1993 CHEVROLET PLYMOUTH ACCLAIM check engine

first separator plate and watch carefully for the pis-
ton to move forward. The piston should return to its
original position after the air pressure is removed.
UNDERDRIVE CLUTCH
Because this clutch piston cannot be seen, its oper-
ation is checked by function. Air pressure is applied
to the low/reverse and the 2/4 clutches. This locks
the output shaft. Use a piece of rubber hose wrapped
around the input shaft and a pair of clamp-on pliers
to turn the input shaft. Next apply air pressure to
the underdrive clutch. The input shaft should not ro-
tate with hand torque. Release the air pressure and
confirm that the input shaft will rotate.
FLUID LEAKAGE-TORQUE CONVERTER HOUSING
AREA
(1) Check for source of leakage.
Since fluid leakage at or around the torque con-
verter area may originate from an engine oil leak,
the area should be examined closely. Factory fill
fluid is dyed red and, therefore, can be distinguished
from engine oil. (2) Prior to removing the transaxle, perform the
following checks: When leakage is determined to originate from the
transaxle, check fluid level prior to removal of the
transaxle and torque converter. High oil level can result in oil leakage out the vent
in the manual shaft. If the fluid level is high, adjust
to proper level. After performing this operation, inspect for leak-
age. If a leak persists, perform the following opera-
tion on the vehicle to determine if it is the torque
converter or transaxle that is leaking.
LEAKAGE TEST PROBE
(1) Remove torque converter housing dust shield.
(2) Clean the inside of torque converter housing
(lower area) as dry as possible. A solvent spray fol-
lowed by compressed air drying is preferable. (3) Fabricate and fasten test probe (Fig. 4) securely
to convenient dust shield bolt hole. Make certain
torque converter is cleared by test probe. Tool must be
clean and dry. (4) Run engine at approximately 2,500 rpm with
transaxle in neutral, for about 2 minutes. Transaxle
must be at operating temperature. (5) Stop engine and carefully remove tool.
(6) If upper surface of test probe is dry, there is no
torque converter leak. A path of fluid across probe
indicates a torque converter leak. Oil leaking under the
probe is coming from the transaxle torque converter
area. (7) Remove transaxle and torque converter assembly
from vehicle for further investigation. The fluid should
be drained from the transaxle. Re install oil pan (with
MOPAR tAdhesive Sealant) at specified torque.
Possible sources of transaxle torque converter area
fluid leakage are: (1) Torque converter hub seal.
² Seal lip cut, check torque converter hub finish.
² Bushing moved and/or worn.
² Oil return hole in pump housing plugged or omitted.
² Seal worn out (high-mileage vehicles).
(2) Fluid leakage at the outside diameter from pump
housing O-ring. (3) Fluid leakage at the front pump to case bolts.
Check condition of washers on bolts and use new bolts,
if necessary. (4) Fluid leakage due to case or front pump housing
porosity.
TORQUE CONVERTER LEAKAGE
Possible sources of torque converter leakage are:
² Torque converter weld leaks at the out side (periph-
eral) weld.
² Torque converter hub weld.
Hub weld is inside and not visible. Do not
attempt to repair. Replace torque converter. If the torque converter must be replaced, refer
to Torque Converter Clutch Break-in Procedure
in this section. This procedure will reset the
transmission control module break-in status.
Failure to perform this procedure may cause
transaxle shutter.
AIR PRESSURE TEST OF TRANSAXLE
Fabricate equipment needed for test as shown in
Figures 5 and 6. The transaxle should be prepared for pressure test as
follows after removal of the torque converter: (1) Plug dipstick tube and plug oil cooler line fitting.
Remove vent from manual shaft and in stall a 1/8 inch
pipe plug.Fig. 4 Leak Locating Test Probe Tool
Ä TRANSAXLE 21 - 97

CAUTION: If the vehicle is equipped with two oil
coolers (one in the radiator tank, one in front of the
radiator) they must be flushed separately. Do not
attempt to flush both coolers at one time. (1) Disconnect the cooler lines at the transmission.
(2) Using a hand suction gun filled with mineral
spirits, reverse flush the cooler. Force mineral spirits
into the From Cooler line of the cooler (Fig. 7) and
catch the exiting spirits from the To Coolerline.
Observe for the presence of debris in the exiting
fluid. Continue until fluid exiting is clear and free
from debris.
(3) Using compressed air in intermittent spurts,
blow any remaining mineral spirits from the cooler,
again in the reverse direction. (4) To remove any remaining mineral spirits from
the cooler, one (1) quart of automatic transmission
fluid should be pumped through the cooler before re-
connecting. (5) If at any stage of the cleaning process, the
cooler does not freely pass fluid, the cooler must be
replaced.
OIL COOLER FLOW CHECK
After the new or repaired transmission has been
installed, filled to the proper level with automatic
transmission fluid. The flow should be checked using
the following procedure: (1) Disconnect the From coolerline at the trans-
mission and place a collecting container under the
disconnected line. (2) Run the engine at curb idle speed , with the
shift selector in neutral. (3) If the fluid flow is intermittent or it takes more
than 20 seconds to collect one quart of automatic
transmission fluid, the cooler should be replaced. CAUTION: With the fluid set at the proper level,
fluid collection should not exceed (1) quart or inter-
nal damage to the transmission may occur.
(4) If flow is found to be within acceptable limits,
reconnect the cooler line. Then fill transmission to
the proper level, using the approved type of auto-
matic transmission fluid.
TRANSAXLE REMOVAL AND INSTALLATION
Transaxle removal does NOT require engine re-
moval. See Group 7-Cooling, to drain engine cooling sys-
tem and remove coolant return extension (3.0 liter
engine only). (1) The transaxle and torque converter must be re-
moved as an assembly; otherwise, the torque con-
verter drive plate, pump bushing or oil seal may be
damaged. The drive plate will not support a load;
therefore, none of the weight of the transaxle should
be allowed to rest on the drive plate during removal. (2) Disconnect negative battery cable.
(3) Disconnect transaxle shift linkage.
(4) Install engine support fixture and support en-
gine (Fig.1).
(5) Remove upper bell housing upper bolts.
(6) Raise vehicle. Remove front wheels. Refer to
Suspension, Group 2 to remove wheel hub nut and
both drive shafts. (7) Remove left plastic splash to gain access to the
transaxle (Fig. 2). (8) Remove torque converter dust shield to gain ac-
cess to torque converter bolts (Fig. 3). (9) Mark torque converter and drive plate with
chalk, for reassembly. Remove torque converter
mounting bolts. (10) Disconnect electrical connectors at transmis-
sion range switch and Park/Neutral Position Switch
(Fig. 4).
Fig. 7 Cooler Line Location
Fig. 1 Engine Support Fixture (Typical)
Ä TRANSAXLE 21 - 99

41TE ON-BOARD DIAGNOSTICS INDEX
page page
CCD Bus .............................. 145
Diagnostic Trouble Code Charts ............ 146
Diagnostic Trouble Codes ................. 145
DRB II Scan Tool ....................... 146 General Information
...................... 145
Limp-In Mode .......................... 145
On-Board Diagnostics Information ........... 145
GENERAL INFORMATION
The information in this manual is designed to help
the technician understand and repair the transaxle
with the aid of the built in on-board diagnostics. Chrysler Corporation has developed a com-
plete set of diagnostic manuals which cover the
diagnosis of the 41TE transaxle. They have been
designed to make transaxle diagnosis accurate
and simple. Use these manuals with the DRB II
scan tool and the latest cartridge, when diagnos-
ing transaxle problems.
ON-BOARD DIAGNOSTICS INFORMATION
The 41TE transaxle is controlled and monitored by
the transmission control module. The transmission
control module monitors critical input and output
circuits within the transaxle. Some circuits are tested continuously; others are
checked only under certain conditions. Each circuit
monitored by the transmission control module has a
corresponding fault message assigned to it that can be
read with the DRB II scan tool. If the on-board diagnostic system senses that one of
the circuits is malfunctioning, the corresponding code
is stored in memory. If the malfunction goes away after
the code is stored, the transmission control module will
erase the code after 75 key cycles.
CCD BUS
In order to diagnose the 41TE transaxle, diagnostic
trouble codes in the transmission control module's
memory should be read. Use the Diagnostic Readout
Box (DRB II) scan tool to read codes. If more than one
diagnostic trouble code exists, diagnostic priority
should be given to the most recent code. With CCD bus
bias and communication problems, the DRB II scan
tool displays an appropriate message. Diagnostic
trouble codes might not be accessible until the bus
problem is fixed. The following is a list of probable
causes for a bus problem:
² Open or short to ground/battery in either or both
CCD bus wires (pins 4 and 43).
² Open or short to ground/battery in either or both
41TE transaxle's bias wires (pin 5 and 44) on vehicles
requiring the transaxle to bias the bus.
² Open or short to ground/battery in the diagnostic
connector bus wire. ²
Internal failure of any module connected to the bus.
The CCD bus should have 2.5 volts (+2.5 volts on
CCD+ and -2.5 volts on CCD-). The bus error message displayed by the DRB II scan
tool should be helpful in diagnosing the CCD bus. For more information on diagnosing CCD bus prob-
lems, refer to the 1993 Diagnostic Procedures Manual
(non-communication with the CCD bus). All other
problems refer to the 1993 Body Vehicle Communica-
tions Diagnostic Procedures Manual.
DIAGNOSTIC TROUBLE CODES
Diagnostic Trouble Codes are two-digit numbers that
identify which circuit is malfunctioning. A code can be
set for hydraulic and mechanical reasons as well as for
electrical problems. In most cases, codes do not pin-
point which specific component is defective. Diagnostic trouble codes can only be read with
the use of the DRB II scan tool or equivalent.
HARD FAULTS
Any Diagnostic trouble code that comes back within
3 engine starts (reset count 3 or less) is a ``Hard Fault''.
This means that the defect is there every time the
transmission control module checks that circuit.
SOFT FAULTS
A ``Soft Fault'' is one that occurs intermittently. It is
not there every time the transmission control module
checks the circuit. Most soft faults are caused by wiring
or connector problems. Intermittent defects must be
looked for under the specific conditions that caused
them.
LIMP-IN MODE
The transmission control module continuously
checks for electrical and internal transaxle problems.
When a problem is sensed, the transmission control
module stores a diagnostic trouble code. All but twelve
of these codes cause the transaxle to go into the
``Limp-in mode''. While in this mode, electrical power is
taken away from the transaxle. When this happens,
the only transaxle ranges that will function are:
Ä TRANSAXLE 21 - 145

² Park
² Neutral
² Reverse
² Second Gear
No upshifts or downshifts are allowed while in the
Limp-in mode. The position of the manual valve
alone allows the three ranges that are available. Although engine performance will be reduced while
in this mode, the vehicle can be driven in for service.
DRB II SCAN TOOL
The DRB II scan tool is a diagnostic read-out box
designed by Chrysler to gain access to the on-board
diagnostics. These on-board diagnostics are found on
all Chrysler-built cars and trucks. The DRB II scan tool has a few diagnostic capabil-
ities by itself. To perform most diagnostic tests, a
program cartridge must be inserted. It contains the
diagnostic test programs. There are scan tools available from other manufac-
tures that can be used on Chrysler vehicles. How-
ever, the diagnostic test procedures in this manual
have been designed for use with the Chrysler's DRB
II scan tool. The DRB II scan tool operates by communicating
with the module of the vehicle system being tested.
To communicate with the transmission control mod-
ule, the DRB II scan tool must be connected to the blue CCD bus connector located under the instru-
ment panel. Refer to the ``Using the DRB II Scan
Tool'' manual or the Diagnostic Procedures Manual
for information on how to use the DRB II scan tool.
DIAGNOSTIC TROUBLE CODE CHARTS
Below is a brief description of what each section of
the diagnostic trouble code charts are addressing.
² DIAGNOSTIC TROUBLE CODE- Tells the code
number and name (as shown on the DRB II scan
tool).
² BACKGROUND- A brief description of the circuit
that the transmission control module is monitoring.
² WHEN CHECKED- The point of time or condition
when the transmission control module makes it's sys-
tem check.
² ARMING CONDITIONS- The parameters that
must be met before a code can be set.
² FAULT CONDITION- What the transmission con-
trol module saw that is determined to be a problem.
(ie. voltage to high or low, switch/solenoid problems)
² FAULT SET TIME- Refers to the amount of time
(in seconds) a failure must occur before a diagnostic
trouble code is set in memory.
² EFFECT- Refers to how the fault effects transaxle
operations.
² POSSIBLE CAUSE- Refers to the systems or cir-
cuits which could cause the fault to be recorded.
21 - 146 TRANSAXLE Ä

PRESSURE GAUGES
High quality dial type air pressure gauges are rec-
ommended. After checking pressure with the gauge,
replace valve caps and tighten finger tight.
TIRE INFLATION PRESSURES
Under inflation (Fig. 1) causes rapid shoulder wear
and tire flexing and can result in tire failure.
Over inflation (Fig. 2) cause rapid center wear and
loss of the tire's ability to cushion shocks.
Improper inflation can cause:
² Uneven wear patterns
² Reduced tread life
² Reduced fuel economy
² Unsatisfactory ride
² The vehicle to drift.
Proper tire pressure can be found on the placard
attached to the vehicle, See Owner's Manual. This pressure has been selected to provide safe ve-
hicle operation, proper vehicle stability, and a
smooth ride. Tire pressure should be checked cold
once per month and more frequently when the weather temperature varies widely. Tire pressure will
decreases when the outdoor temperature drops.
Inflation pressures specified on the placards are
always cold inflation pressure. Cold inflation pres-
sure is obtained after the vehicle has not been
operated for at least 3 hours or driven less than
one mile after being inoperative for 3 hours. Tire
inflation pressures may increase from 2 to 6 pounds
per square inch (psi) during operation. Do NOT reduce
this normal pressure build-up. Cold inflation pressures must not exceed 240 kPa (35
psi) for P-Series standard load tires.
TIRE PRESSURES FOR HIGH-SPEED OPERA- TION
Chrysler Corporation advocates driving at safe
speeds within posted speed limits. Where speed limits
or conditions are such that the vehicle can be driven at
high speeds, correct tire inflation pressure is very
important. For speeds up to and including 120 km/h
(75 mph), tires must be inflated to the pressure shown
on the tire placard. For speeds in excess of 120 km/h
(75 mph), tires must be inflated to the maximum
pressure specified on the tire sidewall. Vehicles loaded to the maximum capacity should not
be driven at continuous speeds above 120 km/h (75
mph).
WARNING: OVERINFLATED OR UNDER INFLATED
TIRES CAN AFFECT VEHICLE HANDLING. SUDDEN
TIRE FAILURE CAN RESULT, CAUSING LOSS OF
VEHICLE CONTROL.
For police or emergency vehicles that must be driven
at continuous speeds over 144 km/h (90 mph), special
high-speed tires must be used. Consult tire manufac-
turer for tire and inflation pressure recommendations.
REPLACEMENT TIRES
The original equipment tires on the vehicle have
been engineered to provide a proper balance of many
characteristics such as:
² ride
² noise
² handling
² durability
² tread life
² traction
² rolling resistance
² speed capability
Failure to use equipment replacement tires may
adversely affect the safety and handling of the vehicle. The use of oversize tires not listed in the specification
charts may cause interference with vehicle com-
Fig. 1 Under inflation Wear
Fig. 2 Over inflation Wear
22 - 2 WHEELSÐTIRES Ä

VACUUM CONTROL SYSTEM DIAGNOSIS
GENERAL INFORMATION
Use an adjustable Vacuum Test Gauge (C-3707)
and a suitable vacuum pump to test heater A/C con-
trol vacuum. With a finger placed over the end of
test hose (Fig. 1), calibrate vacuum control valve on
the test gauge to obtain -27 kPa (8 in. Hg.). Release
and block the end of the test hose several times to
verify vacuum setting.
VACUUM TESTING THE ONE-WAY CHECK VALVE
(1) In the engine compartment, disconnect the
Heater-A/C vacuum supply (black) hose. This hose
passes through an opening in the dash panel used for
the air conditioning expansion valve. (2) Remove the vacuum check valve. This valve is
located on the (black) vacuum supply hose at the
brake power booster. (3) Connect test vacuum supply hose to the heater
side of the valve. In this direction the gauge should
return to calibrated setting. If valve leaks vacuum in
this direction, valve replacement is necessary. (4) Connect test vacuum supply hose to the engine
vacuum side of the valve. Vacuum should flow
through valve.
VACUUM TESTING THE HEATER-A/C CONTROLS
(1) Connect the test vacuum prod to the vehicles
(black) vacuum supply hose. Position vacuum test
gauge so it can be viewed from the passenger com-
partment. (2) Position the heater A/C control mode selector to
DEFROST, FLOOR, BI-LEVEL, PANEL, and RE-
CIRC (with A/C). Pause after each selection. The test
gauge should return to the calibrated setting of -27
kPa (8 in. Hg.) after each selection is made. If the
gauge cannot achieve the calibrated setting, a vac-
uum circuit or component has a leak.
LOCATING VACUUM LEAKS
To locate a vacuum leak, disconnect 7-way vacuum
connector behind the instrument panel at the heater
A/C control. For removal and installation of heater
A/C control panel, refer to the Switch and Panel
Component Service section of Group 8E, Instrument
Panel. Connect the calibrated vacuum hose prod (Fig.
4) to each port in the vacuum harness connector (Fig.
2). The brown, bi-level, vacuum circuit has a metal
fiber restrictive device located in the line. More reac-
tion time is required for the test gauge to return to
calibrated setting. After each connection is made, the
test gauge should return to calibrated setting. If all
circuits function properly, replace control mode vac-
uum switch. If not, determine the color of the vac-
uum circuit that is leaking. To determine vacuum
line colors, refer to the Vacuum Circuits-Heater or
Heater A/C Control chart in this section. Disconnect
the vacuum actuator at the other end of the circuit.
(Instrument panel removal may be necessary to gain
access to some components). Block the end of the dis-
connected vacuum line. The test gauge should return
to calibrated setting. If not, that circuit has a leak
and must be repaired or replaced. If test gauge re-
turns to calibrated setting, the vacuum actuator
must be replaced.
Fig. 1 Adjust Vacuum Test Bleed Valve
Fig. 2 Vacuum Circuit Test
24 - 4 HEATING AND AIR CONDITIONING Ä

HEATER AND A/C PERFORMANCE TESTS
HEATER OUTPUT TEST
PRE-DIAGNOSTIC PREPARATIONS
Review Safety Precautions and Warnings before
performing the following procedures. Check the radiator coolant level, drive belt tension,
and engine vacuum line connections. Also check ra-
diator air flow and radiator fan operation. Start en-
gine and allow to warm up to normal operating
temperature.
WARNING: DO NOT REMOVE RADIATOR CAP
WHEN ENGINE IS HOT, PERSONAL INJURY CAN
RESULT.
If vehicle has been run recently, wait 15 minutes
before removing cap. Place a rag over the cap and
turn it to the first safety stop. Allow pressure to es-
cape through the overflow tube. When the system
stabilizes, remove the cap completely.
MAXIMUM HEATER OUTPUT: TEST AND ACTION
Engine coolant is provided to the heater system by
two 16 mm (5/8 inch inside diameter) heater hoses.
With engine idling at normal running temperature,
set the control to maximum heat, floor, and high
blower setting. Using a test thermometer, check the
air temperature coming from the floor outlets, refer
to Temperature Reference chart.
If the floor outlet air temperature is low, refer to
Group 7, Cooling System for coolant temperature
specifications. Both heater hoses should be HOT to
the touch. The coolant return hose should be slightly
cooler than the supply hose. If coolant return hose is
much cooler than the supply hose, locate and repair
engine coolant flow obstruction in heater system.
POSSIBLE LOCATIONS OR CAUSE OF OBSTRUCTED
COOLANT FLOW
(a) Pinched or kinked heater hoses.
(b) Improper heater hose routing. (c) Plugged heater hoses or supply and return
ports at cooling system connections, refer to Group
7, Cooling System. (d) Plugged heater core.
If proper coolant flow through heater system is ver-
ified and outlet air temperature is still low, a me-
chanical problem may exist.
POSSIBLE LOCATION OR CAUSE OF INSUFFICIENT HEAT
(a) Obstructed cowl air intake.
(b) Obstructed heater system outlets.
(c) Blend-air door not functioning properly.
TEMPERATURE CONTROL If temperature cannot be adjusted with the TEMP
lever on the control panel, or TEMP lever is difficult
to move, the following could require service: (a) Blend-air door binding.
(b) Control cables miss-routed, pinched, kinked,
or disconnected. (c) Improper engine coolant temperature.A/C PERFORMANCE TEST
The air conditioning system is designed to remove
heat and humidity from the air entering the passen-
ger compartment. The evaporator, located in the
heater A/C unit behind the instrument panel, is
cooled to temperatures near the freezing point. As
warm damp air passes over the fins in the evapora-
tor, moisture in the air condenses to water, dehumid-
ifying the air. Condensation on the evaporator fins
reduces the evaporators ability to absorb heat. Dur-
ing periods of high heat and humidity an A/C system
will be less effective than during periods of high heat
and low humidity. With the instrument control set to
RECIRC, only air from the passenger compartment
passes through the evaporator. As the passenger
compartment air dehumidifies, A/C performance lev-
els rise.
PERFORMANCE TEST PROCEDURE
Review Safety Precautions and Warnings before
proceeding with this procedure. Air temperature in
test room and on vehicle must be 70ÉF (21ÉC) mini-
mum for this test. (1) Connect a tachometer and manifold gauge set.
(2) Set control to A/C, RECIRC, PANEL, or MAX
A/C, temperature lever on full cool and blower on
high. (3) Start engine and hold at 1000 rpm with A/C
clutch engaged. (4) Engine should be warmed up with doors and
windows closed.
TEMPERATURE REFERENCE CHART
24 - 6 HEATING AND AIR CONDITIONING Ä

REFRIGERANT SERVICE PROCEDURES INDEX
page page
Adding Partial Refrigerant Charge ............ 10
Charging Refrigerant SystemÐEmpty System . . . 11
Discharging Refrigerant System .............. 11
Evacuating Refrigerant System .............. 11
Manifold Gauge Set Connections ............. 9 Oil Level
............................... 12
R-12 Refrigerant Equipment ................. 8
Refrigerant Recycling ...................... 9
Sight Glass Refrigerant Level Inspection ........ 8
Testing for Refrigerant Leaks ............... 10
SIGHT GLASS REFRIGERANT LEVEL INSPECTION
The filter-drier is equipped with a sight glass (Fig.
1) that is used as a refrigerant level indicator only.
This sight glass is not to be used for A/C perfor-
mance testing. To check the refrigerant level re-
move the vehicle jack. Then clean the sight glass,
start and warm up engine, and hold rpm slightly
above idle (1100 rpm). Place the air conditioning con-
trol on A/C, RECIRC and high blower. The work
area should be at least 21ÉC (70ÉF). If a Fixed Dis-
placement type compressor does not engage, the re-
frigerant level is probably too low for the Low
Pressure Cut-Off switch to detect. Or, with a Vari-
able Displacement compressor, for the Differential
Pressure Cut-off to detect. If compressor clutch does
not engage, test the refrigerant system for leaks. If
compressor clutch engages, allow approximately one
minute for refrigerant to stabilize. View refrigerant
through sight glass. The suction line should be cold
to the touch and the sight glass should be clear.
If foam or bubbles are visible in sight glass, the re- frigerant level is probably low. Occasional foam or
bubbles are normal when the work area temperature
is above 43ÉC (110ÉF) or below 21ÉC (70ÉF). If suction
line is cold and occasional bubbles are visible in the
sight glass, block the condenser air flow. This will in-
crease the compressor discharge pressure. Do not al-
low engine to over heat. Bubbles should dissipate.
If not, the refrigerant level is low.
CAUTION: Do not allow engine to over heat while
blocking the condenser air flow.
WARNING: R-12 REFRIGERANT IS DETRIMENTAL
TO THE ENVIRONMENT WHEN RELEASED TO THE
ATMOSPHERE. DO NOT ADD R-12 REFRIGERANT
TO A SYSTEM THAT HAS A KNOWN LEAK.
The refrigerant system will not be low on (R-12)
unless there is a leak. Find and repair the leak be-
fore charging.
R-12 REFRIGERANT EQUIPMENT
WARNING: EYE PROTECTION MUST BE USED
WHEN SERVICING AN AIR CONDITIONING REFRIG-
ERANT SYSTEM. TURN OFF (ROTATE CLOCKWISE)
ALL VALVES ON THE EQUIPMENT BEING USED
BEFORE PROCEEDING WITH THIS OPERATION.
PERSONNEL INJURY CAN RESULT.
When servicing an air conditioning system, an A/C
charging station is recommended (Fig. 2). An (R-12)
refrigerant recovery/recycling device (Fig. 3) should
also be used. This device should meet SAE standards.
Contact an automotive service equipment supplier
for refrigerant recycling/recovering equipment. Refer
to the operating instructions provided with the
equipment for proper operation. A manifold gauge set (Fig. 4) must also be used in
conjunction with the charging and/or recovery/recy-
cling device. The service hoses on the gauge set be-
ing used should have manual (turn wheel) or
automatic back flow valves at the service port con-
nector ends. This will prevent refrigerant from being
release into the atmosphere.
Fig. 1 Filter Drier and Sight Glass
24 - 8 HEATING AND AIR CONDITIONING Ä