Part 2 of 2

BLOWER MOTOR
The blower motor and blower wheel are located in the passenger side end of the HVAC housing, below the glove box. The blower motor controls the velocity of air flowing through the HVAC housing by spinning a squirrel cage-type blower wheel within the housing at the selected speed. The blower motor and wheel can be removed through an opening in the engine compartment side of the dash panel without HVAC housing removal.

The blower motor will only operate when the ignition switch is in the ON position, and the A/C Heater mode control switch knob is in any position, except OFF. The blower motor receives a fused battery feed through the blower motor relay whenever the ignition switch is in the ON position. The blower motor battery feed circuit is protected by a fuse in the Power Distribution Center (PDC). Blower motor speed is controlled by regulating the ground path through the A/C Heater control blower motor switch and the blower motor resistor.

The blower motor and blower motor wheel cannot be repaired and, if faulty or damaged, they must be replaced. The blower motor and blower wheel are serviced only as a unit.

INSTRUMENT PANEL/DEMISTER DUCTS
Instrument Panel Ducts
The instrument panel ducts are integral to the instrument panel assembly. Refer to Instrument Panel System for the procedures.

PLUMBING
A/C Line Couplers
Spring-lock type refrigerant line couplers are used to connect many of the refrigerant lines and other components to the refrigerant system. These couplers require a special tool for disengaging the two coupler halves.

Fig.57 Spring-Lock Coupler - Typical:

The spring-lock coupler is held together by a garter spring inside a circular cage on the male half of the fitting. When the two coupler halves are connected, the flared end of the female fitting slips behind the garter spring inside the cage on the male fitting. The garter spring and cage prevent the flared end of the female fitting from pulling out of the cage.

Two O-rings on the male half of the fitting are used to seal the connection. These O-rings are compatible with R-134a refrigerant and must be replaced with O-rings made of the same material.

Secondary clips are installed over the two connected coupler halves at the factory for added blowoff protection. In addition, some models have a plastic ring that is used at the factory as a visual indicator to confirm that these couplers are connected. After the coupler is connected, the plastic indicator ring is no longer needed; however, it will remain on the refrigerant line near the coupler cage.

Refrigerant Line
The refrigerant lines and hoses are used to carry the refrigerant between the various air conditioning system components. A barrier hose design with a nylon tube, which is sandwiched between rubber layers, is used for the R-134a air conditioning system on this vehicle. This nylon tube helps to further contain the R-134a refrigerant, which has a smaller molecular structure than R-12 refrigerant. The ends of the refrigerant hoses are made from lightweight aluminum or steel, and commonly use braze-less fittings.

Any kinks or sharp bends in the refrigerant plumbing will reduce the capacity of the entire air conditioning system. Kinks and sharp bends reduce the flow of refrigerant in the system. A good rule for the flexible hose refrigerant lines is to keep the radius of all bends at least ten times the diameter of the hose. In addition, the flexible hose refrigerant lines should be routed so they are at least 80 millimeters (3 inches) from the exhaust manifold.

High pressures are produced in the refrigerant system when the air conditioning compressor is operating. Extreme care must be exercised to make sure that each of the refrigerant system connections is pressure-tight and leak free. It is a good practice to inspect all flexible hose refrigerant lines at least once a year to make sure they are in good condition and properly routed.

The refrigerant lines and hoses are coupled with other components of the HVAC system with peanut-block style fittings. A stat-O seal type flat steel gasket with a captured compressible O-ring, is used to mate plumbing lines with A/C components to ensure the integrity of the refrigerant system.

The refrigerant lines and hoses cannot be repaired and, if faulty or damaged, they must be replaced.

WARNING:
- THE AIR CONDITIONING SYSTEM CONTAINS REFRIGERANT UNDER HIGH PRESSURE.SEVERE PERSONAL INJURY MAY RESULT FROM IMPROPER SERVICE PROCEDURES. REPAIRS SHOULD ONLY BE PERFORMED BY QUALIFIED SERVICE PERSONNEL.
- AVOID BREATHING THE REFRIGERANT AND REFRIGERANT OIL VAPOR OR MIST. EXPOSURE MAY IRRITATE THE EYES, NOSE, AND/OR THROAT. WEAR EYE PROTECTION WHEN SERVICING THE AIR CONDITIONING REFRIGERANT SYSTEM. SERIOUS EYE INJURY CAN RESULT FROM DIRECT CONTACT WITH THE REFRIGERANT. IF EYE CONTACT OCCURS, SEEK MEDICAL ATTENTION IMMEDIATELY.
- DO NOT EXPOSE THE REFRIGERANT TO OPEN FLAME. POISONOUS GAS IS CREATED WHEN REFRIGERANT IS BURNED. AN ELECTRONIC LEAK DETECTOR IS RECOMMENDED.
- IF ACCIDENTAL SYSTEM DISCHARGE OCCURS, VENTILATE THE WORK AREA BEFORE RESUMING SERVICE. LARGE AMOUNTS OF REFRIGERANT RELEASED IN A CLOSED WORK AREA WILL DISPLACE THE OXYGEN AND CAUSE SUFFOCATION.
- THE EVAPORATION RATE OF R-134a REFRIGERANT AT AVERAGE TEMPERATURE AND ALTITUDE IS EXTREMELY HIGH. AS A RESULT, ANYTHING THAT COMES IN CONTACT WITH THE REFRIGERANT WILL FREEZE. ALWAYS PROTECT THE SKIN OR DELICATE OBJECTS FROM DIRECT CONTACT WITH THE REFRIGERANT.
- THE R-134a SERVICE EQUIPMENT OR THE VEHICLE REFRIGERANT SYSTEM SHOULD NOT BE PRESSURE TESTED OR LEAK TESTED WITH COMPRESSED AIR.SOME MIXTURES OF AIR AND R-134a HAVE BEEN SHOWN TO BE COMBUSTIBLE AT ELEVATED PRESSURES. THESE MIXTURES ARE POTENTIALLY DANGEROUS, AND MAY RESULT IN FIRE OR EXPLOSION CAUSING INJURY OR PROPERTY DAMAGE.

CAUTION:
- Liquid refrigerant is corrosive to metal surfaces. Follow the operating instructions supplied with the service equipment being used.
- Never add R-12 to a refrigerant system designed to use R-134a. Damage to the system will result.
- R-12 refrigerant oil must not be mixed with R-134a refrigerant oil. They are not compatible.
- Do not use R-12 equipment or parts on the R-134a system. Damage to the system will result.
- Do not overcharge the refrigerant system. This will cause excessive compressor head pressure and can cause noise and system failure.
- Recover the refrigerant before opening any fitting or connection. Open the fittings with caution, even after the system has been discharged. Never open or loosen a connection before recovering the refrigerant.
- Do not remove the secondary retention clip from any spring-lock coupler connection while the refrigerant system is under pressure. Recover the refrigerant before removing the secondary retention clip. Open the fittings with caution, even after the system has been discharged. Never open or loosen a connection before recovering the refrigerant.
- The refrigerant system must always be evacuated before charging.
- Do not open the refrigerant system or uncap a replacement component until you are ready to service the system. This will prevent contamination in the system.
- Before disconnecting a component, clean the outside of the fittings thoroughly to prevent contamination from entering the refrigerant system.
- Immediately after disconnecting a component from the refrigerant system, seal the open fittings with a cap or plug.
- Before connecting an open refrigerant fitting, always install a new seal or gasket. Coat the fitting and seal with clean refrigerant oil before connecting.
- Do not remove the sealing caps from a replacement component until it is to be installed.
- When installing a refrigerant line, avoid sharp bends that may restrict refrigerant flow. Position the refrigerant lines away from exhaust system components or any sharp edges, which may damage the line.
- Tighten refrigerant fittings only to the specified torque. The aluminum fittings used in the refrigerant system will not tolerate overtightening.
- When disconnecting a refrigerant fitting, use a wrench on both halves of the fitting. This will prevent twisting of the refrigerant lines or tubes.
- Refrigerant oil will absorb moisture from the atmosphere if left uncapped. Do not open a container of refrigerant oil until you are ready to use it. Replace the cap on the oil container immediately after using. Store refrigerant oil only in a clean, airtight, and moisture-free container.
- Keep service tools and the work area clean. Contamination of the refrigerant system through careless work habits must be avoided.

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 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 is circulated 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 discharge 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.

High Pressure Relief Valve
A high pressure relief valve is located on the compressor manifold, which is on the side of the compressor. This mechanical valve is designed to vent refrigerant from the system to protect against damage to the compressor and other system components, caused by condenser air flow restriction or an overcharge of refrigerant.

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 when 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 conserved in the system. If the valve vents refrigerant, it does not mean that the valve is faulty.

The high pressure relief valve is a factory-calibrated unit. The valve cannot be adjusted or repaired, and must not be removed or otherwise disturbed. The valve is only serviced as a part of the compressor assembly.

A/C CONDENSER
The condenser is located in the air flow in front of the engine cooling radiator. The condenser is a heat exchanger that allows the high-pressure refrigerant gas being discharged by the compressor to give up its heat to the air passing over the condenser fins.

When the refrigerant gas gives up its heat, it condenses. When the refrigerant leaves the condenser, it has become a high-pressure liquid refrigerant. The volume of air flowing over the condenser fins is critical to the proper cooling performance of the air conditioning system. Therefore, it is important that there are no objects placed in front of the radiator grille openings in the front of the vehicle or foreign material on the condenser fins that might obstruct proper air flow. Also, any factory-installed air seals or shrouds must be properly reinstalled following radiator or condenser service.

The condenser cannot be repaired and, if faulty or damaged, it must be replaced.

A/C EVAPORATOR
The evaporator coil is located in the HVAC housing, under the instrument panel. The evaporator coil is positioned in the HVAC housing so that all air that enters the housing must pass over the fins of the evaporator before it is distributed through the system ducts and outlets. However, air passing over the evaporator coil fins will only be conditioned when the compressor is engaged and circulating refrigerant through the evaporator coil tubes.

Refrigerant enters the evaporator from the fixed orifice tube as a low-temperature, low-pressure liquid. As air flows over the fins of the evaporator, the humidity in the air condenses on the fins, and the heat from the air is absorbed by the refrigerant. Heat absorption causes the refrigerant to boil and vaporize. The refrigerant becomes a low-pressure gas when it leaves the evaporator.

The evaporator coil cannot be repaired and, if faulty or damaged, it must be replaced.

A/C ORIFICE TUBE
The fixed orifice tube is installed in the liquid line (left-hand drive) or liquid line jumper (right-hand drive) between the outlet of the condenser and the inlet of the evaporator. The fixed orifice tube is located in the end of the liquid line or liquid line jumper that is closest to the condenser outlet tube.

Fig.66 Fixed Orifice Tube - Typical:

The inlet end of the fixed orifice tube has a nylon mesh filter screen, which filters the refrigerant and helps to reduce the potential for blockage of the metering orifice by refrigerant system contaminants. The outlet end of the tube has a nylon mesh diffuser screen. The O-rings on the plastic body of the fixed orifice tube seal the tube to the inside of the liquid line and prevent the refrigerant from bypassing the fixed metering orifice.

The fixed orifice tube is used to meter the flow of liquid refrigerant into the evaporator coil. The high-pressure liquid refrigerant from the condenser expands into a low-pressure liquid as it passes through the metering orifice and diffuser screen of the fixed orifice tube.

The fixed orifice tube cannot be repaired and, if faulty or plugged, the liquid line and fixed orifice tube unit or liquid line jumper and fixed orifice tube unit must be replaced.

ACCUMULATOR
The accumulator is mounted in the engine compartment between the evaporator coil outlet tube and the compressor inlet.

Fig.67 Accumulator - Typical:

Refrigerant enters the accumulator canister as a low pressure vapor through the inlet tube. Any liquid, oil-laden refrigerant falls to the bottom of the canister, which acts as a separator. A desiccant bag is mounted inside the accumulator canister to absorb any moisture which may have entered and become trapped within the refrigerant system.

HEATER CORE
The heater core is located in the HVAC housing, under the instrument panel. It is a heat exchanger made of rows of tubes and fins.

Engine coolant is circulated through heater hoses to the heater core at all times. As the coolant flows through the heater core, heat removed from the engine is transferred to the heater core fins and tubes. Air directed through the heater core picks up the heat from the heater core fins. The temperature control door allows control of the heater output air temperature by controlling how much of the air flowing through the HVAC housing is directed through the heater core. The blower motor speed controls the volume of air flowing through the HVAC housing.

The heater core cannot be repaired and, if faulty or damaged, it must be replaced. Refer to Cooling for more information on the engine cooling system, the engine coolant and the heater hoses.

REFRIGERANT
The refrigerant used in this air conditioning system is a HydroFluoroCarbon (HFC), type R-134a. Unlike R-12, which is a ChloroFluoroCarbon (CFC), R-134a refrigerant does not contain ozone-depleting chlorine. R-134a refrigerant is a non-toxic, non-flammable, clear, and colorless liquefied gas.

Even though R-134a does not contain chlorine, it must be reclaimed and recycled just like CFC-type refrigerants. This is because R-134a is a greenhouse gas and can contribute to global warming.

R-134a refrigerant is not compatible with R-12 refrigerant in an air conditioning system. Even a small amount of R-12 added to an R-134a refrigerant system will cause compressor failure, refrigerant oil sludge or poor air conditioning system performance. In addition, the PolyAlkylene Glycol (PAG) synthetic refrigerant oils used in an R-134a refrigerant system are not compatible with the mineral-based refrigerant oils used in an R-12 refrigerant system.

R-134a refrigerant system service ports, service tool couplers and refrigerant dispensing bottles have all been designed with unique fittings to ensure that an R-134a system is not accidentally contaminated with the wrong refrigerant (R-12). There are also labels posted in the engine compartment of the vehicle and on the compressor identifying to service technicians that the air conditioning system is equipped with R-134a.

REFRIGERANT OIL
The refrigerant oil used in R-134a refrigerant systems is a synthetic-based, PolyAlkylene Glycol (PAG), wax-free lubricant. Mineral-based R-12 refrigerant oils are not compatible with PAG oils, and should never be introduced to an R-134a refrigerant system.

There are different PAG oils available, and each contains a different additive package. The 10PA17 compressor used in this vehicle is designed to use an ND-8 PAG refrigerant oil. Use only refrigerant oil of this same type to service the refrigerant system.

After performing any refrigerant recovery or recycling operation, always replenish the refrigerant system with the same amount of the recommended refrigerant oil as was removed. Too little refrigerant oil can cause compressor damage, and too much can reduce air conditioning system performance.

PAG refrigerant oil is much more hygroscopic than mineral oil, and will absorb any moisture it comes into contact with, even moisture in the air. The PAG oil container should always be kept tightly capped until it is ready to be used. After use, recap the oil container immediately to prevent moisture contamination.