2002 JEEP LIBERTY air condition

SPECIAL TOOLS
POWER STEERING PUMP
FLUID COOLER
DESCRIPTION
The power steering fluid cooler is located at the
front of the vehicle. It is mounted to the radiator
lower support just forward of the air-conditioning
condenser and just rearward of the front fascia. The
cooler is positioned so it is in the air flow through the
front fascia of the vehicle (Fig. 5)
OPERATION
The purpose of the power steering fluid cooler is to
keep the temperature of the power steering system
fluid from rising to a level that would affect the per-
formance of the power steering system.
The cooler used on this vehicle is referred to as a
fluid-to-air type cooler. This means that the air flow
across the fin/tubes of the cooler is used to extract
the heat from the cooler which it has absorbed from
the power steering fluid flowing through it. The
cooler is placed in series with the power steering
fluid return line, between the steering gear and the
power steering fluid reservoir. This lowers the tem-
perature of the power steering fluid prior to it enter-
ing the power steering fluid reservoir where it is
resupplied to the power steering pump.
REMOVAL
(1) Remove the return line at the gear.
(2) Remove the return line at the reservoir.
(3) Remove the grille (Refer to 23 - BODY/EXTE-
RIOR/GRILLE - REMOVAL).
(4) Remove the two cooler mounting bolts. (Fig. 5)
(5) Remove the cooler from the vehicle.
INSTALLATION
(1) Install the cooler to the vehicle.
(2) Install the two cooler mounting bolts. (Fig. 5).
(3) Install the grille (Refer to 23 - BODY/EXTERI-
OR/GRILLE - INSTALLATION).
(4) Install the return line at the reservoir.
(5) Install the return line at the gear.
(6) Refill the power steering fluid and check for
leaks (Refer to 19 - STEERING/PUMP - STANDARD
PROCEDURE).
Analyzer Set, Power Steering Flow/Pressure 6815
Adapters, Power Steering Flow/Pressure Tester
6893
Puller C-4333
Installer, Power Steering Pulley C-4063B
Fig. 5 FLUID COOLER
1 - FLUID COOLER
2 - MOUNTING BOLTS
19 - 20 PUMPKJ
PUMP (Continued)

BODY
TABLE OF CONTENTS
page page
BODY
WARNING
SAFETY PRECAUTIONS AND WARNINGS . . . 1
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - WATER LEAKS . 2
DIAGNOSIS AND TESTING - WIND NOISE . . . 3
STANDARD PROCEDURE
STANDARD PROCEDURE - BODY
LUBRICATION.........................3
STANDARD PROCEDURE - HEAT STAKING . . 3
SPECIFICATIONS........................4
SPECIAL TOOLS
BODY...............................5BODY STRUCTURE.......................6
HOOD................................119
DOOR - FRONT........................121
DOORS - REAR........................128
SWING GATE..........................135
EXTERIOR............................140
INSTRUMENT PANEL....................147
INTERIOR.............................156
PAINT................................162
SEATS...............................164
STATIONARY GLASS....................172
SUNROOF.............................175
WEATHERSTRIP/SEALS..................185
BODY
WARNING
SAFETY PRECAUTIONS AND WARNINGS
WARNING: EYE PROTECTION SHOULD BE USED
WHEN SERVICING GLASS COMPONENTS. PER-
SONAL INJURY CAN RESULT.
²USE A OSHA APPROVED BREATHING FILTER
WHEN SPRAYING PAINT OR SOLVENTS IN A CON-
FINED AREA. PERSONAL INJURY CAN RESULT.
²AVOID PROLONGED SKIN CONTACT WITH
PETROLEUM OR ALCOHOL±BASED CLEANING
SOLVENTS. PERSONAL INJURY CAN RESULT.
²DO NOT STAND UNDER A HOISTED VEHICLE
THAT IS NOT PROPERLY SUPPORTED ON SAFETY
STANDS. PERSONAL INJURY CAN RESULT.
CAUTION: When holes must be drilled or punched
in an inner body panel, verify depth of space to the
outer body panel, electrical wiring, or other compo-
nents. Damage to vehicle can result.
²Do not weld exterior panels unless combustible
material on the interior of vehicle is removed from
the repair area. Fire or hazardous conditions, can
result.
²Always have a fire extinguisher ready for use
when welding.
²Disconnect the negative (-) cable clamp from
the battery when servicing electrical components
that are live when the ignition is OFF. Damage to
electrical system can result.²Do not use abrasive chemicals or compounds
on painted surfaces. Damage to finish can result.
²Do not use harsh alkaline based cleaning sol-
vents on painted or upholstered surfaces. Damage
to finish or color can result.
²Do not hammer or pound on plastic trim panel
when servicing interior trim. Plastic panels can
break.
DaimlerChrysler Corporation uses many different
types of push-in fasteners to secure the interior and
exterior trim to the body. Most of these fasteners can
be reused to assemble the trim during various repair
procedures. At times, a push-in fastener cannot be
removed without damaging the fastener or the com-
ponent it is holding. If it is not possible to remove a
fastener without damaging a component or body, cut
or break the fastener and use a new one when
installing the component. Never pry or pound on a
plastic or pressed-board trim component. Using a
suitable fork-type prying device, pry the fastener
from the retaining hole behind the component being
removed. When installing, verify fastener alignment
with the retaining hole by hand. Push directly on or
over the fastener until it seats. Apply a low-force pull
to the panel to verify that it is secure.
When it is necessary to remove components to ser-
vice another, it should not be necessary to apply
excessive force or bend a component to remove it.
Before damaging a trim component, verify hidden
fasteners or captured edges holding the component in
place.
KJBODY 23 - 1

DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - WATER LEAKS
Water leaks can be caused by poor sealing,
improper body component alignment, body seam
porosity, missing plugs, or blocked drain holes. Cen-
trifugal and gravitational force can cause water to
drip from a location away from the actual leak point,
making leak detection difficult. All body sealing
points should be water tight in normal wet-driving
conditions. Water flowing downward from the front of
the vehicle should not enter the passenger or luggage
compartment. Moving sealing surfaces will not
always seal water tight under all conditions. At
times, side glass or door seals will allow water to
enter the passenger compartment during high pres-
sure washing or hard driving rain (severe) condi-
tions. Overcompensating on door or glass
adjustments to stop a water leak that occurs under
severe conditions can cause premature seal wear and
excessive closing or latching effort. After completing
a repair, water test vehicle to verify leak has stopped
before returning vehicle to use.
VISUAL INSPECTION BEFORE WATER LEAK TESTS
Verify that floor and body plugs are in place, body
drains are clear, and body components are properly
aligned and sealed. If component alignment or seal-
ing is necessary, refer to the appropriate section of
this group for proper procedures.
WATER LEAK TESTS
WARNING: DO NOT USE ELECTRIC SHOP LIGHTS
OR TOOLS IN WATER TEST AREA. PERSONAL
INJURY CAN RESULT.
When the conditions causing a water leak have
been determined, simulate the conditions as closely
as possible.
²If a leak occurs with the vehicle parked in a
steady light rain, flood the leak area with an open-
ended garden hose.
²If a leak occurs while driving at highway speeds
in a steady rain, test the leak area with a reasonable
velocity stream or fan spray of water. Direct the
spray in a direction comparable to actual conditions.
²If a leak occurs when the vehicle is parked on an
incline, hoist the end or side of the vehicle to simu-
late this condition. This method can be used when
the leak occurs when the vehicle accelerates, stops or
turns. If the leak occurs on acceleration, hoist the
front of the vehicle. If the leak occurs when braking,
hoist the back of the vehicle. If the leak occurs on left
turns, hoist the left side of the vehicle. If the leak
occurs on right turns, hoist the right side of the vehi-cle. For hoisting recommendations refer to Group 0,
Lubrication and Maintenance, General Information
section.
WATER LEAK DETECTION
To detect a water leak point-of-entry, do a water
test and watch for water tracks or droplets forming
on the inside of the vehicle. If necessary, remove inte-
rior trim covers or panels to gain visual access to the
leak area. If the hose cannot be positioned without
being held, have someone help do the water test.
Some water leaks must be tested for a considerable
length of time to become apparent. When a leak
appears, find the highest point of the water track or
drop. The highest point usually will show the point of
entry. After leak point has been found, repair the
leak and water test to verify that the leak has
stopped.
Locating the entry point of water that is leaking
into a cavity between panels can be difficult. The
trapped water may splash or run from the cavity,
often at a distance from the entry point. Most water
leaks of this type become apparent after accelerating,
stopping, turning, or when on an incline.
MIRROR INSPECTION METHOD
When a leak point area is visually obstructed, use
a suitable mirror to gain visual access. A mirror can
also be used to deflect light to a limited-access area
to assist in locating a leak point.
BRIGHT LIGHT LEAK TEST METHOD
Some water leaks in the luggage compartment can
be detected without water testing. Position the vehi-
cle in a brightly lit area. From inside the darkened
luggage compartment inspect around seals and body
seams. If necessary, have a helper direct a drop light
over the suspected leak areas around the luggage
compartment. If light is visible through a normally
sealed location, water could enter through the open-
ing.
PRESSURIZED LEAK TEST METHOD
When a water leak into the passenger compart-
ment cannot be detected by water testing, pressurize
the passenger compartment and soap test exterior of
the vehicle. To pressurize the passenger compart-
ment, close all doors and windows, start engine, and
set heater control to high blower in HEAT position. If
engine can not be started, connect a charger to the
battery to ensure adequate voltage to the blower.
With interior pressurized, apply dish detergent solu-
tion to suspected leak area on the exterior of the
vehicle. Apply detergent solution with spray device or
soft bristle brush. If soap bubbles occur at a body
seam, joint, seal or gasket, the leak entry point could
be at that location.
23 - 2 BODYKJ
BODY (Continued)

DIAGNOSIS AND TESTING - WIND NOISE
Wind noise is the result of most air leaks. Air leaks
can be caused by poor sealing, improper body compo-
nent alignment, body seam porosity, or missing plugs
in the engine compartment or door hinge pillar areas.
All body sealing points should be airtight in normal
driving conditions. Moving sealing surfaces will not
always seal airtight under all conditions. At times,
side glass or door seals will allow wind noise to be
noticed in the passenger compartment during high
cross winds. Over compensating on door or glass
adjustments to stop wind noise that occurs under
severe conditions can cause premature seal wear and
excessive closing or latching effort. After a repair pro-
cedure has been performed, test vehicle to verify
noise has stopped before returning vehicle to use.
Wind noise can also be caused by improperly fitted
exterior moldings or body ornamentation. Loose
moldings can flutter, creating a buzzing or chattering
noise. An open cavity or protruding edge can create a
whistling or howling noise. Inspect the exterior of the
vehicle to verify that these conditions do not exist.
VISUAL INSPECTION BEFORE TESTS
Verify that floor and body plugs are in place and
body components are aligned and sealed. If compo-
nent alignment or sealing is necessary, refer to the
appropriate section of this group for proper proce-
dures.
ROAD TESTING WIND NOISE
(1) Drive the vehicle to verify the general location
of the wind noise.
(2) Apply 50 mm (2 in.) masking tape in 150 mm
(6 in.) lengths along weatherstrips, weld seams or
moldings. After each length is applied, drive the vehi-
cle. If noise goes away after a piece of tape is applied,
remove tape, locate, and repair defect.
POSSIBLE CAUSE OF WIND NOISE
²Moldings standing away from body surface can
catch wind and whistle.
²Gaps in sealed areas behind overhanging body
flanges can cause wind-rushing sounds.
²Misaligned movable components.
²Missing or improperly installed plugs in pillars.
²Weld burn through holes.
STANDARD PROCEDURE
STANDARD PROCEDURE - BODY LUBRICATION
All mechanisms and linkages should be lubricated
when necessary. This will maintain ease of operation
and provide protection against rust and excessivewear. The weatherstrip seals should be lubricated to
prolong their life as well as to improve door sealing.
All applicable exterior and interior vehicle operat-
ing mechanisms should be inspected and cleaned.
Pivot/sliding contact areas on the mechanisms should
then be lubricated.
(1) When necessary, lubricate the operating mech-
anisms with the specified lubricants.
(2) Apply silicone lubricant to a cloth and wipe it
on door seals to avoid over-spray that can soil pas-
senger's clothing.
(3) Before applying lubricant, the component
should be wiped clean. After lubrication, any excess
lubricant should be removed.
(4) The hood latch, latch release mechanism, latch
striker, and safety latch should be lubricated period-
ically.
(5) The door lock cylinders should be lubricated
twice each year (preferably autumn and spring).
²Spray a small amount of lock cylinder lubricant
directly into the lock cylinder.
²Apply a small amount to the key and insert it
into the lock cylinder.
²Rotate it to the locked position and then back to
the unlocked position several times.
²Remove the key. Wipe the lubricant from it with
a clean cloth to avoid soiling of clothing.
STANDARD PROCEDURE - HEAT STAKING
(1) Remove trim panel.
(2) Bend or move the trim panel components at
the heat staked joints. Observe the heat staked loca-
tions and/or component seams for looseness.
(3) Heat stake the components.
(a) If the heat staked or component seam loca-
tion is loose, hold the two components tightly
together and using a soldering gun with a flat tip,
melt the material securing the components
together. Do not over heat the affected area, dam-
age to the exterior of the trim panel may occur.
(b) If the heat staked material is broken or miss-
ing, use a hot glue gun to apply new material to
the area to be repaired. The panels that are being
heat staked must be held together while the apply-
ing the glue. Once the new material is in place, it
may be necessary to use a soldering gun to melt
the newly applied material. Do not over heat the
affected area, damage to the exterior of the trim
panel may occur.
(4) Allow the repaired area to cool and verify the
repair.
(5) Install trim panel.
KJBODY 23 - 3
BODY (Continued)

SUNROOF OPERATION INSTRUCTIONS
SWITCH INPUTS
OPEN CLOSE VENT
FULL VENTPush and hold switch until
glass stops in flush closed
position glass will then
express openPush and hold switch until
glass stops in flush closed
position.No action
VENT RANGEPush and hold switch until
glass passes through
flush closed position.
Glass will then openPush and hold switch until
glass stops in flush closed
position.Push and hold switch until
glass stops in full vent
position.
FLUSH1. Press switch for less
than 0.65 seconds for
express to comfort stop.No action Press and hold switch.
Glass will travel through
flush closed to full vent.
Glass will stop when
switch is released or when
fully vented.
2. Press switch for more
than 0.65 seconds and
glass will stop when
switch is released
FULL OPENPress switch for less than
0.65 seconds for express
to full open.Press and hold switch
until glass stops in flush
closed position or
anywhere in between.Press and hold switch.
Glass will travel through
flush closed to full vent.
Glass will stop when
switch is released.
DIAGNOSIS AND TESTING
WATER DRAINAGE AND WIND NOISE
DIAGNOSIS
The sliding glass panel is designed to seal water
entry with a snug fit between the roof and the seal.
The fit can be checked by inserting a piece of paper
between the roof and the seal. The piece of paper
should have some resistance when pulled out when
the glass panel is in the closed position. The sunroof
housing will drain off a minimum amount of water.
Excessive wind noise could result if the gap clear-
ances are exceeded. The sunroof glass panel may
need to be adjusted. Refer to Sunroof Glass Panel
Adjustment for proper procedures.
Adequate drainage is provided by a drain trough in
the sunroof housing which encircles the sliding glass
panel and leads to drain hoses. If a wet headliner or
other water leak complaints are encountered, before
performing any adjustments, first ensure that the
drainage system is not plugged or disconnected. Use
a pint container to pour water into the sunroof hous-
ing drain trough. If water flow is restricted, use com-
pressed air to blow out any material plugging the
drain system. Retest system again.To further check for a disconnected drain hose:
(1) Remove A-pillar trim, sun visors, and map
lamps/mini console.
(2) Remove sunroof opening trim lace. Refer to
Sunroof Opening Trim Lace.
(3) Lower headliner as necessary to gain access to
sunroof housing drain tubes. (Refer to 23 - BODY/IN-
TERIOR/HEADLINER - REMOVAL)
(4) Repair as necessary.
DIAGNOSTIC PROCEDURES
Before beginning sunroof diagnostics verify that all
other power accessories are in proper operating condi-
tion. Refer to Sunroof Diagnostic Chart for possible
causes. If not, a common electrical problem may exist.
Refer to Wiring Diagrams, in this publication for circuit,
splice and component descriptions. Check the condition
of the circuit protection (20 amp circuit breaker in cav-
ity 19 of the Junction Block). Inspect all wiring connec-
tor pins for proper engagement and continuity. Check
for battery voltage at the power sunroof controller, refer
to Wiring Diagrams, for circuit information. If battery
voltage of more than 10 volts is detected at the control-
ler, proceed with the following tests (the controller will
not operate at less than 10 volts).
23 - 176 SUNROOFKJ
SUNROOF (Continued)

HEATING & AIR CONDITIONING
TABLE OF CONTENTS
page page
HEATING & AIR CONDITIONING
DESCRIPTION
DESCRIPTION - HEATER AND AIR
CONDITIONER........................1
DESCRIPTION - COOLING SYSTEM
REQUIREMENTS.......................1
DESCRIPTION - REFRIGERANT SYSTEM
SERVICE PORT........................2
OPERATION
OPERATION - HEATER AND AIR
CONDITIONER........................2
OPERATION - REFRIGERANT SYSTEM
SERVICE PORT........................2
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C
PERFORMANCE.......................2DIAGNOSIS AND TESTING - HEATER
PERFORMANCE.......................6
DIAGNOSIS AND TESTING - VACUUM
SYSTEM.............................6
STANDARD PROCEDURE - DIODE
REPLACEMENT.......................9
SPECIFICATIONS
A/C APPLICATION TABLE................9
SPECIFICATIONS.....................10
CONTROLS.............................11
DISTRIBUTION..........................29
PLUMBING.............................38
HEATING & AIR
CONDITIONING
DESCRIPTION
DESCRIPTION - HEATER AND AIR
CONDITIONER
All vehicles are equipped with a common HVAC
housing assembly (Fig. 1). The system combines air
conditioning, heating, and ventilating capabilities in
a single unit housing mounted under the instrument
panel. On heater-only systems, the evaporator coil is
omitted from the housing.
DESCRIPTION - COOLING SYSTEM
REQUIREMENTS
To maintain the performance level of the HVAC
system, the engine cooling system must be properly
maintained. The use of a bug screen is not recom-
mended. Any obstructions in front of the radiator or
condenser will reduce the performance of the air con-
ditioning and engine cooling systems.
The engine cooling system includes the heater core
and the heater hoses. Refer to Engine Cooling for
more information before the opening of, or attempt-
ing any service to the engine cooling system.
Fig. 1 Blend Door
1 - DEFROSTER DOOR
2- HEATER CORE
3- BLEND DOORS
4- BLOWER MOTOR HOUSING
5- EVAPORATOR (A/C ONLY)
6- LOWER HVAC CASE ASSEMBLY
KJHEATING & AIR CONDITIONING 24 - 1

DESCRIPTION - REFRIGERANT SYSTEM
SERVICE PORT
The two refrigerant system service ports are used
to charge, recover/recycle, evacuate, and test the air
conditioning refrigerant system. Unique service port
coupler sizes are used on the R-134a system, to
ensure that the refrigerant system is not accidentally
contaminated by the use of the wrong refrigerant
(R-12), or refrigerant system service equipment.
OPERATION
OPERATION - HEATER AND AIR CONDITIONER
The heater and optional air conditioner 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 on the A/C
Heater control panel determines the discharge air
temperature by controlling an electric actuator,
which moves the blend door. This allows an almost
immediate control of the output air temperature of
the system.
The mode control knob on the heater-only or A/C
Heater control panel is used to direct the conditioned
air to the selected system outlets. Both mode control
switches use engine vacuum to control the mode
doors, which are operated by vacuum actuators.
On all vehicles, the outside air intake can be shut
off by selecting the Recirculation Mode with the
mode control knob. This will operate a vacuum actu-
ated recirculation door that closes off the outside
fresh air intake and recirculates the air that is
already inside the vehicle.
The optional air conditioner for all models is
designed for the use of non-CFC, R-134a refrigerant.
The air conditioning system has an evaporator to cool
and dehumidify 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 outlet tube to meter refrigerant flow to the
evaporator coil. To maintain minimum evaporator
temperature and prevent evaporator freezing, the
A/C low pressure switch on the accumulator cycles
the compressor clutch.
OPERATION - REFRIGERANT SYSTEM SERVICE
PORT
The high pressure service port is located on the
refrigerant line, near the discharge port of the com-
pressor. The low pressure service port is located on
the liquid line at the side of the engine compartment,
near the condensor.Each of the service ports has a threaded plastic
protective cap installed over it from the factory. After
servicing the refrigerant system, always reinstall
both of the service port caps.
DIAGNOSIS AND TESTING
DIAGNOSIS AND TESTING - A/C
PERFORMANCE
The air conditioning system is designed to provide
the passenger compartment with low temperature
and low humidity air. The evaporator, located in the
HVAC housing on the dash panel below the instru-
ment panel, is cooled to temperatures near the freez-
ing point. As warm damp air passes through the
cooled evaporator, the air transfers its heat to the
refrigerant in the evaporator and the moisture in the
air condenses on the evaporator fins. During periods
of high heat and humidity, an air conditioning sys-
tem will be more effective in the Recirculation Mode.
With the system in the Recirculation Mode, only air
from the passenger compartment passes through the
evaporator. As the passenger compartment air dehu-
midifies, the air conditioning system performance
levels improve.
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 of
the 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. Remov-
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 the
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.
Before proceeding, (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - WARNING) and
(Refer to 24 - HEATING & AIR CONDITIONING/
PLUMBING - CAUTION). The air temperature in
the test room and in the vehicle must be a minimum
of 21É C (70É F) for this test.
24 - 2 HEATING & AIR CONDITIONINGKJ
HEATING & AIR CONDITIONING (Continued)

(1) Connect a tachometer a manifold gauge set or
A/C recycling/charging station.
(2) Set the A/C Heater mode control switch knob in
the Recirculation Mode position, the temperature
control knob in the full cool position, and the blower
motor switch knob in the highest speed position.
(3) Start the engine and hold the idle at 1,000 rpm
with the compressor clutch engaged.
(4) The engine should be at operating temperature.
The doors and windows must be closed.
(5) Insert a thermometer in the driver side center
A/C (panel) outlet. Operate the engine for five min-
utes.
(6) The compressor clutch may cycle, depending
upon the ambient temperature and humidity. If the
clutch cycles, unplug the a/c low pressure switch wire
harness connector. (Fig. 2). Place a jumper wire
across the terminals of the a/c low pressure switch
wire harness connector.
(7) With the compressor clutch engaged, record the
discharge air temperature and the compressor dis-
charge pressure.
(8) Compare the discharge air temperature to the
Performance Temperature and Pressure chart. If the
discharge air temperature is high, (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING -DIAGNOSIS AND TESTING - REFRIGERANT SYS-
TEM LEAKS) and (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - SPECIFICATIONS -
CHARGE CAPACITY).
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)
Condensor Out
Pressuree 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. If
the compressor discharge pressure is high, see the
Pressure Diagnosis chart.
Fig. 2 A/C LOW PRESSURE SWITCH - TYPICAL
1 - A/C LOW PRESSURE SWITCH
2 - ACCUMULATOR
KJHEATING & AIR CONDITIONING 24 - 3
HEATING & AIR CONDITIONING (Continued)