Open the vehicle windows. Test the blower
motor operation in all speeds. If not OK, (Refer to 24
- HEATING & AIR CONDITIONING/DISTRIBU-
TION/BLOWER MOTOR - DIAGNOSIS AND TEST-
ING).
(5) On vehicles with air conditioning, the compres-
sor should be running and the air conditioning sys-
tem in operation unless the ambient air temperature
is below about -1É C (30É F). If not OK, (Refer to 24 -
HEATING & AIR CONDITIONING - DIAGNOSIS
AND TESTING - A/C PERFORMANCE).
(6) Check the mode control switch operation. The
heater and air conditioner systems should respond as
described in the owner's manual in the vehicle glove
box to each mode selected. Reduce the engine speed
to normal idle. The vacuum will be high at low idle
and the vacuum actuators should respond quickly. If
not OK, (Refer to 24 - HEATING & AIR CONDI-
TIONING/CONTROLS - DIAGNOSIS AND TEST-
ING - VACUUM SYSTEM).
(7) If the vacuum tests, and the electrical compo-
nent and circuit tests reveal no problems, disassem-
ble the HVAC housing to inspect for mechanical
misalignment or binding of the mode doors. (Refer to
24 - HEATING & AIR CONDITIONING/DISTRIBU-
TION/HVAC HOUSING - DISASSEMBLY)
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN AN ACCIDENTAL
AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Reach under the instrument panel near the
driver side of the floor panel transmission tunnel and
unplug the a/c heater control to HVAC housing vac-
uum harness connector.
(3) While still reaching under the instrument
panel, disengage the retainer on the a/c heater con-
trol half of the vacuum harness from the hole in the
center distribution duct (Fig. 18).
(4) Remove the cluster bezel from the instrument
panel. Refer to Instrument Panel System for the pro-
cedures.
Fig. 18 A/C HEATER CONTROL VACUUM HARNESS
ROUTING
1 - A/C HEATER CONTROL VACUUM HARNESS
2 - REINFORCEMENT
3 - RETAINER
4 - CENTER DISTRIBUTION DUCT
BR/BECONTROLS 24 - 19
A/C HEATER CONTROL (Continued)

STANDARD PROCEDURE - REFRIGERANT
SYSTEM CHARGE
WARNING: REVIEW THE WARNINGS AND CAU-
TIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION.
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - WARNING) (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - CAUTION)
After the refrigerant system has been tested for
leaks and evacuated, a refrigerant charge can be
injected into the system. (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - SPECIFICA-
TIONS - CHARGE CAPACITY)
A R-134a refrigerant recovery/recycling/charging
station that meets SAE Standard J2210 must be
used to charge the refrigerant system with R-134a
refrigerant. Refer to the operating instructions sup-
plied by the equipment manufacturer for proper care
and use of this equipment.
SPECIFICATIONS
SPECIFICATIONS
The R-134a refrigerant system charge capacity for
this vehicle is: 0.907 kilograms (32 ounces).
A/C COMPRESSOR
DESCRIPTION - A/C COMPRESSOR
The air conditioning system uses a Sanden
SD7H15 seven cylinder, reciprocating wobble plate-
type compressor on all models. This compressor has a
fixed displacement of 150 cubic centimeters (9.375
cubic inches), and has both the suction and discharge
ports located on the cylinder head. A label identifying
the use of R-134a refrigerant is located on the com-
pressor.
DESCRIPTION - HIGH PRESSURE RELIEF
VALVE
A high pressure relief valve is located on the com-
pressor cylinder head, which is at the rear of the
compressor. This mechanical valve is designed to
vent refrigerant from the system to protect against
damage to the compressor and other system compo-
nents, caused by condenser air flow restriction or an
overcharge of refrigerant.
OPERATION - A/C COMPRESSOR
The compressor is driven by the engine through an
electric clutch, drive pulley and belt arrangement.
The compressor is lubricated by refrigerant oil that iscirculated throughout the refrigerant system with the
refrigerant.
The compressor draws in low-pressure refrigerant
vapor from the evaporator through its suction port. It
then compresses the refrigerant into a high-pressure,
high-temperature refrigerant vapor, which is then
pumped to the condenser through the compressor dis-
charge port.
The compressor cannot be repaired. If faulty or
damaged, the entire compressor assembly must be
replaced. The compressor clutch, pulley and clutch
coil are available for service.
OPERATION - HIGH PRESSURE RELIEF VALVE
The high pressure relief valve vents the system
when a discharge pressure of 3445 to 4135 kPa (500
to 600 psi) or above is reached. The valve closes with
a minimum discharge pressure of 2756 kPa (400 psi)
is reached.
The high pressure relief valve vents only enough
refrigerant to reduce the system pressure, and then
re-seats itself. The majority of the refrigerant is con-
served in the system. If the valve vents refrigerant, it
does not mean the valve is faulty.
The high pressure relief valve is a factory-cali-
brated unit. The valve cannot be adjusted or
repaired, and must not be removed or otherwise dis-
turbed. The valve is only serviced as a part of the
compressor assembly.
DIAGNOSIS AND TESTING - A/C COMPRESSOR
When investigating an air conditioning related
noise, you must first know the conditions under
which the noise occurs. These conditions include:
weather, vehicle speed, transmission in gear or neu-
tral, engine speed, engine temperature, and any
other special conditions. Noises that develop during
air conditioning operation can often be misleading.
For example: What sounds like a failed front bearing
or connecting rod, may be caused by loose bolts, nuts,
mounting brackets, or a loose compressor clutch
assembly.
Drive belts are speed sensitive. At different engine
speeds and depending upon belt tension, belts can
develop noises that are mistaken for a compressor
noise. Improper belt tension can cause a misleading
noise when the compressor clutch is engaged, which
may not occur when the compressor clutch is disen-
gaged. Check the serpentine drive belt condition and
tension as described in Cooling before beginning this
procedure.
(1) Select a quiet area for testing. Duplicate the
complaint conditions as much as possible. Switch the
compressor on and off several times to clearly iden-
tify the compressor noise. Listen to the compressor
while the clutch is engaged and disengaged. Probe
24 - 46 PLUMBINGBR/BE
PLUMBING (Continued)