Main Climate Control
AIR CONDITIONINGThe main A/C refrigerant system is a clutch cycling orifice tube type and the auxiliary A/C refrigerant system is a thermostatic expansion valve system. The system components are:
- A/C compressor.
- A/C condenser core.
- A/C evaporator core.
- suction accumulator.
- connecting refrigerant lines.
The refrigeration system operation is controlled by the:
- evaporator core orifice tube.
- A/C cycling switch.
- A/C pressure transducer.
- thermostatic expansion valve.
The refrigerant system incorporates an A/C compressor controlled by the powertrain control module (PCM) through an A/C clutch relay.
The A/C cycling switch senses evaporator core pressure to control A/C compressor operation.
An evaporator core orifice tube is installed in the condenser to evaporator line to meter the liquid refrigerant into the evaporator core.
The A/C compressor clutch will only be engaged by the PCM if all of the following conditions are met:
- The climate control assembly is set to a mode which provides an A/C request to the PCM.
- The A/C cycling switch is not open due to a low than acceptable pressure on the low pressure side of the refrigerant system.
- The A/C pressure transducer is reading an acceptable pressure in the high side of the refrigerant system.
- The A/C compressor relay is switched to the closed position by the PCM.
- The engine coolant temperature is not excessively high.
- The PCM has not detected a wide open throttle (WOT) condition.
An A/C compressor pressure relief valve is installed in the compressor manifold and tube assembly to protect the refrigerant system against excessively high refrigerant pressures.
A/C Compressor and Clutch Assembly
NOTE:
- Internal A/C compressor components are not repaired separately. The Visteon FS-10 A/C compressor is repaired only as an assembly. The A/C clutch disc and hub assembly, A/C clutch pulley, A/C clutch field coil and the compressor shaft seal are repairable.
- Installation of a new suction accumulator/drier is not required when repairing the air conditioning system except when there is physical evidence of system contamination from a failed A/C compressor or damage to the suction accumulator/drier.
The Visteon FS-10 A/C compressor has the following characteristics:
- A ten-cylinder swashplate design utilizing the tangential design mount.
- A one-piece lip-type seal (installed from the front of the A/C compressor) is used to seal it at the shaft opening in the assembly.
- Five double-acting pistons operate within the cylinder assembly. The pistons are actuated by a swashplate that changes the rotating action of the shaft to a reciprocating force.
- Reed-type discharge valves are located between the cylinder assembly and the head at each end of the A/C compressor.
- The A/C compressor uses PAG oil or equivalent. This oil contains special additives required for the A/C compressor.
- The A/C compressor oil from vehicles equipped with an FS-10 A/C compressor may have a dark color while maintaining a normal oil viscosity. This is normal for this A/C compressor because carbon from the piston rings will discolor the oil.
A/C Compressor Clutch Assembly:
The magnetic A/C clutch disc and hub assembly has the following characteristics:
- The A/C clutch drives the compressor shaft.
- When battery positive voltage (B+) is applied to the A/C clutch field coil, the clutch disc and hub assembly is drawn toward the A/C clutch pulley.
- The magnetic force locks the clutch disc and hub assembly and the A/C clutch pulley together as one unit, causing the compressor shaft to rotate.
- When B+ is removed from the A/C clutch field coil, springs in the clutch disc and hub assembly move the clutch plate away from the A/C clutch pulley.
A/C Compressor Pressure Relief Valve
An A/C compressor pressure relief valve is incorporated in the compressor manifold and tube assembly to:
- relieve unusually high refrigerant system discharge pressure buildups.
- prevent damage to the A/C compressor and other system components.
- avoid total refrigerant loss by closing after the excessive pressure has been relieved.
Condenser Core
NOTE: Installation of a new suction accumulator is not required when repairing the air conditioning system except when there is physical evidence of system contamination from a failed A/C compressor or damage to the suction accumulator.
The condenser core has the following characteristics:
- It is an aluminum fin and tube design heat exchanger located in front of the vehicle radiator.
- It cools compressed refrigerant gas by allowing air to pass over fins and tubes to extract heat and by condensing gas to liquid refrigerant as it is cooled.
Refrigerant Lines
NOTE: Installation of a new suction accumulator is not required when repairing the air conditioning system except when there is physical evidence of system contamination from a failed A/C compressor or damage to the suction accumulator.
The compressor manifold and tube assembly is attached to the A/C compressor, is sealed with O-ring seals, and has the following features:
- The upstream side contains low pressure refrigerant gas.
- The downstream side contains high pressure refrigerant gas and a fitting used to mount a serviceable high-pressure A/C charge port valve.
- The downstream side also contains a fitting used to mount the A/C pressure transducer. A long-travel Schrader-type valve stem core is installed in the fitting so that the A/C pressure transducer can be removed without discharging the A/C system.
Evaporator Core
NOTE:
- If an evaporator core leak is suspected, the evaporator core must be vacuum leak tested before it is removed from the vehicle.
- Installation of a new suction accumulator is not required when repairing the air conditioning system except when there is physical evidence of system contamination from a failed A/C compressor or damage to the suction accumulator.
The evaporator core is the plate/fin type with a unique refrigerant flow path.
- A mixture of refrigerant and oil enters the evaporator core through the evaporator core inlet tube, continues over to the remaining five plate/fin sections, and then moves out of the evaporator core through the evaporator core outlet tube.
- This flow pattern accelerates the flow of refrigerant and oil through the evaporator core.
Evaporator Core Orifice Tube
NOTE: A new evaporator core orifice tube should be installed whenever a new A/C compressor is installed.
The A/C evaporator core orifice has the following characteristics:
- It is color-coded orange.
- It is located in the condenser to evaporator line.
- It has filter screens located on the inlet and outlet ends of the tube body.
- The inlet filter screen acts as a strainer for the liquid refrigerant flowing through the evaporator core orifice tube.
- O-ring seals on the evaporator core orifice tube prevent the high-pressure liquid refrigerant from bypassing the evaporator core orifice tube.
- It can be accessed through a fitting in the condenser to evaporator line.
- Adjustment or service cannot be carried out to the evaporator core orifice tube. A new evaporator core orifice must be installed.
Suction Accumulator
NOTE: Installation of a new suction accumulator is not required when repairing the air conditioning system except when there is physical evidence of system contamination from a failed A/C compressor or damage to the suction accumulator.
The suction accumulator is mounted near the RH shock tower. The evaporator outlet line attaches directly to the inlet of the suction accumulator and the compressor manifold and tube assembly attaches to the suction accumulator outlet.
After entering the inlet of the suction accumulator, the heavier oil-laden refrigerant contacts an internally mounted dome (which serves as an umbrella) and drips down onto the bottom of the canister.
- A small diameter oil bleed hole, in the bottom of the vapor return tube, allows the accumulated heavier liquid refrigerant and oil mixture to re-enter the compressor suction line at a controlled rate.
- As the heavier mixture passes through the small diameter liquid bleed hole, it has a second chance to vaporize and recirculate through the A/C compressor without causing compressor damage due to slugging.
- A fine mesh screened filter fits tightly around the bottom of the vapor return inlet to filter out refrigerant system contaminant particles.
- A desiccant bag is mounted inside the canister to absorb any moisture which may be in the refrigerant system.
Air Conditioning (A/C) Cycling Switch
The A/C cycling switch is mounted on a Schrader valve-type fitting on the suction accumulator.
- The A/C Cycling switch is used by the PCM to indicate if A/C refrigerant low side pressures are within operating specifications for A/C compressor operation. A 12 volt signal is supplied by the SJB when the ignition is in the run position to the cycling switch.
- A valve depressor, located inside the threaded end of the A/C cycling switch, presses in on the Schrader valve stem.
- This allows the suction pressure inside the suction accumulator to control the operation of the A/C cycling switch.
- The electrical switch contacts open when the suction pressure drops. The contacts close when the suction pressure rises.
- When the A/C Cycling switch contacts close, the 12 volt signal is sent to the PCM indicating A/C refrigerant low side pressures are within operating specifications for A/C compressor operation.
- When the A/C cycling switch contacts open, the 12 volts signal to the PCM is interrupted, indicating A/C refrigerant pressures are below operating specifications for A/C compressor operation.
- The A/C cycling switch will control the evaporator core pressure at a point where the plate/fin surface temperature will be maintained slightly above freezing.
- This prevents icing of the evaporator core and blockage of airflow.
- It is not necessary to recover the refrigerant system to remove the A/C cycling switch.
Pressure Transducer
The pressure transducer is used to interrupt A/C compressor operation in the event of high system discharge pressures.
- The A/C Pressure Transducer is used by the PCM to monitor A/C refrigerant high side pressures. A 5 volt reference voltage, ground and feedback circuit is provided by the PCM to the A/C Pressure Transducer. Feedback voltage will vary in correlation to A/C refrigerant high side pressures.
- The pressure transducer is mounted on a Schrader-type valve fitting on the high pressure side of the compressor manifold and tube assembly.
- A valve depressor, located inside the threaded end of the pressure transducer, presses on the Schrader valve stem.
- This allows the pressure transducer to monitor the A/C compressor discharge pressure.
- If A/C refrigerant high side pressures reach a predetermined pressure, the PCM will enable engine cooling fan high speed operation. If pressures continue to rise, the PCM will disable A/C compressor operation via the A/C relay. Once A/C refrigerant high side pressures fall below the predetermined level, the PCM will enable the A/C compressor, (if all other A/C compressor inputs are within range, i.e. PSP, ECT, etc).
- It is not necessary to recover the refrigerant system to remove the pressure transducer.
Spring Lock Coupling:
The spring lock coupling
The spring lock coupling is a refrigerant line coupling held together by a garter spring inside a circular cage.
- When the coupling is connected together, the flared end of the female fitting slips behind the garter spring inside the cage of the male fitting.
- The garter spring and cage then prevent the flared end of the female fitting from pulling out of the cage.
- Three O-ring seals are used to seal between the two halves of the couplings.
- Use only the O-ring seals listed in the Ford Master Parts Catalog for the spring lock coupling.
- A plastic indicator ring is used on the spring lock couplings of the evaporator core to indicate, during vehicle assembly, that the coupling is connected. Once the coupling is connected, the indicator ring is no longer necessary but will remain captive by the coupling near the cage opening.
- The indicator ring may also be used during service operations to indicate connection of the coupling.
- An A/C tube lock coupling clip may be used to secure the coupling but is not required.
Peanut Fitting
The A/C refrigerant line peanut fittings are sometimes used in place of spring lock couplings or tube-O fittings.
- The male and female blocks of the peanut fitting are retained with a nut.
- An O-ring seal is installed around the tube on the male block.
- Support the female fitting with a wrench to prevent twisting of the tubes.
- When correctly assembled the male and female fittings should be flush.
Tube O-Fitting:
Tube O-Fitting
When disconnecting or connecting tube O-fittings, observe the following.
- The male and female portions of the fitting are retained with a nut.
- Support the female fitting with a wrench to prevent twisting of the tubes when disconnecting.
- An O-ring seal is installed around the tube on the male side of the fitting.
- Use only the O-ring seal listed in the Ford Master Parts Catalog.
Refrigerant System Dye
Fluorescent refrigerant system dye is added to refrigerant system at the factory to assist in refrigerant system leak diagnosis using a Rotunda approved ultraviolet blacklight. It is not necessary add additional dye to the refrigerant system before diagnosing leaks, even if a significant amount of refrigerant has been removed from the system. suction accumulators are shipped with a fluorescent dye "wafer" included in the desiccant bag which will dissolve after approximately 30 minutes of continued A/C operation. It is not necessary to dye after flushing or filtering the refrigerant system because a new suction accumulator is installed part of the flushing or filtering procedure. Additional refrigerant system dye should only added if more than 50% of the refrigerant system lubricant capacity has been lost due to a fitting separation, hose rupture or other damage.