1998 DODGE RAM 1500 Heating and air conditioning

(14) Remove the bolts attaching the lower radiator
crossmember to the hydroform fender rail. (Fig. 18)
CAUTION: Do not use any flame or plasma cutting
equipment to cut the frame in this procedure. The
inaccurate and high temperatures achieved during
flame or plasma cutting will change the metal char-
acteristics and may weaken the frame and/or repair
location.
(15) Using a reciprocating saw or equivalent, cut
the fender rail and shotgun at a straight and square
section of the hydroform and remove.
(16) Smooth and square the cut edges.
(17) Using the damaged structure as a reference
cut the service part at the same location as the first
cut. Smooth and square the cut edges.
NOTE: The repair structure should butt up to the
remaining structure and provide the same overall
vehicle geometry.
(18) Fabricate 51 mm (2.0 in.) long repair inserts
using scrap from the old structure or the replacement
part. It will be necessary to split the inserts on each
of their four sides to fit into the hydroform.
(19) Remove any paint or e-coat from the inserts
and also to the interior and exterior of the hydro-
forms.
(20) Cut plug weld holes as described below.
²On the upper rail, cut one 13 mm (0.5 in.) hole
on each side of the rail, 25 mm (1.0 in.) from the butt
joint of the tubes.
²On the lower rail, cut one 13 mm (0.5 in.) hole
on the top and bottom sides of the rail 25 mm (1.0
in.) from the butt joint of the tube.
²On the lower rail, cut two 13 mm (0.5 in.) holes
on the inner and outer sides of the rail 25 mm (1.0
in.) from the butt joint of the tube.
CAUTION: Shield the surrounding area and compo-
nents from exposure to the welding spatter and
heat.
(21) Install the insert 1º into the replacement part
and tack into place with a weld. (Refer to 13 -
FRAME & BUMPERS/FRAME - SPECIFICATIONS -
WELDING)
(22) Insert the service part into place and using
the appropriate measuring equipment, verify the
front end sheet metal bracket's location in all three
(X,Y, and Z) planes of space. (Fig. 19)
(23) Complete all 360É plug welds.
NOTE: Before the final welding, use three dimen-
sional measuring equipment to ensure the part is in
the correct location. Verify that tap plate extrusion
at the bottom of the vertical post lines up with theisolator and hole in the frame perch mount. Also
ensure the lower radiator closure tube is bolted into
the forward shotgun ends.
(24) Complete welding by making a 360É butt weld
around the fender rails.
(25) Metal finish the exposed welds on the hydro-
forms.
(26) Dress the welded area and apply corrosion
resistant coatings inside and out.
(a) Inside the rail, inject a creeping wax based
rust inhibitor compound to the inside of the hydro-
forms ensuring 100% coverage including the mat-
ing face between the fender rail sections and insert
such that corrosion protection is restored in the
internal cavity.
(b) Apply a durable top coat to the outside of the
repair area.
(27) Install the front cab mount bolt if previously
removed and tighten to 81 N´m (60 ft. lbs.).
(28) Install the lower radiator crossmember bolts
and tighten to 28 N´m (21 ft. lbs.).
(29) Install the headlamp unit. (Refer to 8 - ELEC-
TRICAL/LAMPS/LIGHTING - EXTERIOR/HEAD-
LAMP UNIT - INSTALLATION)
(30) Install the upper radiator crossmember. (Refer
to 23 - BODY/EXTERIOR/UPPER RADIATOR
CROSSMEMBER - INSTALLATION)
(31) Install the wire harness and ground if previ-
ously removed and install the bolts.
(32) Install the integrated power module, if previ-
ously removed. (Refer to 8 - ELECTRICAL/POWER
DISTRIBUTION/INTEGRATED POWER MODULE -
INSTALLATION)
(33) Install the air cleaner bracket and air cleaner,
if previously removed. (Refer to 9 - ENGINE/AIR
INTAKE SYSTEM/AIR CLEANER ELEMENT -
INSTALLATION)
(34) Install the radiator assembly. (Refer to 7 -
COOLING/ENGINE/RADIATOR - INSTALLATION)
(35) Install the A/C lines, if previously removed.
Refer to the Heating and Air Conditioning section of
the manual for the recommended procedures.
(36) Install the A/C condenser, if previously
removed. (Refer to 24 - HEATING & AIR CONDI-
TIONING/PLUMBING/A/C CONDENSER - INSTAL-
LATION)
(37) Install the fender. (Refer to 23 - BODY/EXTE-
RIOR/FRONT FENDER - INSTALLATION)
(38) Install the front wheelhouse splash shield.
(Refer to 23 - BODY/EXTERIOR/FRONT WHEEL-
HOUSE SPLASH SHIELD - INSTALLATION)
(39) Reconnect the battery ground.
13 - 12 FRAMES & BUMPERSDR
FRAME (Continued)

HEATING & AIR CONDITIONING
TABLE OF CONTENTS
page page
HEATING & AIR CONDITIONING
DESCRIPTION
DESCRIPTION - ENGINE COOLING
SYSTEM REQUIREMENTS...............1
DESCRIPTION - HEATER AND AIR
CONDITIONER........................1
OPERATION - HEATER AND AIR
CONDITIONER........................1
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C
PERFORMANCE.......................3DIAGNOSIS AND TESTING - HEATER
PERFORMANCE TEST..................6
SPECIFICATIONS - A/C SYSTEM............7
CONTROLS.............................9
DISTRIBUTION..........................26
PLUMBING.............................41
HEATING & AIR
CONDITIONING
DESCRIPTION
DESCRIPTION - ENGINE COOLING SYSTEM
REQUIREMENTS
To maintain the performance level of the heating,
ventilation and air conditioning (HVAC) system, the
engine cooling system must be properly maintained.
The use of a bug screen is not recommended. Any
obstructions in front of the radiator or A/C condenser
will reduce the performance of the A/C and engine
cooling systems.
The engine cooling system includes the radiator,
thermostat, radiator hoses and the engine coolant
pump. Refer to Cooling for more information before
opening or attempting any service to the engine cool-
ing system.
DESCRIPTION - HEATER AND AIR
CONDITIONER
A manually controlled single zone type heating-air
conditioning system or a manually controlled dual
zone type heating-air conditioning system is available
on this model.
All vehicles are equipped with a common heater,
ventilation and air conditioning (HVAC) housing (Fig.
1). The system combines air conditioning, heating,
and ventilating capabilities in a single unit housing
mounted within the passenger compartment under
the instrument panel. The HVAC housing includes:
²Blower motor
²Blower motor resistor block²Heater core
²Evaporator coil
²Blend door and actuator
²Defrost door and actuator
²Mode door and actuator
²Recirculation door and actuator
Based upon the system and mode selected, condi-
tioned air can exit the HVAC housing through one or
a combination of the three main housing outlets:
defrost, panel or floor. The defrost outlet is located on
the top of the housing, the panel outlet is located on
the face of the housing and the floor outlet is located
on the bottom of the housing. Once the conditioned
air exits the unit housing, it is further directed
through molded plastic ducts to the various outlets in
the vehicle interior. These outlets and their locations
are as follows:
²Defroster Outlet- A single large defroster out-
let is located in the center of the instrument panel
top cover, near the base of the windshield.
²Side Window Demister Outlets- There are
two side window demister outlets, one is located at
each outboard end of the instrument panel top cover,
near the belt line at the A-pillars.
²Panel Outlets- There are four panel outlets in
the instrument panel, one located near each outboard
end of the instrument panel facing the rear of the
vehicle and two located near the top of the instru-
ment panel center bezel.
²Front Floor Outlets- There are two front floor
outlets, one located above each side of the floor panel
center tunnel near the dash panel.
OPERATION - HEATER AND AIR CONDITIONER
The heating and air conditioning systems pulls
outside (ambient) air through the cowl opening at the
base of the windshield, then into the plenum cham-
DRHEATING & AIR CONDITIONING 24 - 1

ber above the heating, ventilation and air condition-
ing (HVAC) housing. On models equipped with air
conditioning, the air passes through the evaporator
coil. Air flow can be directed either through or
around the heater core. This is done by adjusting the
blend door with the temperature control knob on the
A/C-heater control located the instrument panel. The
air flow can then be directed from the panel, floor
and defrost outlets in various combinations using the
mode control knob located on the A/C-heater control.
Air flow velocity can be adjusted with the blower
speed selector located on the A/C-heater control.
NOTE: It is important to keep the air intake opening
clear of debris. Leaf particles and other debris that
is small enough to pass through the cowl opening
screen can accumulate within the HVAC housing.
The closed, warm, damp and dark environment cre-
ated within the housing is ideal for the growth of
certain molds, mildews and other fungi. Any accu-mulation of decaying plant matter provides an addi-
tional food source for fungal spores, which enter
the housing with the fresh intake-air. Excess debris,
as well as objectionable odors created by decaying
plant matter and growing fungi can be discharged
into the passenger compartment during heater-A/C
operation if the air intake opening is not kept clear
of debris.
The heater and air conditioning systems are blend-
air type systems. In a blend-air system, a blend door
controls the amount of unconditioned air (or cooled
air from the evaporator on models with air condition-
ing) that is allowed to flow through, or around, the
heater core. A temperature control knob determines
the discharge air temperature by actuating an elec-
tric motor, which operates the blend door. This allows
an almost immediate control of the output air tem-
perature of the system.
On all models, the outside air intake can be shut
off by selecting the Recirculation Mode with the
mode control knob. This will operate a electric actu-
ated recirculation air door that closes off the outside
fresh air intake and recirculates the air that is
already inside the vehicle.
The air conditioning compressor can be engaged in
any mode by pressing the snowflake, A/C on/off but-
ton. It can also be engaged by placing the mode con-
trol in the mix to defrost positions. This will remove
heat and humidity from the air before it is directed
through or around the heater core. The mode control
knob on the A/C-heater control is used to also direct
the conditioned air to the selected system outlets.
The mode control switch uses an electric motor to
control the mode doors.
The defroster outlet receives airflow from the
HVAC housing through the molded plastic defroster
duct, which connects to the HVAC housing defroster
outlet. The airflow from the defroster outlets is
directed by fixed vanes in the defroster outlet grilles
and cannot be adjusted. The defroster outlet grilles
are integral to the instrument panel top cover.
The side window demister outlets receive airflow
from the HVAC housing through the molded plastic
defroster duct and two molded plastic demister ducts.
The airflow from the side window demister outlets is
directed by fixed vanes in the demister outlet grilles
and cannot be adjusted. The side window demister
outlet grilles are integral to the instrument panel.
The demisters direct air from the HVAC housing
through the outlets located on the top corners of the
instrument panel. The demisters operate when the
mode control knob is positioned in the floor-defrost
and defrost-only settings. Some air may be noticeable
from the demister outlets when the mode control is
in the bi-level to floor positions.
Fig. 1 HVAC Housing - Dual Zone Shown, Single
Zone Typical
1 - NUT
2 - PASSENGER BLEND DOOR ACTUATOR
3 - NUT
4 - INLET BAFFLE
5 - RECIRCULATION DOOR ACTUATOR
6 - RECIRCULATION DOOR
7 - DRIVER SIDE BLEND DOOR ACTUATOR
8 - HVAC HOUSING
9 - BOLT
10 - DEFROSTER DOOR ACTUATOR
11 - MODE DOOR ACTUATOR
24 - 2 HEATING & AIR CONDITIONINGDR
HEATING & AIR CONDITIONING (Continued)

The panel outlets receive airflow from the HVAC
housing through a molded plastic main panel duct,
center panel duct and two end panel ducts. The two
end panel ducts direct airflow to the left and right
instrument panel outlets, while the center panel duct
directs airflow to the two center panel outlets. Each
of these outlets can be individually adjusted to direct
the flow of air.
The floor outlets receive airflow from the HVAC
housing through the floor distribution duct. The front
floor outlets are integral to the molded plastic floor
distribution duct, which is secured to the bottom of
the housing. The floor outlets cannot be adjusted.
The air conditioner for all models is designed for
the use of non-CFC, R-134a refrigerant. The air con-
ditioning system has an evaporator to cool and dehu-
midify the incoming air prior to blending it with the
heated air. This air conditioning system uses a fixed
orifice tube in the liquid line near the condenser out-
let tube to meter refrigerant flow to the evaporator
coil. To maintain minimum evaporator temperature
and prevent evaporator freezing, a evaporator tem-
perature sensor is used. The JTEC control module is
programmed to respond to the evaporator tempera-
ture sensor input by cycling the air conditioning com-
pressor clutch as necessary to optimize air
conditioning system performance and to protect the
system from evaporator freezing.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C
PERFORMANCE
The air conditioning system is designed to remove
heat and humidity from the air entering the passen-
ger compartment. The evaporator, located in the
HVAC housing, is cooled to temperatures near the
freezing point. As warm damp air passes over the
fins in the evaporator, moisture in the air condenses
to water, dehumidifying the air. Condensation on the
evaporator fins reduces the evaporators ability to
absorb heat. During periods of high heat and humid-
ity, an air conditioning system will be less effective.
With the instrument control set to Recirculation
mode, only air from the passenger compartment
passes through the evaporator. As the passenger com-
partment air dehumidifies, A/C performance levels
rise.
Humidity has an important bearing on the temper-
ature of the air delivered to the interior of the vehi-
cle. It is important to understand the effect that
humidity has on the performance of the air condition-
ing system. When humidity is high, the evaporator
has to perform a double duty. It must lower the air
temperature, and it must lower the temperature ofthe moisture in the air that condenses on the evapo-
rator fins. Condensing the moisture in the air trans-
fers heat energy into the evaporator fins and tubing.
This reduces the amount of heat the evaporator can
absorb from the air. High humidity greatly reduces
the ability of the evaporator to lower the temperature
of the air.
However, evaporator capacity used to reduce the
amount of moisture in the air is not wasted. Wring-
ing some of the moisture out of the air entering the
vehicle adds to the comfort of the passengers.
Although, an owner may expect too much from their
air conditioning system on humid days. A perfor-
mance test is the best way to determine whether the
system is performing up to standard. This test also
provides valuable clues as to the possible cause of
trouble with the air conditioning system.
PERFORMANCE TEST PROCEDURE
Review Safety Warnings and Cautions before per-
forming this procedure (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - WARNING) and
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - CAUTION). Air temperature in test
room and on vehicle must be 21É C (70É F) minimum
for this test.
NOTE: When connecting the service equipment
coupling to the line fitting, verify that the valve of
the coupling is fully closed. This will reduce the
amount of effort required to make the connection.
(1) Connect a tachometer and a manifold gauge set
or A/C recycling/charging station.
(2) Set the A/C-heater mode control in the Recircu-
lation Mode position, the temperature control knob in
the full cool position, and the blower motor switch to
the highest speed position.
(3) Start the engine and hold at 1,000 rpm with
the A/C compressor clutch engaged.
(4) The engine should be warmed up to operating
temperature with the doors closed and windows
open.
(5) Insert a thermometer in the driver side center
panel A/C-heater outlet and operate the engine for
five minutes.
(6) The compressor clutch may cycle, depending
upon the ambient temperature and humidity.
(7) With the compressor clutch engaged, record the
discharge air temperature and the compressor dis-
charge pressure.
(8) If the discharge air temperature fails to meet
the specifications in the A/C Performance Tempera-
ture chart, refer to the Pressure Diagnosis chart.
DRHEATING & AIR CONDITIONING 24 - 3
HEATING & AIR CONDITIONING (Continued)

PERFORMANCE TEMPERATURE AND PRESSURE
Ambient Air
Temperature21É C
(70É F)27É C
(80É F)32É C
(90É F)38É C
(100É F)43É C
(110É F)
Air Temperature at
Center Panel Outlet7É C
(45É F)7É C
(45É F)13É C
(55É F)13É C
(55É F)18É C
(64É F)
Compressor Inlet
Pressure at Service
Port (low Side)138 to 207 kPa
(20 to 30 psi)172 to 241 kPa
(25 to 35 psi)207 to 276
kPa
(30 to 40 psi)241 to 310
kPa
(35 to 45 psi)276 to 345 kPa
(40 to 50 psi)
Compressor
Discharge Pressure at
Service Port (High
Side)1034 to 1724
kPa
(150 to 250
psi)1379 to 2068
kPa
(200 to 300
psi)1724 to 2413
kPa
(250 to 350
psi)1999 to 2689
kPa
(290 to 390
psi)2413 to 2965
kPa
(350 to 430 psi)
(9) Compare the compressor discharge pressure to
the Performance Temperature and Pressure chart. Ifthe compressor discharge pressure is high, see the
Pressure Diagnosis chart.
PRESSURE DIAGNOSIS
Condition Possible Causes Correction
Constant compressor
engagement and warm air
from passenger vents.1. Low refrigerant system
charge.1. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
Equal pressures, but the
compressor clutch does not
engage.1. No refrigerant in the
refrigerant system.1. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
2. Faulty fuse. 2. Check the fuses in the Power Distribution
Center and the junction block. Repair the shorted
circuit or component and replace the fuses, if
required.
3. Faulty A/C compressor
clutch coil.3. See A/C Compressor Clutch Coil in this group.
Test the compressor clutch coil and replace, if
required.
4. Faulty A/C compressor
clutch relay.4. See A/C Compressor Clutch Relay in this
group. Test the compressor clutch relay and relay
circuits. Repair the circuits or replace the relay, if
required.
5. Improperly installed or
faulty Evaporator
Temperature Sensor.5. See Evaporator Temperature Sensor in this
group. Reinstall or replace the sensor as
required.
6. Faulty A/C pressure
transducer.6. See A/C pressure transducer in this group.
Test the switch and replace, if required.
7. Faulty Powertrain Control
Module (PCM).7. (Refer to Appropriate Diagnostic Information).
Test the PCM and replace, if required.
24 - 4 HEATING & AIR CONDITIONINGDR
HEATING & AIR CONDITIONING (Continued)

Condition Possible Causes Correction
Normal pressures, but A/C
Performance Test air
temperatures at center panel
outlet are too high.1. Excessive refrigerant oil in
system.1. See Refrigerant Oil Level in this group.
Recover the refrigerant from the refrigerant
system and inspect the refrigerant oil content.
Restore the refrigerant oil to the proper level, if
required.
2. Blend door inoperative or
sealing improperly.2. See Blend Door in this group. Inspect the
blend door for proper operation and sealing and
correct, if required.
3. Blend door actuator faulty
or inoperative.3. Perform blend door actuator diagnosis, replace
if faulty.
The low side pressure is
normal or slightly low, and the
high side pressure is too low.1. Low refrigerant system
charge.1. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
2. Refrigerant flow through
the accumulator is restricted.2. See Accumulator in this group. Replace the
restricted accumulator, if required.
3. Refrigerant flow through
the evaporator coil is
restricted.3. See A/C Evaporator in this group. Replace the
restricted evaporator coil, if required.
4. Faulty compressor. 4. See A/C Compressor in this group. Replace
the compressor, if required.
The low side pressure is
normal or slightly high, and
the high side pressure is too
high.1. Condenser air flow
restricted.1. Check the A/C condenser for damaged fins,
foreign objects obstructing air flow through the
condenser fins, and missing or improperly
installed air seals. Refer to Cooling for more
information on air seals. Clean, repair, or replace
components as required.
2. Inoperative cooling fan. 2. Refer to Cooling for more information. Test the
cooling fan and replace, if required.
3. Refrigerant system
overcharged.3. See Refrigerant System Charge in this group.
Recover the refrigerant from the refrigerant
system. Charge the refrigerant system to the
proper level, if required.
4. Air in the refrigerant
system.4. See Refrigerant System Leaks in this group.
Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
5. Engine overheating. 5. Refer to Cooling for more information. Test the
cooling system and repair, if required.
The low side pressure is too
high, and the high side
pressure is too low.1. Accessory drive belt
slipping.1. Refer to Cooling for more information. Inspect
the accessory drive belt condition and tension.
Tighten or replace the accessory drive belt, if
required.
2. Fixed orifice tube not
installed.2. See A/C Orifice Tube in this group. Replace
the liquid line, if required.
3. Faulty compressor. 3. See A/C Compressor in this group. Replace
the compressor, if required.
DRHEATING & AIR CONDITIONING 24 - 5
HEATING & AIR CONDITIONING (Continued)

Condition Possible Causes Correction
The low side pressure is too
low, and the high side
pressure is too high.1. Restricted refrigerant flow
through the refrigerant lines.1. See Liquid, Suction, and Discharge Line in this
group. Inspect the refrigerant lines for kinks, tight
bends or improper routing. Correct the routing or
replace the refrigerant line, if required.
2. Restricted refrigerant flow
through the fixed orifice tube.2. See A/C Orifice Tube in this group. Replace
the liquid line, if required.
3. Restricted refrigerant flow
through the condenser.3. See A/C Condenser in this group. Replace the
restricted condenser, if required.
DIAGNOSIS AND TESTING - HEATER
PERFORMANCE TEST
Review Safety Warnings and Cautions before per-
forming this procedure (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING - WARNING) and
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - CAUTION).
Check the coolant level, drive belt tension, vacuum
line connections, radiator air flow and fan operation.
Start engine and allow to warm up to normal tem-
perature.
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 andturn it to the first safety stop. Allow pressure to
escape 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 heater hoses. With the engine idling at normal
operating temperature, set the temperature control
to maximum heat, the mode control to the floor posi-
tion, and the blower in the highest speed position.
Using a test thermometer, check the temperature of
the air being discharged from the floor outlets. Com-
pare the test thermometer reading to the Tempera-
ture Reference chart.
TEMPERATURE REFERENCE CHART
Ambient Air Temperature15.5É C
(60É F)21.1É C
(70É F)26.6É C
(80É F)32.2É C
(90É F)
Minimum Air Temperature at
Floor Outlet62.2É C
(144É F)63.8É C
(147É F)65.5É C
(150É F)67.2É C
(153É F)
Both of the heater hoses should be HOT to the
touch (coolant return hose should be slightly cooler
than the supply hose). If the coolant return hose is
much cooler than the supply hose, locate and repair
the engine coolant flow obstruction in the heater sys-
tem. If both heater hoses are cool to the touch,
inspect the engine cooling system (Refer to 7 -
COOLING - DIAGNOSIS AND TESTING).
OBSTRUCTED COOLANT FLOW Possible loca-
tions or causes of obstructed coolant flow are as fol-
lows:
²Pinched or kinked heater hoses.
²Improper heater hose routing.
²Plugged heater hoses or supply and return ports
at the cooling system connections.
²Plugged heater core.If proper coolant flow through the cooling system is
verified, and heater outlet air temperature is insuffi-
cient, a mechanical problem may exist.
MECHANICAL PROBLEMS Possible causes of
insufficient heat due to mechanical problems are as
follows:
²Obstructed cowl air intake.
²Obstructed heater system outlets.
²Blend door not functioning properly.
TEMPERATURE CONTROL
If the heater outlet air temperature cannot be
adjusted with the temperature control knob on the
A/C-heater control, the following could require ser-
vice:
²Blend door binding.
²Faulty blend door motor.
24 - 6 HEATING & AIR CONDITIONINGDR
HEATING & AIR CONDITIONING (Continued)

and coil are the only serviced parts on the compres-
sor.
A/C compressor clutch engagement is controlled by
several components: the A/C-heater control, A/C pres-
sure transducer, A/C compressor clutch relay, evapo-
rator temperature sensor and the powertrain control
module (PCM). The PCM may delay compressor
clutch engagement for up to thirty seconds (Refer to
8 - ELECTRICAL/ELECTRONIC CONTROL MOD-
ULES/POWERTRAIN CONTROL MODULE -
DESCRIPTION).
DIAGNOSIS AND TESTING - A/C COMPRESSOR
CLUTCH COIL
For circuit descriptions and diagrams, (Refer to
Appropriate Wiring Information). The battery must
be fully-charged before performing the following
tests. Refer to Battery for more information.
(1) Connect an ammeter (0 to 10 ampere scale) in
series with the clutch coil terminal. Use a voltmeter
(0 to 20 volt scale) with clip-type leads for measuring
the voltage across the battery and the compressor
clutch coil.
(2) With the A/C-heater controls in any A/C mode,
and the blower motor switch in the lowest speed
position, start the engine and run it at normal idle.
(3) The compressor clutch coil voltage should read
within 0.2 volts of the battery voltage. If there is
voltage at the clutch coil, but the reading is not
within 0.2 volts of the battery voltage, test the clutch
coil feed circuit for excessive voltage drop and repair
as required. If there is no voltage reading at the
clutch coil, use a DRB IIItscan tool and (Refer to
Appropriate Diagnostic Information) for testing of thecompressor clutch circuit and PCM control. The fol-
lowing components must be checked and repaired as
required before you can complete testing of the clutch
coil:
²Fuses in the junction block and the power distri-
bution center (PDC)
²A/C-heater control
²A/C compressor clutch relay
²A/C pressure transducer
²Evaporator temperature sensor
²Powertrain control module (PCM)
(4) The compressor clutch coil is acceptable if the
current draw measured at the clutch coil is within
specifications with the electrical system voltage at
11.5 to 12.5 volts (Refer to 24 - HEATING & AIR
CONDITIONING - SPECIFICATIONS). This should
only be checked with the work area temperature at
21É C (70É F). If system voltage is more than 12.5
volts, add electrical loads by turning on electrical
accessories until the system voltage drops below 12.5
volts.
(a) If the clutch coil current reading is above
specifications, the coil is shorted and should be
replaced.
(b) If the clutch coil current reading is zero, the
coil is open and should be replaced.
STANDARD PROCEDURE - A/C COMPRESSOR
CLUTCH BREAK-IN
After a new compressor clutch has been installed,
cycle the compressor clutch approximately twenty
times (five seconds on, then five seconds off). During
this procedure, set the A/C-heater control to the
Recirculation Mode, the blower motor switch in the
highest speed position, and the engine speed at 1500
to 2000 rpm. This procedure (burnishing) will seat
the opposing friction surfaces and provide a higher
compressor clutch torque capability.
REMOVAL
The refrigerant system can remain fully-charged
during compressor clutch, rotor, or coil replacement.
The compressor clutch can be serviced in the vehicle.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the serpentine drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL).
(3) Disconnect the compressor clutch coil wire har-
ness connector.
(4) Remove the bolts that secure the compressor to
the mounting bracket.
(5) Remove the compressor from the mounting
bracket. Support the compressor in the engine com-
partment while servicing the clutch.
Fig. 1 Compressor Clutch - Typical
1 - CLUTCH PLATE
2 - SHAFT KEY (not used on KJ)
3 - ROTOR
4 - COIL
5 - CLUTCH SHIMS
6 - SNAP RING
7 - SNAP RING
24 - 10 CONTROLSDR
A/C COMPRESSOR CLUTCH/COIL (Continued)