oil level DODGE TRUCK 1993 Service Manual PDF

•

TRANSMISSION
OVERHAUL-42RH
21
-
233
TRANSMISSION 0¥ERHAUL—42RH

INDEX

page

Front Clutch Overhaul
245

Front Servo
and
Band Overhaul
254

Oil Pump
and
Reaction Shaft Support Overhaul
.
241

Overhaul Service Information
239

Overrunning Clutch—Low-Reverse Drum—Overdrive

Piston
Retainer Inspection
and
Overhaul
....
240

Planetary Gear Train
and
Intermediate
Shaft
Overhaul
250
page

Rear
Clutch Overhaul
.................... 247

Rear
Servo
and
Band Overhaul
255

Transmission
Assembly
and
Adjustment
. 269

Transmission
Case
Cleaning
and
Inspection
. . .
240

Transmission
Disassembly
. 233
Valve
Body Cleaning
and
Inspection
262

Valve
Body Service
and
Adjustment
256

TRANSMISSION
DISASSEMBLY
(1)
Remove torque converter
if not
previously
re­

moved.
(2)
Clean transmission exterior with steam gun
or

with solvent. Wear
eye
protection during cleaning
operations.
(3)
Remove shift
and
throttle levers from valve
body manual lever shaft.
(4)
Remove bolts attaching overdrive unit
to
trans­
mission (Fig. 1).

Fig.
1 Overdrive Unit Attaching
Bolt
Removal

(5)
Loosen overdrive unit.
Use pry
tool
to
start
overdrive unit
off
intermediate shaft
and
transmis­
sion case. Position
pry
tool between flange
on
over­
drive case and transmission rear servo boss (Fig. 2).

(6)
Work overdrive unit rearward and off transmis­
sion intermediate shaft (Fig. 3). Keep overdrive unit
level during removal.
(a)
If
overdrive unit does
not
require service,
in­

sert Alignment Tool
6227-2
in
overrunning clutch
and planetary gear splines
to
maintain alignment (Fig. 4).
If
clutch
and
gear splines
rotate out
of

alignment,
overdrive unit will have
to
be
disas­

sembled
in
order
to
realign splines.
J9121-209

Fig.
3
Overdrive Unit Removal—42RH

21
- 288
TRANSMISSION OVERHAUL-48RH
Fig.
44
Positioning
Puller
Plate
On
Clutch
Cam

Fig.
45 Installing Overrunning
Clutch
Cam—46RH
stall and seat spring in retainer first. Then insert
roller between spring and retainer stop as shown (Fig. 46). Verify that each roller and spring are fully
seated before proceeding.
(3) Install and seat clutch assembly in cam (Fig.

47).
The retainer is a one-way fit in the cam. The
flanged side of the retainer should be facing out­ ward. The retainer and rollers will slip easily
into the cam when properly positioned.
(4) Install low-reverse drum. Tilt drum slightly
and carefully engage clutch race (on drum hub) in
overrunning clutch rollers. Raise drum to level posi­
tion. Then rotate the drum in clockwise direction un­
til fully seated. •

Fig.
47 Overrunning
Clutch
Seated In Cam (5) Check overrunning clutch operation. Low-re­
verse drum should rotate freely in clockwise direc­
tion and lock in counterclockwise direction.
(6) Align and reinstall overdrive piston retainer.
Tighten retainer bolts to 11 N*m (95 in. lbs.) torque.

ACCUMULATOR OVERHAUL
Inspect the accumulator piston and seal rings (Fig.

48).
Replace the seal rings if worn or cut. Replace the
piston if chipped or cracked. Check condition of the accumulator inner and outer
springs (Fig. 48). Replace the springs if the coils are
cracked, distorted or collapsed.

21
- 342
NP205 TRANSFER CASE

•
NP205
TRANSFER CASE

INDEX
page
General
Information
342
Recommended Lubricants
342

Service Diagnosis
342

Shift
Linkage
Adjustment
344

Speedometer Service
345

GENERAL
INFORMATION

The NP205 transfer case
is a
heavy duty, part-time
unit with constant mesh, helical gears.
The
gears
are

mounted
in a
one-piece, cast iron gear case. The NP205 provides four operating ranges which

are:
4-wheel drive high, neutral, 2-wheel drive high
and 4-wheel drive
low (Fig. 1).
The transfer case gears rotate
on
shafts supported
by ball
and
roller bearings. Sliding clutch sleeves and shift forks
are
used
to
engage
or
disengage
the

drive gears. The NP205 geartrain provides high
and low
ranges
in 4-wheel drive mode.
The
high range
has a 1:1 ra­

tio
for
normal operation
and a low
range with
a re­
duction ratio
of 1.96:1 for
extra pulling power
in off

road situations. In two-wheel drive range,
the
transfer case front
output shaft drive gear
is
disengaged. Torque
is not

transmitted
to the
front propeller shaft.
Fig.
1
NP205 Transfer
case

RECOMMENDED
LUBRICANTS
Recommended lubricants
for the
NP205 transfer
case include multi-purpose gear lubricants
and
single
weight engine oils. Engine
oil
should
be API
classification SF/CC
or

SF/CD.
Use SAE 30 at
ambient temperatures below
0°
C
(
+
32°
F) and SAE 50 at
ambient temperatures
above this point.
page
Transfer
Case
Assembly
348

Transfer
Case
Disassembly
..........
345

Transfer
Case
Identification
342

Transfer
Case
Installation
345

Transfer
Case
Removal
345

SAE multi-purpose gear lubricants with
an API

grade rating
of GL 5 are
recommended
for
severe
duty operation.
SAE
grades
80,
75W-90,
90,
80W-90, 140
and
80W-140
are all
acceptable.
Use
SAE 80 or
75W-90 when ambient tempera­
tures
are
below
-23° C (-10° F). Use SAE 90, or
80W-90 when ambient temperature
is
above
the

stated range.
SAE
140, or
80W-140
can be
used when severe ser­
vice
is
anticipated,
or
when ambient temperatures are expected
to
exceed +32°
C (90° F).

Transfer Case Shift Linkage Lubrication
The transfer case shift linkage pivot
and
contact
surfaces should
be
lubricated with engine
oil at
rec­
ommended intervals. Lubrication frequency
for the

linkage
is
described
in
Lubrication
And
Maintenance Group
O.

TRANSFER CASE
IDENTIFICATION
The NP205 identification
tag is
attached
to the

PTO cover
on the
driver side
of the
transfer case.
The
tag
contains transfer case manufacturing
and as­
sembly part numbers. Refer
to
this information when
ordering service replacement parts.

SERVICE
DIAGNOSIS
The most frequent causes
of
transfer case malfunc­
tions
are:
• improper operation
• insufficient lubricant
• non-recommended lubricant
• misadjusted shift linkage
• improper assembly after repair. The general problems
and
causes
of
transfer case
malfunctions
are
outlined below.

LOW LUBRICANT LEVEL
A
low
lubricant level
is
usually
the
result
of
loose
components, leakage,
or
improper checking and/or
filling techniques. Lubricant leaks
can
occur
at the
shaft seals, case
vent,
or
gasket joints. Most leaks will
be
evident
by

the presence
of
lubricant around
the
leakage point. However,
be
sure
the
leakage
is
actually from
a

transfer case component.

•

NP241 TRANSFER
CASE
21 - 313
LOCK OIL RING SEAL

ADAPTER

(OVERDRIVE
ONLY)
SPEEDOMETER

PINION
GEAR

ADAPTER
O-RING

SPEEDOMETER
ADAPTER

RETAINER
DISTANCE
SENSOR
J9021-99

Fig.
4 Speedometer
Components

(4) Check vehicle speed sensor mounting area in
pinion adapter. If transmission fluid is found in this area, adapter oil seal is leaking and will have to be
replaced.
(5) Remove bolt and retainer securing pinion gear
adapter to extension housing.

(6)
Carefully work adapter and gear out of hous­
ing. (7) Remove and discard adapter O-ring (Fig. 4).

SPEEDOMETER ADAPTER
OIL
SEAL
REPLACEMENT
Remove adapter oil seal if necessary. Start new
seal in adapter by hand. Then press seal into adapter
with Installer Tool C-4004 until tool bottoms (Fig. 5).
ADAPTER

LOCK
RING

TOOL
(3) Count number of teeth on pinion gear before
installing gear in adapter.
(4) Note range numbers on adapter face (Fig. 6).
These numbers correspond to number of teeth on pin­ ion. (5) Install adapter in housing.

(6)
Rotate adapter until required range numbers
are at six o-clock position (Fig. 6). Be sure adapter
range numbers correspond to number of teeth on pin­ ion. (7) Seat adapter in housing.
(8) Install adapter retainer. Tighten retainer bolt
to 11 N-m (100 in. lbs.) torque.
(9) Install vehicle speed sensor. Tighten sensor
coupling nut to 17 N-m (150 in. lbs.) torque and in­
stall sensor wires.
(10) Check and correct transfer case lubricant level
if necessary.
(11) Install skid plate and crossmember if re­
moved. (12) Lower vehicle.
ADAPTER

O'CLOCK
POSITION

Fig.
6 Indexing Speedometer Adapter
RH75
OIL
SEAL

RH263

Fig.
5
Replacing
Speedometer Adapter
Seal

ADAPTER/SENSOR
INSTALLATION
CAUTION:
Before installing
the
pinion arid adapter

assembly
make sure
the
adapter flange
and its
mounting area
in
transfer case
are
perfectly clean. Dirt
or
sand
will
cause misalignment resulting
in

speedometer pinion gear damage.

(1) Thoroughly clean adapter flange and adapter
mounting surface in extension housing. These sur­
faces must be clean for proper adapter alignment and speedometer operation.
(2) Lubricate adapter oil seal and O-ring with
transmission fluid.

•
• —• •
HEATING
AND AIR
CONDITIONING
24 - 1 CONTENTS

page

CLIMATE CONTROL SYSTEM
............. 21
REFRIGERANT SYSTEM SERWICE

COMPRESSOR
SERWICE
(SD-709)
......... 21
PROCEDURES
.............
DIAGNOSTIC PROCEDURES
3
TORQUE SPECIFICATIONS
GENERAL INFORMATION
1
page

. 17
. 31
GENERAL INFORMATION

HEATER SYSTEM
All models use a Blend-Air type heater. Outside air
enters the heater through the cowl opening and
passes through a plenum chamber to the heater core. Air intake openings must be kept free of snow, ice and other obstructions for the heater system to pick
up sufficient outside air. A temperature control door
in the heater housing directs incoming air through
the heater core and/or the heater core bypass. The amount of blend (heated and non-heated air) is deter­
mined by the setting of the temperature lever on the
instrument panel. Direction of the blended air is con­
trolled by the HEAT-DEFROST lever on the instru­ ment panel. The blower switch and resistor block controls the
speed of the blower motor. This in turn controls the
velocity of the air flow from the heater outlets. The resistor block consists of 2 helical wound wire
resistors connected to terminals which are mechani­ cally attached to a glass-filled phenolic board. This
assembly is bolted to the plenum. The blower switch controls the blower motor speed
by selectively connecting the resistors in series to the
blower motor.
A self-adjusting clip, on each of 2 control cables has
been incorporated to simplify cable adjustment. This clip snaps onto the control cable core wire and will slide along the wire under a specific load to provide
an automatic cable adjustment.

AIR
CONDITIONING
SYSTEM
Air intake openings must be kept free of snow, ice
and other obstructions for the air conditioning sys­
tem to pick up sufficient outside air.

COMPONENTS

• COMPRESSOR-The seven piston SD-709 com­
pressor is used on all vehicles. This compressor com­
presses the low pressure refrigerant vapor into a high pressure, high temperature vapor. • CLUTCH PULLEY AND COIL-These are
mounted on the compressor, providing a convenient
way to drive it and disengage it in accordance to the cooling needs.
• CONDENSER-The condenser is located in front
of the radiator. Its function is to cool the hot, high
pressure refrigerant gas causing it to condense into
high pressure liquid refrigerant.
• FILTER-DRIER—The filter-drier is used to remove
any traces of moisture from the refrigerant system.
This component incorporates the sight glass and the
high pressure relief valve.
• SIGHT GLASS-The sight glass is provided as a
diagnostic tool to observe refrigerant flow and indi­ cate refrigerant level. It is located at the top of the
filter drier.
• HIGH -PRESSURE RELIEF VALVE-This is a safety device designed to open automatically if the
system pressure reaches a predetermined level. This
will prevent system component damage. • EXPANSION (H) VALVE-The expansion (H)
valve is used to meter refrigerant into the evaporator
in accordance with cooling requirements. • EVAPORATOR COIL-The evaporator coil is lo­
cated in the A/C unit. Its function is to cool and de-
humidify the air before it enters the vehicle. • FREEZE CONTROL-The main function of freeze
control is to prevent water on the evaporator coil face
from freezing which restricts the airflow. An elec­
tronic temperature cycling switch is located on the
refrigerant plumbing (suction line) near the H-Valve.
The switch turns the compressor ON-OFF depending
on the temperature in the suction line. The switch is a sealed, specially calibrated unit. If found defective,
the switch must be replaced. • REFRIGERANT LINES-These lines are needed
to carry the refrigerant between the various system components.
• CONDENSATE DRAIN TUBE-Condensation
which accumulates on the bottom of the evaporator

HEATING
AND AIR
CONDITIONING

•
HEATING AND AIR CONDITIONING 24 - 7 AIR CONDITIONING SYSTEM
SIGHT GLASS REFRIGERANT LEWEL TEST The sight glass, which is an integral part of the fil­
ter-drier, is a refrigerant level indicator (Fig. 2). To check the refrigerant level, clean the sight glass and
start the engine. Place the air conditioning controls
on A/C, the fan switch on high and the temperature lever on cool. The room temperature should be at
least 21°C (70°F). After operating for a few minutes
in this manner, check the sight glass.
SIGHT
GLASS

FILTER
DRIER

ASSEMBLY

9024-3
Fig.
2 Sight Glass
(1) If the sight glass is clear, the A/C clutch is en­
gaged, the compressor discharge line is warm and
the compressor inlet line is cool; the system has a
full charge.
(2) If the sight glass is clear, the A/C clutch is en­
gaged and there is not significant temperature differ­
ence between compressor inlet and discharge lines;
the system is empty or nearly empty. Connect a gauge to the compressor discharge port. If the gauge
reads less than 172 kPag (25 psi), the suction tube cycling switch has failed.
(3) If the sight glass is clear and the A/C clutch is
disengaged; the clutch is defective or, the clutch circuit
is open, or the system is out of refrigerant. Perform suc­
tion tube cycling switch test to determine condition.
(4) If the sight glass shows foam or bubbles, the
system could be low on charge. Occasional foam or
bubbles is normal when the room temperature is above 43°C (110°F) or below 21°C (70°F).
Adjust the engine speed to 1,300 RPM. Block the
airflow through the condenser to increase the com­
pressor discharge pressure to 1 552-1 724 kPag (225- 250 psig). If sight glass still shows bubbles or foam,
system charge level is low. The refrigerant system will not be low on charge un­
less there is a leak. Find and repair the leak. If the leak
can be repaired without discharging the system, the low
refrigerant charge level can be corrected as follows.
Maintaining the discharge pressure of 1 550-1 720 kPag (225-250 psig), add refrigerant gas through compressor
suction line until foam is cleared from sight glass. Then
add 13 oz. (368 g) or 1 can of refrigerant.
HIGH PRESSURE RELIEF
WALWE
The high pressure relief valve vents only a small
amount of refrigerant necessary to reduce system pres­
sure and then reseats
itself.
The majority of the refrig­
erant is conserved in the system. The valve is calibrated
to vent at a pressure of 3 100-3 790 kPag (450-550

psig).
However, the fact that the valve vented refriger­ ant, does not mean the valve is defective.
ELECTRONIC TEMPERATURE CYCLING
SWITCH TEST The electronic temperature cycling switch (Fig. 3) is
located on the refrigerant plumbing, suction line near
the H-valve. It electrically inputs to the engine control­ ler on gasoline vehicles and in series with the clutch
coil on diesel vehicles. The switch turns the compressor
on and off depending on the temperature in the suction

line.
The switch is a sealed, specially calibrated unit and if found defective, must be replaced.
ELECTRONIC

TEMPERATURE

CYCLING
SWITCH
J9324-97

Fig.
3 Electronic
Temperature
Cycling
Switch

(1) Remove the wires (boot connector) from the
electronic temperature cycling switch. (2) Check continuity of the switch. Switch contacts
are closed at temperatures above 45°F (7°C). If no
continuity, replace switch.
(3) If contacts are closed, verify switch operation as
follows:
(a) Connect wires to cycling switch.
(b) Set temperature control lever to full cool position. (c) Set A/C blower motor on low speed and push
A/C button.
(d) Operate engine at 1,300 RPM for approxi­
mately 5 minutes to stabilize the A/C system and
verify that refrigerant system is full.

24 - 8
HEATING
AND AIR
CONDITIONING

• (e) If compressor clutch cycles 3 to 10 times per
minute with temperature between 20°C-32°C (68°F-
90°F),
the cycling switch is normal. If the compressor
clutch fails to engage, check for continuity in the elec­
trical circuit. Above 32°C (90°F) the compressor clutch
may be continuously engaged (non-cycling) due to the
high heat load. This condition is normal.
(4)
Refer to the Evaporator Heater Assembly for
the Removal/Installation procedures.

TESTING
THE
SYSTEM
FOR
LEAKS
If the air conditioning system is not cooling properly,
check that the refrigerant system is fully charged with

R-12.
Follow the procedures in the Sight Glass Refrig­
erant Level Test section of this group.
If the refrigerant system is empty or low in refrig­
erant charge, a leak at any of the line fittings or
component seals is likely (Fig. 4). To detect a leak in
the refrigerant system, perform one of the following
procedures as indicated by the symptoms.

ELECTRONIC
TEMPERATURE CYCLING

SWITCH
EXPANSION

"H"
VALVE

J9324-96
Fig.
4 Testing for
Leaks

EMPTY REFRIGERANT SYSTEM LEAK TEST
(1) Evacuate the refrigerant system to the lowest
degree of vacuum possible.
(2) Prepare a 14 oz. refrigerant (R-12) charge to be
injected into the system. (3) Connect and dispense 14 ozs. of refrigerant (R-
12) into the evacuated refrigerant system, (4) Proceed to Step 2 of Low Refrigerant Level
Leak Test.

LOW REFRIGERANT LEVEL LEAK TEST
(1) Review the Safety Precautions section of this
group to determine if there is still R-12 in the refrig­
erant system. (2) Position the vehicle in a breeze free work area
to make it less difficult to detect a small leak. (3) With the engine not running, use an Electronic
Leak Detector, or equivalent, to search for leaks in
the most accessible areas first.
(a) Fittings, lines, or components that appear
oily usually will implicate a refrigerant leak.
(b) To inspect the evaporator core for leaks, it is
possible to insert the leak detector probe into the opening on the right side of the instrument panel.
COMPRESSOR OIL LEVEL It is important to have the correct amount of oil in
the A/C system to ensure proper lubrication of the compressor. Too little oil will result in damage to the
compressor. Too much oil will reduce the cooling ca­
pacity of the system and consequently result in
higher discharge air temperatures.
To provide the desired balance for adequate lubri­
cation and cooling capacity, each compressor is
charged with 135 ml (4.6 oz.) of oil at the factory.
The oil used in the compressors is a 500 SUS vis­
cosity, wax-free refrigerant oil. Only refrigerant oil of the same type should be used to service the sys­
tem. Do not use any other oil. The oil container should be kept tightly capped until it is ready for

use,
and then tightly capped after use to prevent en­
trance of dirt and moisture. Refrigerant oil will quickly absorb any moisture it comes in contact with.
After the compressor has been installed and operated
in the A/C system, the oil will be distributed through­
out the system. Some of the oil will be trapped by com­
ponents in the system. An equivalent amount of oil
must be added to the system to compensate for the
trapped oil when replacing the following: • Evaporator Coil: 59.2 ml (2 oz.)
• Condenser: 30 ml (1 oz.)
• Filter-Drier: 30 ml (1 oz.) It will not be necessary to check oil level in the
compressor or to add oil unless there has been an oil

loss.
Oil loss at a leak point will be evident by the
presence of a wet, shiny surface around the leak. Replacement compressors are also charged with
135 ml (4.6 oz.). When replacing compressor; remove,
drain oil, measure amount and discard old oil. For
the replacement compressor use the same amount of refrigerant oil as recovered from the failed compres­sor. This adjustment is not needed if the system has
been flushed, removing retained oil. The Compressor Oil Level Adjustment Chart
should be followed to determine the need to perform
an oil level adjustment. Check oil level (basic fill) as follows: (1) Slowly discharge complete system.
(2) With system discharged, disconnect suction and
discharge lines and remove compressor. Drain and dis­ card oil through suction port and discharge port on top.

•
HEATING AND AIR CONDITIONING 24 - 9 COMPRESSOR OIL LEVEL ADJUSTMENT

WHEN
REPLACING
I

A/C SYSTEM
I

COMPONENTS
1
CHECK
FOR
EVIDENCE

OF
OIL
LEAKAGE
1
SYSTEM
COI

I
c

I COMPRESS
OTAMINATEI^

m 1

Ot FAILED
1

1
f

DISCHARGE SYSTEM
I
COMPLE
1
c
I
REFRIG TE LOSS
I
f 1

ERANT
1
i f

CHARGE SYSTEM
PARTIALLY
WITH
R-12 1
PARTIA
1
c
•
REFRIG L LOSS
1
)¥ I
ERANT
1
f

CHECK
FOR
LEAKS
NONE

NOTED
OIL LEAK

NOTED

r

DISCHARGE
SYSTEM
DISCHARGE
SYSTEM

r ] r

REPLACE
COMPONENT CORRECT
LEAK
OIL ADDED
IF REPLACING:

•
EVAPORATOR-

60 ML (2 FL. OZ.)
•
CONDENSER-

30 ML (1 FL. OZ.) •
FILTER-DRIER-

30 ML (1 FL. OZ.)
REPLACE
COMPONENT

COMPRESSOR
DRAIN OIL REMOVE FILTER-DRIER
AND COMPRESSOR CHECK
FOR
LEAKS
REMOVE, VISUALLY
INSPECT
FOR

CONTAMINATION,
AND CLEAN:
H-VALVE
1

1

DISCHARGE SYSTEM
AND CORRECT LEAKS

1
f
REPLACE
FILTER-

DRIER
INSTALL
NEW
FILTER-DRIER
COMPRESSOR

DRAIN OIL
INSTALL
REPLACEMENT
COMPRESSOR

OIL REQUIRED
IN COMPRESSORS: 136 ml

(4.6
oz) CORRECT LEAKS
CHECK
FOR
EVIDENCE OF
OIL
LEAKAGE
OIL LEAK
NOTED
NONE

NOTED
DISCHARGE
SYSTEM ADD
R-12

AS
REQUIRED

*READ
CAREFULLY

"COMPRESSOR
OIL
LEVEL"

SECTION
BEFORE
PROCEEDING

WITH
CHECK.

EVACUATE
AND
RECHARGE SYSTEM

J9324-98
CHECK SYSTEM COOLING PERFORMANCE

(SEE
OVERALL PERFORMANCE
TEST)

•

HEATING
AND
AIR
CONDITIONING
24-17 REFRIGERANT SYSTEM SERWICE PROCEDURES

INDEX
page
Charging
the
System
19

Correcting
Low
Refrigerant
Level
.............
20
Discharging
the
System
. 19
Evacuating
the
System
19

REFRIGERANT

SAFETY
PRECAUTIONS

WARNING: EXTREME CARE MUST
BE
TAKEN
TO
PREVENT
ANY LIQUID
REFRIGERANT FROM COM­
ING
IN
CONTACT
WITH
THE
SKIN
AND
ESPE­

CIALLY
THE
EYES.
ALWAYS WEAR SAFETY
GOGGLES WHEN SERVICING
ANY
PART
OF
THE
REFRIGERANT SYSTEM.
IF EYE
CONTACT
IS

MADE,
APPLY
A
FEW
DROPS
OF
MINERAL
OIL
TO

THE
EYES
AND
FLUSH
WITH
WATER
FOR
SEV­
ERAL MINUTES.
SEEK
MEDICAL
ATTENTION
IMME­
DIATELY.

The refrigerant used
in the air
conditioner system
is Refrigerant-12 (R-12).
R-12 is
nonexplosive, non­
flammable, non-corrosive,
has
practically
no
odor
and
is heavier than
air.
Although
it is
classified
as a
safe
refrigerant, certain precautions must
be
observed
to

protect
the
parts involved
and the
person
who is

working
on the
unit. Liquid
R-12, at
normal atmo­ sphere pressures
and
temperatures, evaporates
so

quickly that
it has the
tendency
to
freeze anything
it
contacts.

WARNING:
TO
AVOID
A
DANGEROUS EXPLOSION,
NEVER
WELD
OR
STEAM CLEAN NEAR
AIR
CON­

DITIONING
LINES
OR
COMPONENTS.
DO NOT

HEAT
R-12
ABOVE
52°C (125°F)
BECAUSE
THE

CAN
MAY
EXPLODE.

The
R-12 in the
system
is
always under pressure.
Because
the
system
is
tightly sealed, heat applied
to
any part could cause this pressure
to
build
up
exces­sively.

WARNING: LARGE AMOUNTS
OF
REFRIGERANT
RELEASED
IN A
CLOSED WORK AREA
WILL
DIS­
PLACE
THE
OXYGEN
AND
CAUSE SUFFOCATION.
ALWAYS
MAINTAIN
GOOD
VENTILATION
SUR­ ROUNDING
THE
WORK AREA.

R-12
gas,
under normal conditions,
is
non-poison­

ous.
The
discharge
of R-12 gas
near
an
open flame
page
Pressure Gauge
and
Manifold
Assembly
18

Refrigerant
. 17

Refrigerant
Leak Repair Procedure
20

Service Precautions
. 17

can produce
a
very poisonous
gas
called phosgene.
Phosgene
is
generated when
a
flame-type leak detec­
tor
is
used.

CAUTION:
When charging
an A/C
system always
keep
the
tank
in an
upright position.
If the
tank
is

on
its
side
or
upside down,
liquid
refrigerant
will

enter
the
system
and may
damage
the
compressor.

In most instances, moderate heat
is
required
to

bring
the
pressure
of the
refrigerant above system
pressure when charging
or
adding refrigerant.
A

bucket
or
large
pan of hot
water,
not
over 52°C (125°F),
is all the
heat required
for
this purpose.
Do

not heat
the
refrigerant container with
a
blow torch
or
any
other means that would raise
the
temperature and pressure above this temperature.

CAUTION:
Do not
allow
liquid
refrigerant
to
touch
bright
metal.

Refrigerant will tarnish bright metal
and
chrome
surfaces. Avoid splashing
the
refrigerant
on any
sur­

face.
Refrigerant
in
combination with moisture
is

very corrosive
and can
cause extensive damage
to all

metal surfaces.

RECYCLING
(R-12) refrigerant
is a
chloroflorocarbon
(CFC)
that
can contribute
to the
depletion
of the
ozone layer
in

the upper atmosphere. Harmful radiation from
the
sun
is
filtered
out by the
ozone.
To
assist
in
protect­
ing
the
ozone layer, Chrysler Corporation recom­
mends that
an
(R-12) refrigerant recycling device
that meets
SAE
standard
J1991 be
used. Contact
an
automotive service equipment supplier
for
refriger­
ant recycling equipment that
is
available
in
your
area. Refer
to the
operating instructions provided
with
the
recycling equipment
for
proper operation.

SERVICE
PRECAUTIONS
Kinks
in the
refrigerant tubing
or
sharp bends
in

the refrigerant hose lines will greatly reduce
the ca­
pacity
of the
entire system. High pressures
are
pro­duced
in the
system when
it is
operating. Extreme
care must
be
exercised
to
make sure that
all
connec­
tions
are
pressure tight. Dirt
and
moisture
can
enter

•

HEATING
AND
AIR
CONDITIONING
24 - 19
Connect
the
compound gauge hose
to the
compres­
sor suction service valve gauge port (low-side).
Connect
the
high pressure gauge hose
to the
dis­
charge service valve gauge port (high-side). Purge
air
from
the
high side test hose
by
opening
the high side hand valve
on the
manifold
for 3 to 5
seconds.
The
center connection
on the
manifold must
be open.
Purge
air
from
the low
side test hose
by
opening
the
low
side hand valve
on the
manifold
for 3 to 5
seconds.
The
center connection
on the
manifold must
be open.
The
air
conditioning system
may be
operated with
the gauge manifold assembly connected
in
this man­
ner.
The
gauges will indicate respective operative
pressures.

DISCHARGING
THE SYSTEM
Since
the air
conditioning refrigerant system
is

pressurized,
it
will
be
necessary
to
completely dis­ charge
the
system before replacing
any
refrigerant
components.
The
procedure
is as
follows: (1) Install gauge
set as
described under manifold
gauge
set
installation. Make sure
the
gauge
set

valves
are
closed before attaching
the
hoses
to the re­

frigerant system. (2) Install
a
long hose
to the
manifold gauge
set

connector.
Run
this hose
to the oil
collector
can
near
the shop exhaust system. A good
oil
collector
can may be
made from
a
large
empty coffee
can
with
a
plastic
top.
Slit
the
plastic
top
in the
form
of a Y to
make
an
entrance
for the
refrigerant hose
and
exit
for the gas.
(3) Open
the
compressor discharge
and
suction line
pressure valves
and
discharge
the
refrigerant into
the
oil
collector
can.
Watch
to
make sure
the
hose does
not
blow
out of the
collector
can.
(4) When
the
system
has
been completely dis­
charged, measure
the
amount
of oil
collected
in the

can.
The
amount
of oil
measured should
be
added
to

the refrigerant system before
it is
charged. Discard
the used
oil. Add new oil.

EVACUATING
THE SYSTEM
Whenever
the
system
has
been opened
to the
atmo­
sphere,
it is
absolutely essential that
the
system
be

evacuated
to
remove
all the air and
moisture.
Air in

the refrigerant system causes high compressor dis­ charge pressures,
a
loss
in
system performance,
and

oxidation
of the
compressor
oil
into
gum and
varnish.
Moisture
in the
refrigerant system
can
cause
the ex­

pansion valve
to
malfunction. Under certain condi­
tions
it can
react with
the
refrigerant
to
form destructive acids.
It is
necessary
to
adhere
to the
fol­
lowing procedure
to
keep
air and
moisture
out of the
system. (1) Connect
the
manifold gauge
set to the
compres­
sor
and
long test hose from manifold gauge
set
center
connection
to
Vacuum Pump Tool C-4289. (2) Open both manifold gauge
set
valves.
(3) Start
the
vacuum pump
and
operate until
the

evaporator suction gauge registers
at
least
-88
kPag (26 inches
of
vacuum).
If at
least
-88
kPag
(26
inches
of vacuum) cannot
be
obtained, either
the
system
has

a leak
or the
vacuum pump
is
defective. Check
the

vacuum pump.
If the
pump proves
to be
functioning
properly,
the
system
has a
leak. Charge
the
system
with
1
pound
of
refrigerant. Locate
and
repair
all
leaks.
Discharge
the
refrigerant
and
evacuate
the
system.
(4) Continue
to
operate
the
pump
for at
least
5

minutes.
(5) Close manifold valves. Turn
off the
vacuum
pump
and
observe evaporator suction gauge
for 2
minutes.
The
vacuum level should remain constant.
If
the
vacuum level falls
off, the
system
has a
leak. Charge
the
system with
450 g (1
pound)
of
refriger­
ant. Locate
and
repair
all
leaks. Discharge
the
sys­
tem
and
repeat evacuation procedure.

CHARGING
THE
SYSTEM
The refrigerant system must have been evacuated
using
the
previous procedure before charging. Charge
using only
R-12
refrigerant.
R-12 is
available
in
bulk
tanks
or 437 g (14 oz.)
cans. The special refrigerant dispensing manifold per­
mits charging
3
cans
of
refrigerant
at a
time. When
using disposable cans
of
this type, carefully follow
the
can
manufacturers instructions.

WARNING: NEVER USE THESE CANS
TO
CHARGE
INTO
THE
HIGH
PRESSURE SIDE
OF
THE
SYSTEM

(COMPRESSOR
DISCHARGE PORT)
OR
INTO
A
SYSTEM
THAT
IS AT
HIGH
TEMPERATURE.
THE
HIGH
SYSTEM PRESSURES COULD
BE
TRANS­

FERRED
INTO
THE
CHARGING
CAN
CAUSING
IT

TO EXPLODE.

Keep
the
refrigerant manifold valves capped when
not
in use.
Keep
a
supply
of
extra refrigerant-can-to
refrigerant-manifold gaskets
on
hand
so the
gaskets can
be
replaced periodically. This will insure
a
good
seal without excessive tightening
of the can or the

manifold nuts.
(1) Attach center hose from manifold gauge
set to

refrigerant dispensing manifold. Turn refrigerant manifold valves completely counterclockwise
so
they are fully open. Remove protective caps from refriger­
ant manifold.
(2) Screw refrigerant cans into manifold.
Be
sure
manifold-to-can gasket
is in
place
and in
good condi­
tion. Tighten
can and
manifold nuts
to 9.5 N»m (7 ft.
lbs.) torque.