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If the low and high pressure indicators look reduced, the system is low and needs recharging. But before any refrigerant is added, check in which the refrigerant is currently moving to find out.



Newer vehicles have seals and barrier style hoses so typically leak under a couple tenths of an ounce of refrigerant per year. But so any loss of refrigerant may have more of an effect on performance that is heating system capabilities also tend to be smaller on newer vehicles.

The telltale oil spots and wet stains that indicate leaks on older R-12 systems are not as apparent on the newer R-134a systems because PAG lubricants are not as"oily" as mineral oil. This makes it more challenging to observe escapes. Leaks can be located with the addition of special dye into the machine (available in pressurized cans premixed with refrigerant), an electronic leak detector, or plain old stale water (spray hose connections and watch for bubbles -- requires adding some equipment to procedure first and turning the A/C onto ).

Leak repairs require replacing seals O-rings or hoses. But in the event the evaporator or condenser are leaking, repairs can be costly. Connecting a gauge set to the low and high pressure service matching on the system best does POOR COOLING PERFORMANCE. Though inferior cooling is often because of a minimal charge of refrigerant, it can also be brought on by many other variables (see chart above).

On an 80 degree day, the LOW judge must read about 56 psi or higher if the A/C system includes an adequate charge of refrigerant. On a 90 degree day, the LOW side studying should be greater or approximately 70 psi. The A/C system probably needs some extra refrigerant, if the gauge reading is less than that.

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Most newer passenger car A/C systems don't hold much refrigerant (14 to 28 ounce ) You don't need to include. AIR CONDITIONER PROBLEM: INTERMITTENT COOLING An A/C system which blows cold air for awhile then warm atmosphere is likely freezing up. This can be brought about by air and have a peek at these guys moisture from the system that enables ice to form and prevent the tube.

Evacuation needs to be performed with a vacuum pump that's capable of attaining and holding a high vacuum (29 inches) for 30 to 45 minutes. By weight, an A/C system must comprise less than 2% atmosphere for best performance. For each 1% increase hop over to these guys in the sum of atmosphere that displaces refrigerant in the system, there'll be a corresponding fall of approximately a level in cooling system performance.

Air can get inside a system through leaks, by not distributing the machine prior to recharging it, and/or by recharging the system with refrigerant that is contaminated with air. Recovery equipment can suck air if the system has a flow or in air is contained by an A/C system.

On some gear, this is done automatically. However, on gear that lacks an automated purge cycle, tank pressure and temperature has to be quantified and compared to some static strain Continue reference graph. Some refrigerant identifier gear can find air . An identifier should be used to confirm the refrigerant prior to the system is serviced to stop cross-contamination of recovery and recycling equipment.

This change prevents the compressor from working if the refrigerant level is reduced. It can stop the compressor from coming on, if the cutout change is not reading properly. Faulty compressor clutch. Battery voltage is required by the clutch on the compressor. In case the voltage to the clutch is low, or the clutch coils have too much resistance, or even the air gap at the clutch is really good, the clutch might not engage to drive the compressor.

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Check to determine if the relay is receiving voltage once the A/C is turned on. Assess ground links and the wiring. The relay is bad When bypassing the cable or routing battery voltage directly gets the A/C work. Switch is controlled by faulty A/C.

Some possible causes of intermittent cooling (or even any cooling) on automatic A/C methods include all of the above, also:A difficulty from the management module or controller head (this generally requires using a dealer scanning instrument to read fault codes and execute self-diagnostics). A awful temperature detector (a ambient air temperature detector, inside air temperature sensor, evaporator temperature detector, or sunload sensor).

But noise may also be caused by cross-contaminated refrigerant (working pressure too large ), air from the machine or the wrong kind of compressor lubricant. Noise can also be due to hoses or parts rattling against other parts in the engine compartment.