engine OPEL GT-R 1973 Service Manual

9A-14 1973 OPEL SERVICE MANUAL
upper attaching screw through opening for heater
control housing and lower attaching screw below
instrument panel. See Figure 9A.-38.5. On right side, viewed in driving direction, install
air distributor housing attaching screws. See Figure9A-37.
6. Install radio.
7. Install glove compartment.
8. Install bowden control wires to heater valve and
air distributor housing.
9. Install instrument cover.
10. Install heater switch lever.
Figure 9A-38 Upper Attaching Screw
9. Pull defroster outlets downwards and remove out-
lets through glove compartment opening. See Figure9A-39.
REMOVAL AND INSTALLATION OF HEATER
CONTROL HOUSING
Removal1. Remove instrument panel cover
- refer to operat-
ion,
IRemoving and Installing Instrument Housing.
2. Remove two sheet metal screws for control hous-
ing attachment. See Figure 9A-40.
Figure 9A-39 Removing Defroster Jets
Installation
1. Apply sealing compound between air distributor
housing and dash panel.
2. Install defroster outlets, securing with two (2)
clips at the instrument panel. See Figure 9A-39.
3. Install air distributor housing to dash panel,
4. On left side, viewed in driving direction, installFigure 9A-40 Control Housing Attaching Screws
3. In engine compartment, detach bowden control
wire from heater valve. See Figure 9A-41.
4. Detach bowden control wire from air distribution
flap. See Figure 9A-42.
5. Pull wires off blower switch. See Figure 9A- 43.

HEATER SYSTEM. OPEL 1900. MANTA9A- 15
Figure 9A-4 1 Bowden Wire Attachment
Figure SA-42 Control Wire
to Distribution? DoorAttachmentA
- Yellow Wire
B
- Grey Wire
C
- Brown Wire
6. Remove heater control housing.
Installation1. Install heater control housing,
2. Install wires onto blower switch. See Figure 9A-
53.Figure 9A-43 Blower Switch Wires
A
- Yellow Wire
B
- Grey Wire
C
- Brown Wire
3. Attach bowden control wire to air distribution
flap. See Figure 9A-42.
4. In engine compartment, attach bowden control
wire to heater valve. See Figure 9A-41.
5. Install two (2) sheet metal screws for control hous-
ing attachment. See Figure 9A-40.
6. Install instrument panel cover.
7. Adjust bowden control wires.
REMOVAL AND INSTALLATION OF HEATER
MOTOR
1. In engine compartment, remove five (5) shroud
cover attaching screws. See Figure 9A-44.
2. Carefully remove cover
3. Pull water hose off windshield wiper jet.
4. Disconnect wires to heater motor. For this pur-
pose, disconnect multiple plug connection on left
side of shroud. See Figure 9A-45.
5. Remove three (3) heater motor attaching screws.
See Figure 9A-46.
6. Take off motor.

9A-16 1973 OPEL SERVICE MANUAL
Figure 9A-44 Shroud Cover AttachmentsFigure 9A-46 Heater Motor Attaching Screws
Figure 9A-45 Heater Motor Wires
InstallationFigure 9A-47 Sealing Shroud
1. Install heater motor, attaching with three (3)
screws. See Figure 9A-46.
2. Connect multiple plug on left side of shroud. See
Figure 9A-45.3. Seal shroud cover front and rear contacting areas
with sealing cement. See Figure 9A-47.
4. Install shroud cover, attaching with five (5)
screws.SPECIFICATIONS
EngineRecommended Coolant
..........................................................................Ethylene-Glycol Base
ThermostatOpensAt(Degrees)
F.......................................................................................189Cooling System Capacity (With Heater)
..........................................................................6 Qt.
Blower Motor Type
......................................................................................................12 VDC
Blower Fan Type
..............................................................................................................Blade
Numberof FanBlades
..............................................................................................................7

REFRIGERANT COMPONENTS ALL MODELS99- 33
That the attraction of the drying material for mois-
ture is so powerful that if the receiver is left open,
moisture will be drawn in from the outside air.
That just one drop of water added to the refrigerantwill start chemical changes that can result in corro-
sion and eventual breakdown of the chemicals in the
system. Hydrochloric acid is the result of an R-12
mixture with water.
That the smallest amount of air in the refrigeration
system may start reactions that can cause malfunc-
tions.
That the drying agent in the receiver-dehydrator is
Activated Silica Alumina (silica-gel).
That
the inert gas in the expansion valve capillary
line is carbon dioxide.
DESCRIPTION OF AIR CONDITIONING
COMPONENTS
Compressor
The compressor is located in the engine compart-
ment. The purpose of the unit is to draw the low
pressure,gas from the evaporator and compress this
gas into a high temperature, high pressure gas. This
action will result in the refrigerant having a higher
temperature than the surrounding air.
The
cortipressor is of basic double action piston de-
sign. Three horizontal double acting pistons make up
a six cylinder compressor (See Figure
9B-162). The
pistons operate in
l-1/2 inch bore and have a l-1/8
inch stroke. A
wash plate keyed to the shaft drives
the pistons. The shaft is belt driven through a mag-
netic clutch and pulley arrangement. An oil pump
mounted at the rear of the compressor picks up oil
from the
botto’m of the compressor and lubricates the
bearings’and other internal parts of the compressor.
Reed type valves at each end of the compressor open
or close to control the flow of incoming and outgoing refrigerant. Two gas tight passages interconnect
chambers of the front and rear heads so that there is
one common suction port, and one common dis-
charge port. The internal parts of the compressor
function, as follows:
1. Suction Valve Reed Discs and Discharge Valve
Plates
_ The two suction valve reed discs and two
discharge valve plates (see Figure
9B-25) operate in
a similar but opposite manner. The discs are com-
posed of three reeds and function to open when the
pistons are on the intake portion of their stroke
(downstroke), and close on the compression stroke.
The reeds allow low pressure gas to enter the cylin- ders. The discharge valve plates also have three
reeds, however, they function to open when the pis- tons are on the compression portion of their stroke
(upstroke), and close on the intake stroke. High pres-
sure gas exits from discharge ports in the discharge
valve plate. Three retainers riveted directly above the
reeds on the valve plate serve to limit the opening of
the reeds on the compression stroke.
SUCTION VALVE
DISCHARGE-VALVE PLATES
Figure
98-25 - Compressor Suction Valve Reed Discs
and Discharge Valve Plates
2. Front and Rear Heads - The front and rear heads
(Figure
9B-26) serve to channel the refrigerant into
and out of the cylinders. The front head is divided
into two separate passages and the rear head is di-
vided into three separate passages. The outer passage
on both the front and rear heads channels high pres-
sure gas from the discharge valve reeds. The middle
passage of the rear head also contains the port open-
ing to the superheat switch cavity. This opening in
the rear head permits the superheat switch to be
affected by suction gas pressure and suction gas tem-
perature for the operating protection of the compres-
sor. The inner passage on the rear head houses the
oil pump inner and outer rotors. A Teflon sealing
material is bonded to the sealing surfaces separating
the passages in the rear head.
“0” rings are used to
affect a seal between the mating surfaces of the heads
and the shell. The front head suction and discharge
passages are connected to the suction and discharge
passages of the rear head by a discharge tube and
suction passage in the
body of the cylinder assembly.
A screen located in the suction port of the rear head
prevents foreign material from entering the circuit.
3. Oil Pump
- An internal tooth outer rotor and
external tooth inner rotor comprise the oil pump.
The pump works on the principle of a rotary type pump. Oil is drawn up from oil reservoir in underside
of shell through the oil inlet tube (see Figure
9B-27)

98-36 1973 OPEL SERVICE MANUALSPACER
17
RETAINER
RING
c Q
CLUTCHCOIL 8HOUSINGARING TO HEADTAINER RING
SHAFT NUT
CLUTCH DRIVEN
PLATE
BEARING TO PULLEYPULLEY BEARIN
RETAINER RINGCOIL 8HOUSING
CLUTCH DRIVEPLATIRETAINER RING
AND PULLEY ASSEMBLY
Figure 98-32
Magnetic Clutch and Pulley Assemblyis tack-welded to the inside of the shell. In addition,
an oil drain screw and gasket are located on the side
of the reservoir and are provided for draining or
adding of oil to system. To add oil, compressor must
be removed from car. The necessity to add oil should
only be required when the system has ruptured vio-
lently and oil has been lost along with refrigerant.
Under controlled conditions or slow leak conditions
it is possible to loose only a small amount of oil with
the refrigerant gas. The serial number, part or model
number, and rating of the compressor is stamped on
name plates located on top of shell.
12. Magnetic Clutch and Pulley Assembly
- The
magnetic clutch and pulley assembly (see Figure 9B-
32) together transmit power from the engine crank-
shaft to the compressor. The magnetic clutch is
actuated when the air conditioning temperature
switch and the fan switch located on the evaporator
cover assembly are closed. When the switches are
closed, the coil sets up a magnetic field and attracts
the armature plate (movable element of the clutch
driven plate). The armature plate portion of the
clutch driven plate moves forward and contacts the
friction surface of the pulley assembly, thereby me-
chanically linking the compressor to the engine. The
compressor will operate continuously whenever the
air conditioner clutch compressor switch and the fan
switch are closed. When one or both of the switches
are open the armature plate will be released due to
spring tension and move away from the pulley as-
sembly. This allows the pulley to rotate without driv-
ing the shaft. It should be noted that if the air
conditioner system was in use when the engine was
turned off, the armature plate may remain in contact
with the pulley due to residual magnetism. When the
engine is started the armature plate will separate
from the pulley assembly. The coil is rated at 3.85
ohms (85 degrees F.) and will draw 3.2 amperes at
12 volts D.C.Condenser
The condenser which is made of aluminum is locatedIN:ET
DESICCANT.
RECEIVERDEHYDRATOR
ASSEMBLY
FILTER
SCREEN
Figure 98-33 Receiver Dehydrator Assembly

REFRIGERANT COMPONENTS ALL MODELS
99.37
in front of the radiator so that it receives a high
volume of air flow. Air passing over the condenser
absorbs the heat from the high pressure gas and
causes the refrigerant to condense into a high pres-
sure liquid.Receiver. DehydratorThe receiver-dehydrator is located in the engine
compartment. The purpose of the receiver dehydra-
tor is two fold: the unit insures a solid column of
liquid refrigerant to the expansion valve at all times,
and also absorbs any moisture in the system that
might be present. A bag of desiccant (moisture ab-
sorbing material) is provided to absorb moisture. A
sight glass (see Figure 9B-33) permits visual check-
ing of the refrigerant flow for bubbles or foam. The
continuous appearance of bubbles or foam above an
ambient temperature of 70 degrees F. usually indi-
cates an inadequate refrigerant charge. Bubbles or
foam appearing at ambient temperatures below 70
degrees F. do not necessarily indicate an inadequate
charge and may appear even when the system is
operating properly. A filter screen in the unit pre-
vents foreign material from entering the remainder
of the system.
Expansion ValveThe expansion valve is mounted on the evaporator
core inside the passenger compartment. The function
of the expansion valve is to automatically regulate
SCREEN
lLCl98.30
Figure 98-34 Expansion Valvethe flow of refrigerant into the evaporator. The ex-
pansion valve is the dividing point in the system
between the high and low pressure liquid refrigerant.
A temperature sensing bulb is connected by a capil-
lary tube to the expansion valve (see Figure
9B-34).The temperature sensing bulb (clamped to the outlet
pipe on the evaporator) measures the temperature of
the evaporator outlet pipe and transmits the temper-
ature variations to the expansion valve (see Figure
9B-34). The capillary tube and bulb are tilled with
carbon dioxide and sealed to one side of the expan-
sion valve diaphragm.
An increase in temperature will cause the carbon
dioxide in the bulb and capillary tube to expand,
overcoming the spring pressure and pushing the dia-
phragm against the operating pins (see Figure 9B-
34). This in turn will force the valve off its seat.
When the refrigerant low pressure gas flowing
through the outlet pipe of the evaporator becomes
more than 6 degrees higher or warmer than the tem-
perature at which it originally began to vaporize or
boil, the expansion valve will autmotatically allow
more refrigerant to enter evaporator. If the tempera-
ture of the low pressure gas decreases to less than 6
degrees above the temperature at which it originally
began to vaporize or boil, the expansion valve will
automatically reduce the flow of refrigerant. Thus,
an increase or decrease in the flow of refrigerant
through the evaporator will result in an increase or
decrease in the cooling by the evaporator. The tem-
perature, humidity and volume of the air passing
over the evaporator affects the rate of absorption of
heat by the evaporator. As the ambient temperature
bulb calls for more or less refrigerant will increase or
decrease. When the air is very warm, the heat trans-
fer from the air to the refrigerant is great and a
greater quantity of refrigerant is required to maintain
the temperature at the evaporator pipe at the prede-
termined value. Conversely, cool days will result in
less heat transfer and thereby require lesser quanti-
ties of refrigerant to maintain the predetermined
temperature of the evaporator outlet pipe.
EvaporatorThe function of the evaporator is to cool and
dehumidify the air flow in the passenger compart-
ment. The evaporator assembly consists of an alumi-
num core enclosed in a reinforced plastic housing.
Two (2) water drain ports are located in the bottom
of the housing. Two refrigerant lines are connected
to the side of the evaporator core: one at the bottom
and one at the top. The expansion valve is attached
to the lower (inlet) pipe, the outlet pipe is attached
to the upper pipe. The temperature sensing bulb of
the expansion valve is clamped to the outlet pipe of
the evaporator core. The high pressure liquid refrig-
erant, after it is metered through the expansion
valve, passes into the evaporator core where it is
allowed to expand under reduced pressure. As a re-
sult of the reduced pressure the refrigerant begins to

98.40 1973 OPEL SERVICE MANUAL
2. Interconnect manifold and gage set (J-5725-01),
gage charging lines (J-5418) and gage adapters
(J-5420) to air conditioning system as shown in Figure
9B-40.3. Place transmission in “Park” for automatics and
in neutral for manuals. Apply hand brake.
4. Turn blower switch to the “Hi” position.
5. Turn temperature switch to “Max” position.
6. Run engine at 2000 RPM for ten (10) minutes with
car doors and windows closed and the hood up. Place
a high volume industrial type fan in front of radiator
if head pressure should exceed 250 psi and also at
high ambients to bring the pressures to within the
limits specified in the Functional Charts in Division
V.In the case of the Opel 1900 and the Manta, a ther-
mometer should be placed in a position to read the
temperature of the air discharging from the right-
hand A/C outlet. In case of the GT, a thermometer
should be placed in a position to read the tempera-
ture of the air discharging from the left-rear A/C
outlet.
HEATER-AIR CONDITIONER REFRIGERANT
CIRCUIT TROUBLE DIAGNOSIS GUIDE
Insufficient Cooling (Check Air Flow)
Normal Air Flow (Inspect system for visual defects.
Run functional tests.)
Discharge Air
- Normal Temp Check for air leaks
through dash, car body, windows, or from heater or
ventilators.
Discharge Air
- High Temp Check sight glass for
foaming and compressor clutch for engagement.
No Compressor Clutch Engagement Check connec-
tions at clutch switch, harness connectors, and check
clutch switch.
No Foaming Compare evaporator pressure to that
on functional test table.
Foaming System is probably low on refrigerant.
Check for leaks, repair, evacuate, and charge. If
foaming still occurs, check for restriction in refriger-
ant lines between condenser and receiver dehydrator.
Evaporator Pressure Normal Compare head pres-
sure to pressure on functional test table.
Evaporator Pressure Low Ice may be forming on
evaporator. Low volume of air discharging at A/C
outlet after system has been running above idle con-dition
,for approximately 15-30 min.utes. Discharging
air gradually elevating in temperature. Check expan-
sion valve. If valve isn’t permitting flow of liquid,
this will be indicated by a warm pipe out of the
evaporator. This may be caused by: 1) Clogged or
Plugged inlet screen in the expansion valve; 2)
Broken capillary line; or 3) Discharged temperature
bulb. If the valve is okay, the pipe out of the evapora-
tor will be cold.
Evaporator Pressure High Check the expansion
valve to determine if themobulb is making good con-
tact and is properly insulated. Operate engine at 2000
RPM with maximum air conditioning setting. If
evaporator pressure remains high, feel suction line.
If line feels frosty or extremely
(cold with relative
high ambient conditions, then partially cover the
condenser to obtain head pressures from 265 psi to
280 psi maximum. If evaporator pressure rises above
30 psi, change the expansion valve.
Also, check if compressor may be the cause due to
some internal or external mechanical trouble which
prevents reduction of pressure. Check for external
troubles, slipping belt, bad clutch and/or pulley, or
improper clutch engagement, before investigating
the compressor internally.
Head Pressure High Check for the following: Con-
denser air flow low, air in system, excessive refriger-
ant in system, restriction in condenser.Head.PressureLowRestriction in flow of refrigerant
to evaporator, or expansion valve plugged or defec-
tive.
Low Air Flow (Check blower operation and
evaporator. Check operation of controls.)
Ice BIocking Evaporator Run functional test. If
evaporator pressure is low, ice may form on evapora-
tor and reduce air flow.
Evaporator Pressure Low Ice may be forming on
evaporator. Low volume of air discharging at A/C
outlet after system has been running above idle con-
dition for approximately 15-30 minutes. Discharging
air gradually elevating in temperature. Check expan-
sion valve. If valve isn’t permitting flow of liquid,
this will be indicated by a warm pipe out of the
evaporator. This may be caused by: 1) Clogged or
plugged inlet screen in the expansion valve; 2)
Broken capillary line, or 3) Discharged temperature
bulb. If the valve is okay, the pipe out of the evapora-
tor will be cold.BlowerNot OperatingCheck for the following: Fuse
blown, blower switch defective, wire broken or loose
connection, poor ground connection, or blower mo-
tor defective.

REFRIGERANT COMPONENTS ALL MODELS9s. 41
BIower Operating Normal Check for the following:Restriction or leakage in air ducts, A/C outlets not
opening.2. Do not carry cylinder in passenger compartment
of car.3. Do not subject cylinder to high temperatures.
MAINTENANCE AND ADJUSTMENTS4. Do not weld or steam clean on or near cylinder.
5. Do not fill cylinder completely.
GENERAL SERVICE INFORMATION AND SAFETY
PRECAUTIONS6. Do not discharge vapor into area where flame is
exposed or directly into engine air intake.
General InformationAll subassemblies are shipped sealed and dehy-
drated. They are to remain sealed until just prior to
making connections, and should be at room tempera-
ture before uncapping. This prevents condensation of
moisture from air that enters the system.
All precautions should be taken to prevent damage
to fittings or connections. Even minute damage to a
connection could cause it to leak. Any fittings with
grease or dirt on them should be wiped clean with a
cloth dipped in alcohol.
Do not clean fitting or hoses with solvents because
they are contaminants. If dirt, grease or moisture
gets inside the pipes or hoses and cannot be removed,the pipe or hose is to be replaced. Use a small amount
of clean refrigeration oil on all tube and hose con-
necting joints, and lubricate the
“0” ring gasket with
this oil before assembling the joint. The oil will help
in effectitig a leak-proofjoint and assist the
“0” ring
to slip into the proper location without being cut or
damaged. Always use new
“0” rings.
When tightening joints, use a second wrench to hold
the stationary part of the connection to prevent
twisting and to prevent hose kinking. Kinked hoses
are apt to transmit noise and vibration. Tighten all
connections in accordance with recommended
torques (see Division VI, Specifications).7. Do not expose eyes to liquid
- WEAR SAFETY
GOGGLES whenever discharging, charging or leak
testing system.
CHARGING AND DISCHARGING SYSTEMRemoval of any part in the refrigerant circuit will
require discharging of the entire system.
Discharging the System1. Remove caps from gauge fittings on the compres-
sor adapter fitting on the compressor.
2. With both valves on manifold gauge set (J-5725-
04) closed (clockwise), attach manifold to the com-
pressor adapter fitting on the compressor, using
J-5420 valve adapter at suction gauge fitting and
J-9459 valve adapter at discharge gauge fitting. See
Figure
9B-41.3. Fully open high pressure valve on manifold gauge
set to allow escape of refrigerant from system
through the manifold gauge set and out the center
fitting and hose. (Place end of hose in clean container
to collect oil loss due to rapid discharge of system).
4. When hissing ceases, indicating all refrigerant
has escaped, close high pressure valve on manifold
gauge set by turning valve clockwise.
Do not connect receiver-dehydrator assembly until
all other connections have been made. This is neces-
sary to itisure maximum moisture removal from sys-
tem.It is important that air conditioning hoses do not rest
on or contact body sheet metal except where neces-
sary. Because of the high frequency at which the
compressor operates, the passenger compartment is
susceptible to transfer of noise.
Evacuating the SystemWhen the refrigeration system is depressurized and
opened for service, some air will enter the lines, re-
gardless of how quickly openings are capped. In
or-der to remove this air and as much as possible of the
moisture it contains, the complete system must be
evacuated. Evacuating is merely the process of
removing all air from the system, thereby creating a
vacuum in the system.
Safety PiecautionsThe following safety precautions should always be
followed~,when servicing refrigerant charged compo-nents:Under no circumstances should alcohol be used in
the system in an attempt to remove moisture,
regard-less of the successful use of alcohol in other refrigera-
tion systems.
Preparations for Evacuating Complete System
1. Do not leave Refrigerant-12 cylinder uncapped.
1. Check the low pressure gauge for proper calibra-

9B-44 1973 OPEL SERVICE MANUAL
Do not turn refrigerant drum upside down, as this
would allow liquid refrigerant to enter compressor
which may cause damage.
4. If line at center gauge fitting has not been purged
of air, loosen line at center fitting on gauge set and
crack valve on refrigerant drum to blow air from
line. Retighten line at center fitting and record exact
weight of refrigerant tank in water on the scales.
5. Open valve on refrigerant drum and both valves
on gauge set to allow refrigerant to flow into system.
Continue charging until the scales show that 2
Ibs.Opel 1900
- Manta and 2 l/4 lbs. GT, of refrigerant
have been transferred from refrigerant drum to sys-
tem.If full charge cannot be obtained, close both valves
on gauge set, start engine, and set temperature con-
trol knob to full cold position with blower in Max Hi.
Open low pressure valve on gauge set slowly and
leave open until full charge is added.
WARNING: Observe high pressure gauge while charg-
ing with compressor running. Shut
offengine ifpres-
sure exceeds 250 psi. A large fan placed in front
ol
the car wi// help reduce excessively high head pres-6. Close both valves on gauge set (high pressure valve
will already be closed if charging was completed by
running compressor) and close valve on refrigerant
drum.
If the engine was used to complete the charge into
the system, close valve on refrigerant drum to permit
compressor to draw any refrigerant left in the line
from the drum to the center fitting of the gauge set,
then close the low pressure valve on the gauge set.
7. Operate engine at 2000 RPM with temperature
control knob at full cold, blower speed in Max Hi.
After ten minutes of operation, observe appearance
of refrigerant in receiver-dehydrator. If bubbles are
observed, open low pressure gauge valve and valve
on refrigerant drum to allow more refrigerant to en-
ter system. Close valve when receiver-dehydrator
clears
up.If an air inlet temperature is below 70 degrees F.
when this check is made, bubbles may appear, even
though the proper amount of refrigerant is in the
system. Air inlet temperature must be 70 degrees F.
or above to make an accurate check.
8. When refrigerant has been installed, continue to
operate system and test for proper operation as ou-
tlined under “Operational Test”.
9. When satisfied that air conditioning system is op-
erating properly, stop engine, remove gauge set and
replace protective caps on compressor fittings.10. Using leak detector, check complete system for
leaks.Disposable Can Method
After having
depress&ed, repaired (if necessary)
and evacuated the refrigerant system, the system
may be charged as follows using refrigerant in dis-
posable cans:
1. Obtain three (3) 1
lb. cans or one 12 lb. can of
refrigerant.
2. If using 1 lb. cans, mount two (2) cans in J-6272-
02 (Multi-opener) or attach J-6271 (single-can
opener valve) on one can. If using the 12
lb. disposa-
ble can, attach J-23390 (disposable can control valve)
on can.WARNING: Make sure outlet valve on opener is
closed (clockwise) before installing opener.A. If the J-6272-02 multi-opener is used, raise lock-
ing lever, position three (3) cans of refrigerant and
force locking lever down to secure cans and at same
time puncture top of can to make it ready for charg-
ing.
B. If the J-6271 valve is used, back off the valve from
the can top retainer, slip the valve onto the can and
turn the valve into retainer until tight. DO NOT
open outlet valve during this operation, as turning
the valve into the retainer punctures top of can to
make it ready for charging.
3. Connect center flexible line of gauge set to fitting
on a can opener valve. If the line at center gauge
fitting has not been purged of air, loosen line at
center fitting on gauge set and “crack” valve at can
opener (for a second or two) to force air from the
line. Retighten line at center fitting.
4. Open valve at refrigerant source and at low and
high pressure valves on manifold gauge set. Leave
valve open at refrigerant source until all refrigerant
(when using 1 lb. can) has ‘entered the refrigeration
system or system is fully charged. Close valve on can.
A. If the system is charged using
1 lb. cans and the
J- 627 1 valve, disconnect valve from can. Leave valve
closed to flexible line to the center fitting of the
manifold gauge set. Install valve on a new and full
disposable can of refrigerant.

REFRIGERANT COMPONENTS ALL MODELS9t3- 45
B. If system is charged using J-6272-02, close the
valve of opener after all cans are empty. Release the locking lever and discard the three (3) empty cans.
If this tool will be used to complete the charge with
additional cans to provide the required refrigerant
charge, leave the empty cans in position, locate one
full can and lock the lever into place. These empty
cans balance the assembly and prevent the loss of
refrigerant through the open “series” passage. Align
the pierced hole in the empty can with the punch in
the cover of the tool.
If the J-6271 valve for single cans is available, com-
plete charging as explained in 4a above.
5. Close high side valve on manifold gauge set,
WARNING: Prior to starting up engine, the high side
valve on the charging manifold must be closed due
to excessive pressure
bui/d-up which can result in
bursting of the container(s) causing serious injury. If
you are inexperienced in the use of this procedure, seek professional assistance.
6. Operate engine at 2000 RPM with temperature
control knob at full cold position and blower speed
on Max Hi. If air inlet temperature at the condenser
is below 70 degrees F. when this check is made,
bubbles may appear, even though the proper amount
of refrigerant is in the system. Air inlet temperature
must be 70 degrees F. or above to make an accurate
check.
7. When refrigerant has been installed, continue to
operate system and test for proper operation as ou-
tlined
under “Operational Test”.
8. When satisfied that the air conditioning system
is operating properly, stop engine, remove gauge set
and replace protective caps on suction and discharge
fittings.
from thegauge fitting to prevent damage-or injury to
personnel.
9. Using a leak detector, check complete system for
leaks.
Charging Station Method
INSTALLING J-8393-02
-
1. Be ceitain compressor hand shut-off valves to
gauge fittings are closed (counterclockwise).
2. Be certain all valves on charging station are
closed.
3. Connect high pressure gauge line to compressor
high pressure gauge fitting.
4. Turn high pressure hand shut-off valve one turn
clockwise, and high pressure control one turn coun-
terclockwise (open). Crack open low pressure con-
trol and allow refrigerant gas to hiss from low
pressure gauge line for three seconds, then connect
low pressure gauge line to low pressure gauge fitting
on compressor adapter fitting. (Place J-9459 adapter
on hose, then attach adapter to gauge fitting.)
FILLING CHARGING CYLINDER
1. Open Control valve on refrigerant container.
2. Open valve on bottom of charging cylinder, al-
lowing refrigerant to enter cylinder.
3. Bleed charging cylinder to valve (behind control
panel) only as required to allow refrigerant to enter
cylinder. When refrigerant reaches desired charge
level, close valve at bottom of charging cylinder and
be certain cylinder bleed valve is closed securely.
While filling the cylinder, it will be necessary to close
the bleed valve periodically to allow boiling to sub-
side so that refrigerant level in the charging cylinder
can be accurately read.
CHARGING THE SYSTEM USING J-8393-02
1. With charging station connected, as previously
described, remove low pressure gauge line at com-
pressor adapter fitting.
2. Crack open high and low pressure control valves
on station and allow refrigerant gas to purge from
system. Purge slowly enough so, that oil does not
escape from system along with refrigerant.
3. When refrigerant flow nearly stops, connect low
pressure gauge line to
compress& adapter fitting.
4. Turn on vacuum pump and open vacuum control
valve.
5. With system purged as
abovk, run pump until
26-28 inches of vacuum is obtained Continue to run
pump for 15 minutes after the system reaches 26-28
inches vacuum.
In all evacuating procedures, the specification of
26.
28 inches of mercury vacuum is used. These figures
are only attainable at or near sea level. For each 1000
feet above sea level where this operation is being
performed, the specifications should be lowered by 1
inch. For example, at 5000 feet elevation, only 21 to
23 inches vacuum can normally be obtained.
6. If 26-28 inches vacuum (corrected to sea level)
cannot be obtained, close vacuum: control valve and