2009 Ford Focus SES

2009 HVAC Climate Control System - General Information and Diagnostics - Focus

2009 HVAC

Climate Control System - General Information and Diagnostics - Focus

SPECIFICATIONS
GENERAL SPECIFICATIONS

GENERAL SPECIFICATIONS
Item Specification
A/C Compressor
A/C compressor type DKS-17DS
Rotation Clockwise
A/C Compressor Magnetic Clutch
Air gap between pulley and hub 0.3-0.6 mm
(0.012-0.024 in)
A/C Pressure Relief Valve
Open 3,682 kPa (534 psi) minimum
Front Thermistor
Cut-in/cut-out 2.2°C (36°F)/0.6°C (33°F)
Refrigerant System Dye
R-134a Leak Detection Dye 164-R6060 or 164- -
R6081

MATERIAL

MATERIAL
Item Specification Fill Capacity
A/C Cooling Coil Coating - -
YN-29
A/C System Flushing Solvent - -
YN-23
PAG Refrigerant Compressor Oil WSH-M1C231-B 121 ml (4.1 fl oz)
(R-134a Systems)
YN-12-D
R-134a Refrigerant WSH-M17B19-A 0.51kg (18 oz) (1.12 lb)
YN-19 (US); CYN-16-P or CYN-
16-R (Canada)

DESCRIPTION AND OPERATION

CLIMATE CONTROL SYSTEM

Climate Control System Operation

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WARNING: Take the following precautions when repairing an air conditioning system
containing R-134a:

¡ Always wear safety goggles.

¡ Avoid contact with liquid refrigerant R-134a. R-134a vaporizes at
approximately -25°C (-13°F) under atmospheric pressure and will
freeze skin tissue.
¡ Never allow refrigerant R-134a gas to escape in quantity in an
occupied space. It will displace the oxygen needed to support life.
¡ Never use a torch in an atmosphere containing R-134a gas. R-134a is
non-toxic at all normal conditions, but it decomposes when exposed
to high temperatures such as a torch flame. During decomposition it
releases irritating and toxic gasses (as described in the MSDS sheet
from the manufacturer). Decomposition products are hydrofluoric
acid, carbon dioxide and water.

Failure to follow these instructions may result in serious personal injury.

NOTE: To avoid damaging the vehicle or air conditioning (A/C) components, the
following precautions must be observed.

l The A/C refrigerant of all vehicles must be identified and analyzed prior to refrigerant charging. Failure
to do so can contaminate the shop bulk refrigerant and other vehicles.
l Do not add R-12 refrigerant to an A/C system that requires the use of R-134a refrigerant. These 2 types of
refrigerant must never be mixed. Doing so can damage the A/C system.
l Charge the A/C system with R-134a refrigerant gas while the engine is running only at the low-pressure
side to prevent refrigerant slugging from damaging the A/C compressor.
l Use only R-134a refrigerant. Due to environmental concerns, when the A/C system is drained, the
refrigerant must be collected using refrigerant recovery/recycling equipment. Federal, State/Provincial
and/or local laws REQUIRE that R-134a be recovered into appropriate recovery equipment and the
process be conducted by qualified technicians who have been certified by an approved organization, such
as ASE or Mobile Air Conditioning Society (MACS). Use of a recovery machine dedicated to R-134a is
necessary to reduce the possibility of oil and refrigerant incompatibility concerns. Refer to the
instructions provided by the equipment manufacturer when removing refrigerant from or charging the
A/C system.
l Refrigerant R-134a must not be mixed with air for leak testing or used with air for any other purpose
above atmospheric pressure. R-134a is combustible when mixed with high concentrations of air and
higher pressures.
l A number of manufacturers are producing refrigerant products that are described as direct substitutes for
refrigerant R-134a. The use of any unauthorized substitute refrigerant can severely damage the A/C
components. If repair is required, use only new or recycled refrigerant R-134a.

NOTE: To avoid contamination of the air conditioning (A/C) system, the following
precautions must be observed.

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2009 HVAC Climate Control System - General Information and Diagnostics - Focus

l Never open or loosen a connection before recovering the refrigerant.

l When loosening a connection, if any residual pressure is evident, allow it to leak out before opening the
fitting.
l Evacuate a system that has been opened to install a new component or one that has discharged through
leakage before charging.
l Seal open fittings with a cap or plug immediately after disconnecting a component from the system.
l Clean the outside of the fittings thoroughly before disconnecting a component from the system.
l Do not remove the sealing caps from a new component until ready to install.
l Refrigerant oil will absorb moisture from the atmosphere if left uncapped. Do not open an oil container
until ready to use and install the cap immediately after using. Store the oil in a clean, moisture-free
container.
l Install a new O-ring seal before connecting an open fitting. Coat the fitting and O-ring seal with PAG oil
before connecting.
l When installing a refrigerant line, avoid sharp bends. Position the line away from the exhaust or any
sharp edges that can chafe the line.
l Tighten threaded fittings only to specifications. The steel and aluminum fittings used in the refrigerant
system will not tolerate overtightening.
l When disconnecting a fitting, use a wrench on both halves of the fitting to prevent twisting of the
refrigerant lines or tubes.
l Do not open a refrigerant system or uncap a new component unless it is as close as possible to room
temperature. This will prevent condensation from forming inside a component that is cooler than the
surrounding air.

The system consists of the following components:

l A/C compressor
l A/C compressor clutch assembly
l A/C condenser core
l A/C evaporator core
l Receiver/drier
l Connecting refrigerant lines
l Thermostatic Expansion Valve (TXV)
l Heater core and evaporator core housing
l HVAC module
l Blower switch
l Temperature blend door actuator
l Floor/defrost/panel door actuator
l Air inlet door actuator
l Blower motor resistor or speed control module
l Blower motor
l Evaporator discharge air temperature sensor

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2009 HVAC Climate Control System - General Information and Diagnostics - Focus

HVAC System

The HVAC system heats or cools the vehicle depending on the HVAC control panel selection.

l The HVAC control panel selections determine heating or cooling, air distribution and enables blower
motor operation.
l The temperature control setting determines the air temperature.
l The blower motor switch varies the blower motor speed.
l During A/C operation the system also reduces the relative humidity of the air.

The HVAC system operation is determined by the settings on the climate control module. The HVAC system is
composed of the HVAC module, blower motor resistor, mode door actuator, air inlet door actuator and
temperature blend door actuator to control the various functions.

The blower motor switch:

l sets the blower motor speed.

l directs the blower motor path to ground through the blower motor resistor to allow blower motor
operation in LO, MED-LO and MED-HI.
l directs the blower motor path directly to ground, bypassing the blower motor resistor, to allow blower
motor operation in HI.

The A/C request button:

l can request the A/C compressor ON or OFF when the function selector switch is in PANEL,
FLOOR/PANEL, FLOOR/DEFROST and FLOOR as the A/C request switch is pressed. Indicator
illuminates when A/C request switch is toggled ON.
l is inoperative in MAX A/C and OFF.
l indicator illuminates when the function selector switch is in MAX A/C and cannot be toggled OFF.
l indicator does not illuminate in OFF and cannot be toggled ON.
l indicator can be toggled ON or OFF in FLOOR/DEFROST and DEFROST modes. However, the A/C
compressor request can operate regardless of indicator status, in these modes, if the outside air
temperature is above 6°C (43°F).
l is serviced only with the HVAC module.

The function selector:

l selects airflow direction.

l is serviced only with the HVAC module.

The temperature selector:

l controls the temperature blend door actuator and door, allowing adjustment of outlet temperatures.

The air recirculation button:

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l selects either recirculated or outside air source.

l recirculates air in any mode except DEFROST, if requested.
l is disabled in MAX A/C or OFF mode where recirculated air only is used.
l is disabled in DEFROST mode where outside air only is used.
l may automatically turn off in FLOOR/DEFROST and DEFROST modes after 5 minutes.
l is serviced only with the HVAC module.

The HVAC module also includes:

l a rear window defrost button, refer to GLASS, FRAMES AND MECHANISMS article.

System Airflow Description

Max A/C

When MAX A/C is selected:

l the air inlet door actuator closes off outside air and admits only recirculated air.
l the recirc button is disabled and the indicator is illuminated.
l the floor/defrost/panel door directs airflow to the instrument panel A/C registers.
l blended air temperature is available.
l the A/C request button is illuminated and will be disabled.
l the A/C compressor can operate if the outside temperature is above approximately 6°C (43°F).
l the blower motor is ON.

PANEL

When PANEL is selected:

l the recirc request button is enabled. If the recirc request button is selected (indicator ON), the air inlet
door actuator closes off outside air from entering the passenger compartment. If the recirc request button
is not selected (indicator OFF), the air inlet door actuator admits only outside air into the passenger
compartment.
l the floor/defrost/panel door directs airflow to the instrument panel A/C registers.
l blended air temperature is available.
l the A/C request button is enabled. The A/C compressor can operate and the indicator will illuminate if the
A/C request button is selected and the outside temperature is above approximately 6°C (43°F).
l the blower motor is ON.

PANEL/FLOOR

When PANEL/FLOOR is selected:

l the recirc request button is enabled. If the recirc request button is selected (indicator ON), the air inlet

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door actuator closes off outside air from entering the passenger compartment. If the recirc request button
is not selected (indicator OFF), the air inlet door actuator admits only outside air into the passenger
compartment.
l the floor/defrost/panel door directs airflow to the floor duct and the instrument panel A/C registers. A
small amount of airflow from the side window demisters and defrost duct will be present.
l blended air temperature is available.
l the A/C request button is enabled. The A/C compressor can operate and the indicator will illuminate if the
A/C request button is selected and the outside temperature is above approximately 6°C (43°F).
l the blower motor is ON.

OFF

When OFF is selected:

l the recirc request button is disabled.

l the air inlet door actuator closes off outside air and admits only recirculated air. This is done to prevent
the natural flow of air through the outlets during vehicle movement.
l the A/C request button is disabled.
l the blower motor is OFF.

FLOOR

When FLOOR is selected:

l the recirc request button is enabled. If the recirc request button is selected (indicator ON), the air inlet
door actuator closes off outside air from entering the passenger compartment. If the recirc request button
is not selected (indicator OFF), the air inlet door actuator admits only outside air into the passenger
compartment.
l the floor/defrost/panel door directs airflow to the floor duct. A small amount of airflow from the defroster
duct and side window demisters will be present.
l blended air temperature is available.
l the A/C request button is enabled. The A/C compressor can operate and the indicator will illuminate if the
A/C request button is selected and the outside temperature is above approximately 6°C (43°F).
l the blower motor is ON.

FLOOR/DEFROST

When the FLOOR/DEFROST is selected:

l the recirc request button is enabled. If the recirc request button is selected (indicator ON), the air inlet
door actuator closes off outside air from entering the passenger compartment. If the recirc request button
is not selected (indicator OFF), the air inlet door actuator admits only outside air into the passenger
compartment.
l the floor/defrost/panel door directs airflow to the floor duct, the defroster duct and the side window
demisters.

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l blended air temperature is available.

l the A/C request button and indicator can be toggled. To reduce fogging, the A/C compressor request will
operate automatically, regardless of indicator status, if the outside temperature is above approximately 6°
C (43°F).
l the blower motor is ON.

DEFROST

When DEFROST is selected:

l the air inlet door actuator opens, admitting only outside air into the passenger compartment.
l the floor/defrost/panel door directs airflow to the defroster duct and side window demisters. A small
amount of airflow from the floor duct will be present.
l blended air temperature is available.
l the A/C request button and indicator can be toggled. To reduce fogging, the A/C compressor request will
operate automatically, regardless of indicator status, if the outside temperature is above approximately 6°
C (43°F).
l the blower motor is ON.

DIAGNOSTIC TESTS
CLIMATE CONTROL SYSTEM

SPECIAL TOOLS - CLIMATE CONTROL SYSTEM DIAGNOSTIC TESTS

Illustration Tool Name Tool Number
A/C Flush Adapter Kit 219-00074 or equivalent

Connector, Refrigerant 412-145 or equivalent

Flushing Equipment

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2009 HVAC Climate Control System - General Information and Diagnostics - Focus

FLUKE 77III Automotive 105-R0056 or equivalent

Meter

Pressure Test Kit 014-R1072 or equivalent

R-134a Manifold Gauge Set 176-R032A or equivalent

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2009 HVAC Climate Control System - General Information and Diagnostics - Focus

Refrigerant Leak Detector 216-00001 or equivalent

Vehicle Communication
Module (VCM) and Integrated -
Diagnostic System (IDS)
software with appropriate
hardware, or equivalent scan
tool

Principles of Operation

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Compressor Anti-Slugging Strategy (CASS)

Liquid refrigerant may accumulate in the A/C compressor under certain conditions. To alleviate damage to the
A/C compressor, CASS is utilized.

CASS is initiated only under specific conditions:

l The ignition is off for more than 8 hours

l The ambient temperature is above -4°C (25°F)
l Battery voltage is above 8.5 volts during engine cranking

When these conditions are present, the PCM will activate the A/C control relay prior to cranking of the engine.
The A/C control relay engages the A/C compressor for approximately 4-15 A/C compressor revolutions or a
maximum of 2 seconds (depending upon vehicle application), allowing the liquid refrigerant to be pushed from
the A/C compressor. CASS is initiated by the PCM regardless of the function selector switch position.

The Refrigerant Cycle

A thermistor which monitors the temperature of the air that has passed through the evaporator core controls A/C
clutch cycling. If the temperature of the evaporator core discharge air is low enough to cause the condensed
water vapor to freeze, the A/C clutch is disengaged by the vehicle PCM.

The high-side line pressure is also monitored so that A/C compressor operation will be interrupted if the system
pressure becomes too high or is determined to be too low (low charge condition).

The A/C compressor thermal protection switch will interrupt compressor operation if the compressor housing
exceeds temperature limits.

The A/C compressor relief valve will open and vent refrigerant to relieve unusually high system pressure.

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Fig. 1: Identifying Climate Control System Components

Courtesy of FORD MOTOR CO.

Item Description
1 A/C evaporator core
2 A/C evaporator core outlet air temperature thermistor
3 Thermostatic Expansion Valve (TXV)

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4 A/C suction line

5 A/C charge valve port (low side)
6 A/C compressor
7 A/C pressure relief valve
8 A/C pressure transducer
9 Compressor discharge line
10 Low-pressure vapor
11 High-pressure vapor
12 Low-pressure liquid
13 High-pressure liquid
14 A/C condenser core
15 Condenser-to-receiver/drier line
16 A/C receiver/drier
17 A/C charge valve port (high side)
18 Evaporator inlet line

Inspection and Verification

1. Verify the customer concern by operating the climate control system to duplicate the condition.
2. Inspect to determine if one of the following mechanical or electrical concerns apply:

VISUAL INSPECTION CHART

Mechanical Electrical
l Loose, missing or damaged A/C compressor l Battery Junction Box (BJB) fuse(s):
drive belt ¡ 12 (40A)
l Loose or disconnected A/C clutch ¡ 13 (10A)
l Broken or binding door/actuator l Smart Junction Box (SJB) fuse(s):
l Broken or leaking refrigerant lines ¡ 15 (10A)

¡ 37 (10A)

l Blower motor inoperative

l A/C compressor inoperative
l Circuitry open/shorted
l Disconnected electrical connectors

3. If the inspection reveals obvious concerns that can be readily identified, repair as necessary.

NOTE: Make sure to use the latest scan tool software release.

4. If the cause is not visually evident, connect the scan tool to the Data Link Connector (DLC).

NOTE: The Vehicle Communication Module (VCM) LED prove-out confirms power

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and ground from the DLC are provided to the VCM.

5. If the scan tool does not communicate with the VCM:

l check the VCM connection to the vehicle.

l check the scan tool connection to the VCM.

l refer to MODULE COMMUNICATIONS NETWORK article, No Power To The Scan Tool, to

diagnose no power to the scan tool.
6. If the scan tool does not communicate with the vehicle:
l verify the ignition key is in the ON position.

l verify the scan tool operation with a known good vehicle.

l refer to MODULE COMMUNICATIONS NETWORK article to diagnose no response from the

PCM or HVAC module.
7. Carry out the network test.
l If the scan tool responds with no communication from one or more modules, refer to MODULE
COMMUNICATIONS NETWORK article.
l If the network test passes, retrieve and record the continuous memory DTCs.

8. Carry out the self-test diagnostics from the PCM or HVAC and retrieve any DTCs.

NOTE: Some PCM DTCs may inhibit A/C operation. If any PCM DTCs are retrieved,
diagnose those first. Refer to PCM DTC CHART.

9. If the HVAC DTCs retrieved are related to the concern, go to HVAC MODULE DTC CHART. If the
PCM DTCs retrieved are related to the concern, go to PCM DTC CHART. For all other DTCs, refer to
MULTIFUNCTION ELECTRONIC MODULES article.
10. If no DTCs related to the concern are retrieved, go to Symptom Chart - Climate Control System or Go
to Symptom Chart - NVH.

HVAC Module - Diagnostic Methods

The HVAC system must be diagnosed by first retrieving any DTCs, if present.

l An on-demand (hard fault) DTC indicates that the fault is currently present. An on-demand DTC suggests
a wiring fault, disconnected connector or component failure.
l A continuous (intermittent) DTC alone (corresponding on-demand DTC is not present) indicates that the
fault is an intermittent condition and may not be currently present. A continuous only DTC suggests a
poor wiring connection, loose pin or terminal or intermittent component failure.

On-demand (hard fault) or continuous (intermittent fault) DTCs can be retrieved using a scan tool. If using a
scan tool, refer to the scan tool operating manual.

Always retrieve both on-demand and continuous DTCs before proceeding with diagnosis and/or repair. If no
on-demand or continuous DTCs are present, go to Symptom Chart - Climate Control Systems for the
appropriate diagnostic action.

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HVAC Module Cold Boot Process

The purpose of the cold boot process is to allow the HVAC module to reinitialize and calibrate the actuators. To
carry out the cold boot process, follow the steps below.

1. Turn the ignition switch to the OFF position.

2. Disconnect the HVAC module electrical connectors.
3. Inspect the module connections for:
l corrosion.

l pushed-out pins.

l incorrectly seated connector.

4. Wait one minute.

5. Connect the HVAC module electrical connectors.
6. Turn the ignition switch to the ON position.
7. Select any position except OFF on the HVAC module.

The HVAC module will now initialize and calibrate the actuators. Calibration of the actuators will take
approximately 30 seconds.

8. Carry out the on-demand self test.

DTC Charts

PCM DTC CHART

DTC Description Action to Take
P0532 A/C Pressure Refrigerant Sensor A Circuit Go to Pinpoint Test a.
Low
P0533 A/C Refrigerant Pressure Sensor A Circuit Go to Pinpoint Test a.
High
P0645 Air Conditioning Clutch Relay (A/CCR) Go to Pinpoint Test b.
Control Circuit
P1464 A/C Demand Out Of Self Test Range If the HVAC selector was not in the OFF
position, place it in the OFF position,
CLEAR the DTCs and REPEAT the self-test.
If the DTC does not return, ignore the DTC
and continue diagnostics. If the DTC returns,
go to Pinpoint Test j. a
All Other - REFER to appropriate INTRODUCTION-
DTCs GASOLINE MODELS article.

a PCM DTC P1464 will set if the function selector is in PANEL with A/C button pressed, DEFROST or MAX
A/C mode when the on-demand self test is being run.

NOTE: Some PCM DTCs may inhibit A/C operation. If any PCM DTCs are retrieved,

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diagnose those first. Refer to PCM DTC CHART.

HVAC MODULE DTC CHART

DTC Description Action to Take
B1200 Stuck Button Button held too long may set DTC.
ATTEMPT to clean buttons. If code returns,
INSTALL a new HVAC module. REFER to
CLIMATE CONTROL article.
B12A4 Mode Door Actuator, Drive Circuit(s) Go to Pinpoint Test F.
Shorted to Battery Voltage
B12A5 Mode Door Actuator, Feedback Circuit Go to Pinpoint Test F.
Open or Shorted to Battery Voltage
B12A6 Mode Door Actuator, Feedback Circuit Go to Pinpoint Test F.
Shorted to Ground
B12A7 Mode Door Actuator, Slow or Door Go to Pinpoint Test F.
Obstructed
B12A8 Recirc Door Actuator, Drive Circuit(s) Go to Pinpoint Test E.
Open or Shorted to Ground
B12A9 Recirc Door Actuator, Drive Circuit(s) Go to Pinpoint Test E.
Shorted to Battery Voltage
B12AA Recirc Door Actuator, Slow or Door Go to Pinpoint Test E.
Obstructed
B12AF Front Blower Motor Relay Drive Circuit Go to Pinpoint Test L.
Shorted to Battery Voltage
B12B0 Front Blower Motor Relay Drive Circuit If the blower motor is inoperative, go to
Open or Shorted to Ground Pinpoint Test L.
If the blower motor is always on, REPAIR
circuit CH123 (VT/GN) for a short to ground.
CLEAR the DTCs. REPEAT the self-test.
TEST the system for normal operation.
B12B3 Blend Door Actuator, Drive Circuit(s) Go to Pinpoint Test K.
Shorted to Battery Voltage
B12B5 Blend Door Actuator, Feedback Circuit Go to Pinpoint Test K.
Open or Shorted to Battery Voltage
B12B6 Blend Door Actuator, Feedback Circuit Go to Pinpoint Test K.
Shorted to Ground
B12B7 Blend Door Actuator, Slow or Door Go to Pinpoint Test K.
Obstructed
B12B9 Vref (5V) Drive Circuit Shorted to BatteryREPAIR circuit LH111 (BN/WH) for a short
Voltage to voltage. CLEAR the DTCs. REPEAT the
self-test. TEST the system for normal
operation.
B12BA Vref (5V) Drive Circuit Shorted to Ground REPAIR circuit LH111 (BN/WH) for a short
to ground. CLEAR the DTCs. REPEAT the
self-test. TEST the system for normal

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operation.
B1342 Module is Faulted INSTALL a new HVAC module. REFER to
CLIMATE CONTROL article.
B1676 Battery Voltage Out of Range Go to Pinpoint Test N.
B2826 Front Evaporator Temp Sensor Circuit Go to Pinpoint Test C.
Failure
B2827 Front Evaporator Temp Sensor Short to Go to Pinpoint Test C.
Ground
B297A Blend Door Actuator, Drive Circuit(s) Go to Pinpoint Test K.
Open
B297B Blend Door Actuator, Drive Circuit(s) Go to Pinpoint Test K.
Shorted to Ground
B298A Mode Door Actuator, Drive Circuit(s) Go to Pinpoint Test F.
Open
B298B Mode Door Actuator, Drive Circuit(s) Go to Pinpoint Test F.
Shorted to Ground
U0140 Lost Communication With Generic CLEAR The DTCs. REPEAT the self-test. If
Electronic Module (GEM) the DTC returns, REFER to MODULE
COMMUNICATIONS NETWORK article
to diagnose the lost communication with the
GEM.
U2050 No Application Present INSTALL a new HVAC module. REFER to
CLIMATE CONTROL article.
All Other - REFER to the Master DTC Chart in
DTCs MULTIFUNCTION ELECTRONIC
MODULES article.

Symptom Chart - Climate Control System

NOTE: Some PCM DTCs may inhibit A/C operation. If any PCM DTCs are retrieved,
diagnose those first. Refer to PCM DTC CHART.

SYMPTOM CHART - CLIMATE CONTROL SYSTEM

Condition Possible Sources Action
l No communication with l Fuse(s) l REFER to MODULE
the HVAC module l Circuitry open COMMUNICATIONS
NETWORK article.
l HVAC module
communication network
l HVAC functions l HVAC system and/or l Go to Pinpoint Test D.
verification related components
l Reduced outlet airflow l Circuitry short l If the A/C compressor does
l A/C compressor clutch air not cycle, go to Pinpoint Test
gap I.

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l A/C cycling switch l If the A/C compressor cycles

l A/C clutch relay normally, go to Pinpoint Test
M.
l Blower motor
l Blower motor control
l Blower motor resistor
l Blower motor switch
l PCM
l The air inlet door is l Circuitry open/shorted l Go to Pinpoint Test E.
inoperative l Air inlet door actuator
l Air inlet door/linkage
damaged, binding or stuck
l HVAC module
l Incorrect/erratic direction l Circuitry open/shorted l Go to Pinpoint Test F.
of airflow from outlets l Mode door actuator
l Mode door/linkage
damaged, binding or stuck
l HVAC module
l Insufficient, erratic or no l Low engine coolant level l Go to Pinpoint Test G.
heat l Plugged or partially
plugged heater core
l Temperature blend
door/actuator
l The air conditioning (A/C) l Fuse(s) l Go to Pinpoint Test H.
is inoperative l Circuitry open
l A/C system
discharged/low charge
l PCM
l HVAC module
l A/C clutch relay
l A/C compressor clutch air
gap
l A/C clutch field coil
l The air conditioning (A/C) l Circuitry shorted l Go to Pinpoint Test I.
is always on - A/C l PCM
compressor does not cycle
l A/C clutch relay
l A/C compressor clutch air
gap
l The A/C is always on - l Circuitry shorted l Go to Pinpoint Test J.

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A/C mode always l HVAC module

commanded ON
l Temperature control is l Circuitry open/shorted l Go to Pinpoint Test K.
inoperative/does not l HVAC module
operate correctly
l Temperature blend door is
binding or stuck
l Temperature blend door
actuator
l The blower motor is l Fuse(s) l Go to Pinpoint Test L.
inoperative l Circuitry open
l Blower motor switch
l Blower motor relay
l Blower motor
l HVAC module
l The blower motor does not l Circuitry open/shorted l Go to Pinpoint Test M.
operate correctly l A/C blower motor resistor
l A/C blower motor switch

Symptom Chart - NVH

NOTE: NVH symptoms will be identified using the diagnostic tools that are available.
For a list of these tools, an explanation of their uses and a glossary of common
terms, refer to NOISE, VIBRATION AND HARSHNESS article. Since it is possible
that any one of multiple systems may be the cause of a symptom, it may be
necessary to use a process of elimination to pinpoint the responsible system. If
this is not the causal system for the symptom, refer back to NOISE, VIBRATION
AND HARSHNESS article for the next likely system and continue diagnosis.

SYMPTOM CHART - NVH

Condition Possible Sources Action
l Noisy A/C compressor l A/C compressor clutch air l CHECK and ADJUST the
clutch gap out of specification A/C compressor clutch gap
if necessary. REFER to Air
Conditioning (A/C) Clutch
Air Gap Adjustment.
TEST the system for normal
operation.
l If the A/C compressor clutch
gap is OK, INSTALL an
A/C compressor clutch.
REFER to CLIMATE
CONTROL article. TEST

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the system for normal

operation.

Pinpoint Tests

NOTE: As pinpoint tests and measurements are being carried out, be sure to inspect
for any disconnected, loose-fitting or incorrectly installed component, module
and in-line electrical connectors and pins.

Pinpoint Test A: DTC P0532 or P0533

Refer to appropriate SYSTEM WIRING DIAGRAMS article, Electronic Engine Controls for schematic and
connector information.

Normal Operation

Under normal operation, the A/C pressure transducer receives a ground from the PCM through circuit RE407
(YE/VT). A 5-volt reference voltage is supplied to the A/C pressure transducer from the PCM through circuit
LE424 (YE/GN). The A/C pressure transducer sends a voltage to the PCM through circuit VH433 (VT/OG) to
indicate the A/C pressure.

l DTC P0532 A/C Pressure Refrigerant Sensor A Circuit Low - The A/C pressure transducer inputs a
voltage to the PCM. If the voltage is below the calibrated level, this DTC sets.
l DTC P0533 A/C Pressure Refrigerant Sensor A Circuit High - The A/C pressure transducer inputs a
voltage to the PCM. If the voltage is above the calibrated level, this DTC sets.

This pinpoint test is intended to diagnose the following:

l Wiring, terminals or connectors

l A/C pressure transducer
l PCM

PINPOINT TEST A: DTC P0532 OR P0533

NOTE: When disconnecting and reconnecting the pressure transducer electrical

connector, make sure that the connector-locking device is in place and that the
locking device and connector are correctly and fully seated.

A1 CHECK THE PCM OUTPUT VOLTAGE

l Key in OFF position.

l Disconnect: A/C Pressure Transducer C1260

l Key in ON position.

l Measure the voltage between ground and A/C pressure transducer C2160-2, circuit LE424
(YE/GN), harness side.

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Fig. 2: Checking PCM Output Voltage

Courtesy of FORD MOTOR CO.

lIs the voltage between 4.7 and 5.1 volts?

YES : Go to A2.
NO : REPAIR circuit LE424 (YE/GN) for an open. CLEAR the DTCs. REPEAT the self-test.
TEST the system for normal operation.
A2 CHECK THE PCM SENSOR GROUND
l Measure the voltage between A/C pressure transducer C2160-1, circuit RE407 (YE/VT), harness
side and A/C pressure transducer C2160-2, circuit LE424 (YE/GN), harness side.

Fig. 3: Checking PCM Sensor Ground

Courtesy of FORD MOTOR CO.

lIs the voltage between 4.7 and 5.1 volts?

YES : For DTC P0532 , go to A3. For DTC P0533 , go to A5.
NO : REPAIR circuit RE407 (YE/VT) for an open. CLEAR the DTCs. REPEAT the self-test.
TEST the system for normal operation.
A3 CHECK THE A/C PRESSURE TRANSDUCER HIGH
l Enter the following diagnostic mode on the diagnostic tool: A/C Pressure (ACP_PRESS) PCM PID

l While observing the ACP_PRESS PCM PID, connect a fused jumper between A/C pressure
transducer C2160-3, circuit VH433 (VT/OG), harness side and A/C pressure transducer C2160-2,
circuit LE424 (YE/GN), harness side.

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Fig. 4: Checking A/C Pressure Transducer High

Courtesy of FORD MOTOR CO.

lDoes the ACP_PRESS PCM PID voltage read greater than 4 volts?
YES : INSTALL a new A/C pressure transducer. CLEAR the DTCs. REPEAT the self-test. TEST
the system for normal operation.
NO : Go to A4.
A4 CHECK CIRCUIT VH433 (VT/OG) FOR A SHORT TO GROUND
l Key in OFF position.

l Disconnect: PCM C175b

l Measure the resistance between ground and A/C pressure transducer C2160-3, circuit VH433
(VT/OG), harness side.

Fig. 5: Checking Circuit VH433 (VT/OG) For A Short To Ground

Courtesy of FORD MOTOR CO.

lIs the resistance greater than 10,000 ohms?

YES : Go to A7.
NO : REPAIR circuit VH433 (VT/OG) for a short to ground. CLEAR the DTCs. REPEAT the self-
test. TEST the system for normal operation.
A5 CHECK THE A/C PRESSURE TRANSDUCER HIGH
l Enter the following diagnostic mode on the diagnostic tool: A/C Pressure (ACP_PRESS) PCM PID

l While observing the ACP_PRESS PCM PID, connect a fused jumper between A/C pressure
transducer C2160-3, circuit VH433 (VT/OG), harness side and A/C pressure transducer C2160-1,
circuit RE407 (YE/VT), harness side.

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Fig. 6: Checking A/C Pressure Transducer High

Courtesy of FORD MOTOR CO.

lDoes the ACP_PRESS PCM PID voltage read less than 4.9 volts?
YES : INSTALL a new A/C pressure transducer. CLEAR the DTCs. REPEAT the self-test. TEST
the system for normal operation.
NO : Go to A6.
A6 CHECK CIRCUIT VH433 (VT/OG) FOR A SHORT TO VOLTAGE
l Key in OFF position.

l Disconnect: PCM C175b

l Key in ON position.

l Measure the voltage between ground and A/C pressure transducer C2160-3, circuit VH433
(VT/OG), harness side.

Fig. 7: Checking Circuit VH433 (VT/OG) For A Short To Voltage

Courtesy of FORD MOTOR CO.

lIs any voltage present?

YES : REPAIR circuit VH433 (VT/OG) for a short to voltage. CLEAR the DTCs. REPEAT the
self-test. TEST the system for normal operation.
NO : Go to A7.
A7 CHECK CIRCUIT VH433 (VT/OG) FOR A SHORT TO CIRCUIT LE424 (YE/GN) OR
RE407 (YE/VT)
l Key in OFF position.

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NOTE: For DTC P0532 only.

l Measure the resistance between A/C pressure transducer C2160-3, circuit VH433 (VT/OG),
harness side and A/C pressure transducer C2160-1, circuit RE407 (YE/VT), harness side.

Fig. 8: Checking Circuit VH433 (VT/OG) For A Short To Circuit RE407 (YE/VT)
Courtesy of FORD MOTOR CO.

NOTE: For DTC P0533 only.

l Measure the resistance between A/C pressure transducer C2160-3, circuit VH433 (VT/OG),
harness side and A/C pressure transducer C2160-2, circuit LE424 (YE/GN), harness side.

Fig. 9: Checking Circuit VH433 (VT/OG) For A Short To Circuit LE424 (YE/GN)
Courtesy of FORD MOTOR CO.

lIs the resistance greater than 10,000 ohms?

YES : Go to A8.
NO : REPAIR circuit VH433 (VT/OG) for a short to circuit LE424 (YE/GN) or RE407 (YE/VT).
CLEAR the DTCs. REPEAT the self-test. TEST the system for normal operation.
A8 CHECK CIRCUIT VH433 (VT/OG) FOR AN OPEN
l Measure the resistance between A/C pressure transducer C2160-3, circuit VH433 (VT/OG),
harness side and PCM C175b-31, circuit VH433 (VT/OG), harness side

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Fig. 10: Checking Circuit VH433 (VT/OG) For An Open

Courtesy of FORD MOTOR CO.

l Is the resistance less than 5 ohms?

YES : Go to A9.
NO : REPAIR circuit VH433 (VT/OG) for an open. CLEAR the DTCs. REPEAT the self-test.
TEST the system for normal operation.
A9 CHECK THE PCM CONNECTION
l Clear the DTCs.

l Disconnect all the PCM connectors.

l Check for:

¡ corrosion.

¡ pushed-out pins.

¡ incorrectly seated connector.

l Connect and correctly seat all the PCM connectors.

l Operate the system.

l Does the concern return?

YES : INSTALL a new PCM. Refer to ELECTRONIC ENGINE CONTROLS . TEST the
system for normal operation.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector.

Pinpoint Test B: DTC P0645

Refer to appropriate SYSTEM WIRING DIAGRAMS article, Manual Climate Control System for schematic
and connector information.

Normal Operation

Under normal operation, voltage is provided to the A/C clutch relay coil. When A/C is requested, and A/C line
pressures allow, a ground is provided to the A/C clutch relay coil from the PCM through circuit CH302
(WH/BN), energizing the A/C clutch relay.

l DTC P0645 - A/C Clutch Relay Control Circuit - The DTC sets when the PCM grounds the relay circuit,

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excessive current draw is detected on the relay circuit or, with the relay circuit not grounded by the PCM,
voltage is not detected on the relay circuit the PCM expects to detect voltage coming through the relay
coil to the relay circuit.

This pinpoint test is intended to diagnose the following:

l Wiring, terminals or connectors

l A/C clutch relay
l PCM

PINPOINT TEST B: DTC P0645

B1 CHECK THE VOLTAGE TO THE A/C CLUTCH RELAY

l Key in OFF position.

l Disconnect: A/C Clutch Relay

l Key in ON position.

l Measure the voltage between ground and the A/C clutch relay socket .

Fig. 11: Checking Voltage To A/C Clutch Relay

Courtesy of FORD MOTOR CO.

l Is the voltage greater than 10 volts?

YES : CARRY OUT the A/C clutch relay component test. REFER to appropriate COMPONENT
TESTING article. If the relay tests OK, go to B2.
NO : INSTALL a new Battery Junction Box (BJB). CLEAR the DTCs. REPEAT the self-test.

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TEST the system for normal operation.

B2 CHECK CIRCUIT CH302 (WH/BN) FOR A SHORT TO VOLTAGE
l Key in OFF position.

l Disconnect: PCM C175b

l Key in ON position.

l Measure the voltage between ground and PCM C175b-2, circuit CH302 (WH/BN), harness side.

Fig. 12: Checking Circuit CH302 (WH/BN) For A Short To Voltage

Courtesy of FORD MOTOR CO.

lIs any voltage present?

YES : REPAIR circuit CH302 (WH/BN) for a short to voltage. CLEAR the DTCs. REPEAT the
self-test. TEST the system for normal operation.
NO : Go to B3.
B3 CHECK CIRCUIT CH302 (WH/BN) FOR A SHORT TO GROUND
l Key in OFF position.

l Measure the resistance between ground and PCM C175b-2, circuit CH302 (WH/BN), harness side.

Fig. 13: Checking Circuit CH302 (WH/BN) For A Short To Ground

Courtesy of FORD MOTOR CO.

l Is the resistance greater than 10,000 ohms?

YES : Go to B4.
NO : REPAIR circuit CH302 (WH/BN) for a short to ground. CLEAR the DTCs. REPEAT the
self-test. TEST the system for normal operation.

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B4 CHECK CIRCUIT CH302 (WH/BN) FOR AN OPEN

l Measure the resistance between A/C clutch relay socket, circuit CH302 (WH/BN) and PCM
C175b-2, circuit CH302 (WH/BN), harness side.

Fig. 14: Checking Circuit CH302 (WH/BN) For An Open

Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : Go to B5.
NO : REPAIR circuit 321 (GY/WH) for an open. CLEAR the DTCs. REPEAT the self-test. TEST
the system for normal operation.
B5 CHECK THE PCM CONNECTION
l Clear the DTCs.

l Disconnect all the PCM connectors.

l Check for:

¡ corrosion.

¡ pushed-out pins.

¡ incorrectly seated connector.

l Connect and correctly seat all the PCM connectors.

l Operate the system.

l Does the concern return?

YES : INSTALL a new PCM. Refer to ELECTRONIC ENGINE CONTROLS . TEST the
system for normal operation.

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NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector.

Pinpoint Test C: DTC B2826 or B2827

Refer to appropriate SYSTEM WIRING DIAGRAMS article, Manual Climate Control System for schematic
and connector information.

Normal Operation

Under normal operation, the evaporator discharge air temperature sensor receives a ground from the HVAC
module through circuit RH111 (GY/BU). A 5-volt reference voltage is supplied to the evaporator discharge air
temperature sensor from the HVAC module through circuit CH206 (YE/VT).

l DTC B2826 Front Evaporator Temp Sensor Circuit Failure - The module senses no voltage drop on the
sensor reference voltage circuit, indicating an open circuit.
l DTC B2827 Front Evaporator Temp Sensor Short to Ground - The module senses excessive voltage drop
on the sensor reference voltage circuit, indicating a short directly to ground.

This pinpoint test is intended to diagnose the following:

l Wiring, terminals or connectors

l Evaporator discharge air temperature sensor
l HVAC module

PINPOINT TEST C: DTC B2826 OR B2827

C1 CHECK THE SENSOR RESISTANCE

l Key in OFF position.

l Disconnect: Evaporator Discharge Temperature Sensor C296

l Allow enough time for the evaporator to stabilize to the outside ambient temperature.

l Measure the resistance between evaporator discharge temperature sensor C296 terminals and
compare to the table below.

Ambient Temperature Resistance

-40°C (-40°F) 832,591-1,017,523 ohms
-20°C (-4°F) 263,111-290,807 ohms
0°C (32°F) 91,058-100,644 ohms
20°C (68°F) 35,473-39,207 ohms
25°C (77°F) 28,500-31,500 ohms
40°C (104°F) 15,307-16,919 ohms
60°C (140°F) 7,171-7,925 ohms
100°C (212°F) 1,976-2,184 ohms
120°C (248°F) 1,131-1,251 ohms

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Fig. 15: Checking Evaporator Discharge Temperature Sensor Resistance

Courtesy of FORD MOTOR CO.

lIs the resistance within the specified values for the temperatures?
YES : Go to C2.
NO : INSTALL a new evaporator discharge sensor. REFER to CLIMATE CONTROL article.
CLEAR the DTCs. REPEAT the self-test. TEST the system for normal operation.
C2 CHECK THE HVAC SENSOR OUTPUT VOLTAGE
l Key in ON position.

l Press the Power button.

l Measure the voltage between evaporator discharge temperature sensor C296-2, circuit CH206
(YE/VT), harness side and C296-1, circuit RH111 (GY/BU), harness side.

Fig. 16: Checking HVAC Sensor Output Voltage

Courtesy of FORD MOTOR CO.

l Is the voltage between 4.7 and 5.1 volts?

YES : INSTALL a new evaporator discharge sensor. REFER to CLIMATE CONTROL article.
CLEAR the DTCs. REPEAT the self-test. TEST the system for normal operation. If code returns,
Go to C7.
NO : For DTC B2826 , go to C3.

For DTC B2827 , go to C5.

C3 CHECK CIRCUIT CH206 (YE/VT) FOR AN OPEN

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l Key in OFF position.

l Disconnect: HVAC Module C2357a
l Measure the resistance between HVAC module C2357a-6, circuit CH206 (YE/VT), harness side
and evaporator discharge temperature sensor C296-2, circuit CH206 (YE/VT), harness side.

Fig. 17: Checking Circuit CH206 (YE/VT) For An Open

Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : Go to C4.
NO : REPAIR circuit CH206 (YE/VT) for an open. CLEAR the DTCs. REPEAT the self-test.
TEST the system for normal operation.
C4 CHECK CIRCUIT RH111 (GY/BU) FOR AN OPEN
l Measure the resistance between HVAC module C2357a-10, circuit RH111 (GY/BU), harness side
and evaporator discharge temperature sensor C296-1, circuit RH111 (GY/BU), harness side.

Fig. 18: Checking Circuit RH111 (GY/BU) For An Open

Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : Go to C7.
NO : REPAIR circuit RH111 (GY/BU) for an open. CLEAR the DTCs. REPEAT the self-test.
TEST the system for normal operation.
C5 CHECK CIRCUITS CH206 (YE/VT) AND RH111 (GY/BU) FOR A SHORT TOGETHER
l Key in OFF position.

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l Disconnect: HVAC Module C2357a

l Measure the resistance between evaporator discharge temperature sensor C296-2, circuit CH206
(YE/VT), harness side and C296-1, circuit RH111 (GY/BU), harness side.

Fig. 19: Checking Circuits CH206 (YE/VT) And RH111 (GY/BU) For A Short Together
Courtesy of FORD MOTOR CO.

lIs the resistance greater than 10,000 ohms?

YES : Go to C6.
NO : REPAIR circuits CH206 (YE/VT) and RH111 (GY/BU) for a short together. CLEAR the
DTCs. REPEAT the self-test. TEST the system for normal operation.
C6 CHECK CIRCUIT CH206 (YE/VT) FOR A SHORT TO GROUND
l Measure the resistance between HVAC module C2357a-6, circuit CH206 (YE/VT), harness side
and ground.

Fig. 20: Checking Circuit CH206 (YE/VT) For A Short To Ground

Courtesy of FORD MOTOR CO.

lIs the resistance greater than 10,000 ohms?

YES : Go to C7.
NO : REPAIR circuit CH206 (YE/VT) for a short to ground. CLEAR the DTCs. REPEAT the self-
test. TEST the system for normal operation.
C7 CHECK THE MODULE CONNECTION
l Carry out the HVAC Module Cold Boot Process. Refer to HVAC Module Cold Boot Process.

l Operate the system.

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l Does the concern return?

YES : INSTALL a new HVAC module. REFER to CLIMATE CONTROL article. TEST the
system for normal operation.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector. CLEAR the DTCs. REPEAT the self-test. TEST the system for normal
operation.

Pinpoint Test D: HVAC Functions Verification

This pinpoint test is intended to diagnose the following:

l Incorrect functioning of the HVAC system

PINPOINT TEST D: HVAC FUNCTIONS VERIFICATION

D1 CARRY OUT THE MODULES SELF-TESTS

l Key in ON position.

l Carry out the HVAC and PCM modules self-tests. Record the DTCs displayed, if any.

l Were any DTCs displayed as a result of the self-tests?

YES : REFER to HVAC MODULE DTC CHART or PCM DTC CHART. CARRY OUT the
necessary diagnosis and REPAIR as required.
NO : Go to D2.
D2 CHECK THE BLOWER MOTOR OPERATION
l Select PANEL mode.

l Observe blower motor operation and select each blower motor speed.

l Does the blower motor operate in all selections and change speed in each?

YES : Go to D3.
NO : If the blower motor does not operate in any setting, go to Pinpoint Test L.

If the blower motor does not properly change speeds or shut OFF, go to Pinpoint Test M.

D3 CHECK AIRFLOW OPERATION

l Select the highest blower motor setting.

NOTE: Refer to DESCRIPTION AND OPERATION for proper airflow

descriptions.

l While observing the airflow, select each of the airflow positions (PANEL, PANEL/FLOOR,
FLOOR, FLOOR/DEFROST, DEFROST).
l Is the airflow directed to the proper outlets?
YES : Go to D4.
NO : Go to Pinpoint Test F.

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D4 VERIFY TEMPERATURE CONTROL OPERATION

l Start the vehicle and allow it to reach normal operating temperature.

l With the A/C OFF, select PANEL mode.

l Change the temperature setting from the coldest to the warmest and back to the coldest

l Does the temperature change between very warm to cool?

YES : Go to D5.
NO : If the temperature does not get very warm, go to Pinpoint Test G.

If the temperature does not change at all, go to Pinpoint Test K.

D5 VERIFY THE A/C CLUTCH DOES NOT ENGAGE WITH A/C OFF
l With the A/C OFF, select PANEL mode.

l Select the coldest temperature setting.

l Is the outlet temperature close to ambient temperature?

YES : Go to D6.
NO : If the temperature is warmer than ambient temperature, go to Pinpoint Test K and diagnose
for inoperative blend door.

If the outlet temperature is significantly colder than ambient temperature and the A/C compressor
clutch cycles normally, go to Pinpoint Test J.

If the outlet temperature is significantly colder than ambient temperature and the A/C compressor
clutch does not cycle, go to Pinpoint Test I.

D6 VERIFY A/C CLUTCH ENGAGEMENT IN THE A/C MODE

l Make sure the ambient air temperature is above 2°C (35°F).

l Select PANEL mode.

l Press the A/C button (indicator ON).

l Does the A/C clutch engage when the PANEL and A/C button (indicator ON) is pressed?

YES : Go to D7.
NO : Go to Pinpoint Test H.
D7 CHECK THE RECIRC OPERATION
l Press the RECIRC button (indicator OFF).

l Select PANEL mode.

l Select the highest blower motor setting.

l Observe airflow noise.

l Press the RECIRC button (indicator ON).

l Does the airflow noise increase when the RECIRC mode is selected (indicator ON)?

YES : The system is operating normally.

NO : Go to Pinpoint Test E.

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Pinpoint Test E: The Air Inlet Door is Inoperative

Refer to appropriate SYSTEM WIRING DIAGRAMS article, Manual Climate Control System for schematic
and connector information.

Normal Operation

Under normal operation, the air inlet (recirc) door actuator motor is supplied voltage or ground on circuit
CH208 (GN/OG), depending on desired actuator rotation, by the HVAC module. The HVAC module then
supplies the appropriate voltage or ground to the other side of the actuator motor on circuit CH207 (BU/GY).

l DTC B12A8 Recirc Door Actuator, Drive Circuit(s) Open or Shorted to Ground - The module senses no
voltage on the door actuator drive circuit(s), indicating an open circuit or a short directly to ground.
l DTC B12A9 Recirc Door Actuator, Drive Circuit(s) Shorted to Battery Voltage - The module senses
voltage on the door actuator drive circuits, indicating a short directly to voltage.
l DTC B12AA Recirc Door Actuator, Slow or Door Obstructed - The module senses no change in actuator
feedback voltage when the actuator motor has been energized.

This pinpoint test is intended to diagnose the following:

l Wiring, terminals or connectors

l Air inlet door actuator
l HVAC module
l Stuck or damaged linkage or door

PINPOINT TEST E: THE AIR INLET DOOR IS INOPERATIVE

E1 CHECK THE HVAC MODULE FOR DTCs

l Key in ON position.

l Check the HVAC module for DTCs.

l Is DTC B12A8 or B12A9 present?

YES : For DTC B12A9 , go to E2.

For DTC B12A8 , go to E3.

NO : INSPECT for broken/binding actuator drive shaft or door. REPAIR as necessary. If no

condition is found, go to E6.
E2 CHECK CIRCUITS CH207 (BU/GY) AND CH208 (GN/OG) FOR A SHORT TO POWER
l Key in OFF position.

l Disconnect: HVAC Module C2357a

l Disconnect: Recirc Door Actuator C2261

l Key in ON position.

l Measure the voltage between ground and:

l HVAC module C2357a-16, circuit CH208 (GN/OG), harness side.

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l HVAC module C2357a-15, circuit CH207 (BU/GY), harness side.

Fig. 21: Checking Circuits CH207 (BU/GY) And CH208 (GN/OG) For A Short To Power
Courtesy of FORD MOTOR CO.

lIs any voltage present?

YES : REPAIR circuit CH207 (BU/GY) or CH208 (GN/OG) for a short to power. CLEAR the
DTCs. REPEAT the self-test. TEST the system for normal operation.
NO : Go to E5.
E3 CHECK CIRCUITS CH207 (BU/GY) AND CH208 (GN/OG) FOR AN OPEN
l Key in OFF position.

l Disconnect: HVAC Module C2357a

l Disconnect: Recirc Door Actuator C2261

l Measure the resistance between HVAC module C2357a-16, circuit CH208 (GN/OG), harness side
and recirc door actuator C2261-5, circuit CH208 (GN/OG), harness side.

Fig. 22: Checking Circuits CH208 (GN/OG) For An Open

Courtesy of FORD MOTOR CO.

l Measure the resistance between HVAC module C2357a-15, circuit CH207 (BU/GY), harness side
and recirc door actuator C2261-6, circuit CH207 (BU/GY), harness side.

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Fig. 23: Check Circuits CH207 (BU/GY) For An Open

Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : Go to E4.
NO : REPAIR circuit CH207 (BU/GY) or CH208 (GN/OG) for an open. CLEAR the DTCs.
REPEAT the self-test. TEST the system for normal operation.
E4 CHECK CIRCUITS CH207 (BU/GY) AND CH208 (GN/OG) FOR A SHORT TO GROUND
l Key in OFF position.

l Disconnect: HVAC Module C2357a

l Disconnect: Recirc Door Actuator C2261

l Measure the resistance between ground and:

l HVAC module C2357a-16, circuit CH208 (GN/OG), harness side.

l HVAC module C2357a-15, circuit CH207 (BU/GY), harness side.

Fig. 24: Checking Circuits CH207 (BU/GY) And CH208 (GN/OG) For A Short To Ground
Courtesy of FORD MOTOR CO.

lIs the resistance greater than 10,000 ohms?

YES : Go to E5.
NO : REPAIR circuit CH207 (BU/GY) or CH208 (GN/OG) for a short to ground. CLEAR the
DTCs. REPEAT the self-test. TEST the system for normal operation.
E5 CHECK CIRCUITS CH207 (BU/GY) AND CH208 (GN/OG) FOR A SHORT TOGETHER
l Key in OFF position.

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l Measure the resistance between HVAC module C2357a-15, circuit CH207 (BU/GY), harness side
and HVAC module C2357a-16, circuit CH208 (GN/OG), harness side.

Fig. 25: Checking Circuits CH207 (BU/GY) And CH208 (GN/OG) For A Short Together
Courtesy of FORD MOTOR CO.

lIs the resistance greater than 10,000 ohms?

YES : Go to E6.
NO : REPAIR circuits CH208 (GN/OG) and CH207 (BU/GY) for a short together. CLEAR the
DTCs. REPEAT the self-test. TEST the system for normal operation.
E6 CHECK THE ACTUATOR CONNECTION
l Disconnect the actuator connector.

l Check for:

¡ corrosion.

¡ pushed-out connectors.

¡ incorrectly seated connector.

l Connect and correctly seat the actuator connector.

l Carry out the HVAC Module Cold Boot Process. Refer to HVAC Module Cold Boot Process.

l Operate the system.

l Does the concern return?

YES : CARRY OUT the recirc door actuator component test . Refer to Defrost/Panel/Floor Door
Actuator. If the actuator tests OK, go to E7.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector. CLEAR the DTCs. TEST the system for normal operation.
E7 CHECK THE MODULE CONNECTION
l Carry out the HVAC Module Cold Boot Process. Refer to HVAC Module Cold Boot Process.

l Operate the system.

l Does the concern return?

YES : INSTALL a new HVAC module. REFER to CLIMATE CONTROL article. TEST the
system for normal operation.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector. CLEAR the DTCs. REPEAT the self-test. TEST the system for normal

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operation.

Pinpoint Test F: Incorrect/Erratic Direction of Airflow From Outlets

Refer to appropriate SYSTEM WIRING DIAGRAMS article, Manual Climate Control System for schematic
and connector information.

Normal Operation

Under normal operation, to rotate the mode door actuator clockwise, the HVAC supplies voltage to the
floor/defrost/panel mode door actuator motor through the circuit CH228 (YE/GY), and supplies ground through
circuit CH229 (WH/BU). To rotate the mode door actuator counterclockwise, the HVAC module reverses the
voltage and ground circuits.

The mode door actuator feedback resistor is supplied a ground from the HVAC module through circuit RH111
(GY/BU) and a 5-volt reference voltage on circuit LH111 (BN/WH). The HVAC module reads the voltage on
the mode door actuator feedback circuit VH436 (YE/VT) to determine the mode door actuator position by the
position of the actuator feedback resistor wiper arm.

DTC Description Fault Trigger Conditions

B12A4 Mode Door Actuator, Drive Circuit(s) The module senses voltage on the door
Shorted to Battery Voltage actuator drive circuit(s), indicating a short
directly to voltage.
B12A5 Mode Door Actuator, Feedback Circuit The module senses no voltage drop on the
Open or Shorted to Battery Voltage actuator feedback circuit, indicating an open
or short to voltage.
B12A6 Mode Door Actuator, Feedback Circuit The module senses excessive voltage drop
Shorted to Ground on the actuator feedback circuit, indicating a
short directly to ground.
B12A7 Mode Door Actuator, Slow or Door The module senses no change in actuator
Obstructed feedback voltage when the actuator motor
has been energized.
B298A Mode Door Actuator, Drive Circuit(s) Open The module senses no voltage on the door
actuator drive circuit(s), indicating an open
circuit.
B298B Mode Door Actuator, Drive Circuit(s) The module senses ground on the door
Shorted to Ground actuator drive circuit(s), indicating a short
directly to ground.

This pinpoint test is intended to diagnose the following:

l Wiring, terminals or connectors

l Mode door actuator
l HVAC module
l Stuck or damaged linkage or door

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PINPOINT TEST F: INCORRECT/ERRATIC DIRECTION OF AIRFLOW FROM OUTLETS

F1 CHECK THE HVAC MODULE FOR DTCs

l Key in ON position.

l Check the HVAC module for DTCs.

l Are DTCs present?

YES : For DTC B12A7 , INSPECT for binding/damaged linkage or door. REPAIR as necessary. If
no condition is found, INSTALL a new floor/defrost/panel door actuator. REFER to CLIMATE
CONTROL article. CLEAR the DTCs. REPEAT the self-test. TEST the system for normal
operation.

For DTC B12A4 , go to F2.

For DTC B298A , go to F3.

For DTC B298B , go to F4.

For DTC B12A5 , go to F6.

For DTC B12A6 , go to F10.

NO : INSPECT for broken actuator drive shaft, cam or door. REPAIR as necessary. If no condition
is found, go to F13.
F2 CHECK THE ACTUATOR MOTOR DRIVE CIRCUITS FOR A SHORT TO POWER
l Key in OFF position.

l Disconnect: HVAC Module C2357a

l Disconnect: Floor/Defrost/Panel Door Actuator C2278

l Key in ON position.

l Measure the voltage between ground and:

l HVAC module C2357a-19, circuit CH228 (YE/GY), harness side.

l HVAC module C2357a-20, circuit CH229 (WH/BU), harness side.

Fig. 26: Checking Actuator Motor Drive Circuits For A Short To Power
Courtesy of FORD MOTOR CO.

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lIs any voltage present?

YES : REPAIR the circuit CH228 (YE/GY) or CH229 (WH/BU) for a short to power. TEST the
system for normal operation.
NO : Go to F5.
F3 CHECK THE ACTUATOR MOTOR DRIVE CIRCUITS FOR AN OPEN
l Key in OFF position.

l Disconnect: HVAC Module C2357a

l Disconnect: Floor/Defrost/Panel Door Actuator C2278

l Measure the resistance between HVAC module C2357a-19, circuit CH228 (YE/GY), harness side
and floor/defrost/panel door actuator C2278-6, circuit CH228 (YE/GY), harness side.

Fig. 27: Checking Circuit CH228 (YE/GY) For An Open

Courtesy of FORD MOTOR CO.

l Measure the resistance between HVAC module C2357a-20, circuit CH229 (WH/BU), harness side
and floor/defrost/panel door actuator C2278-5, circuit CH229 (WH/BU).

Fig. 28: Checking Circuit CH229 (WH/BU) For An Open

Courtesy of FORD MOTOR CO.

lAre the resistances less than 5 ohms?

YES : Go to F13.
NO : REPAIR the circuit CH228 (YE/GY) or CH229 (WH/BU) for an open. TEST the system for
normal operation.
F4 CHECK THE ACTUATOR MOTOR DRIVE CIRCUITS FOR A SHORT TO GROUND

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l Key in OFF position.

l Disconnect: HVAC Module C2357a
l Disconnect: Floor/Defrost/Panel Door Actuator C2278
l Measure the resistance between ground and:
l HVAC module C2357a-19, circuit CH228 (YE/GY), harness side.

l HVAC module C2357a-20, circuit CH229 (WH/BU), harness side.

Fig. 29: Checking Actuator Motor Drive Circuits For A Short To Ground
Courtesy of FORD MOTOR CO.

lAre the resistances greater than 10,000 ohms?

YES : Go to F5.
NO : REPAIR the circuit CH228 (YE/GY) or CH229 (WH/BU) for a short to ground. TEST the
system for normal operation.
F5 CHECK THE ACTUATOR MOTOR DRIVE CIRCUITS FOR A SHORT TOGETHER
l Key in OFF position.

l Measure the resistance between HVAC module C2357a-19, circuit CH228 (YE/GY), harness side
and HVAC module C2357a-20, circuit CH229 (WH/BU), harness side.

Fig. 30: Checking Actuator Motor Drive Circuits For A Short Together
Courtesy of FORD MOTOR CO.

l Is the resistance greater than 10,000 ohms?

YES : Go to F13.

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NO : REPAIR circuits CH228 (YE/GY) and CH229 (WH/BU) for a short together. TEST the
system for normal operation.
F6 CHECK CIRCUIT VH436 (YE/VT) FOR AN OPEN
l Key in OFF position.

l Disconnect: HVAC Module C2357a

l Disconnect: Floor/Defrost/Panel Door Actuator C2278

l Measure the resistance between HVAC module C2357a-8, circuit VH436 (YE/VT), harness side
and floor/defrost/panel door actuator C2278-2, circuit VH436 (YE/VT), harness side.

Fig. 31: Checking Circuit VH436 (YE/VT) For An Open

Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : CARRY OUT the Defrost/Panel/Floor Door actuator component test . Refer to
Defrost/Panel/Floor Door Actuator. If the actuator tests OK, go to F7.
NO : REPAIR circuit VH436 (YE/VT) for an open. TEST the system for normal operation.
F7 CHECK CIRCUIT VH436 (YE/VT) FOR A SHORT TO POWER
l Key in ON position.

l Measure the voltage between ground and HVAC module C2357a-8, circuit VH436 (YE/VT),
harness side.

Fig. 32: Checking Circuit VH436 (YE/VT) For A Short To Power

Courtesy of FORD MOTOR CO.

l Is any voltage present?

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YES : REPAIR circuit VH436 (YE/VT) for a short to power. TEST the system for normal
operation.
NO : Go to F8.
F8 CHECK CIRCUITS LH111 (BN/WH) AND VH436 (YE/VT) FOR A SHORT TOGETHER
l Key in OFF position.

l Measure the resistance between HVAC module C2357a-11, circuit LH111 (BN/WH), harness side
and HVAC module C2357a-8, circuit VH436 (YE/VT), harness side.

Fig. 33: Checking Circuits LH111 (BN/WH) And VH436 (YE/VT) For A Short Together
Courtesy of FORD MOTOR CO.

lIs the resistance greater than 10,000 ohms?

YES : Go to F9.
NO : REPAIR circuits LH111 (BN/WH) and VH436 (YE/VT) for a short together. TEST the
system for normal operation.
F9 CHECK THE ACTUATOR RETURN CIRCUIT RH111 (GY/BU) FOR AN OPEN
l Measure the resistance between HVAC module C2357a-10, circuit RH111 (GY/BU), harness side
and floor/defrost/panel door actuator C2278-1, circuit RH111 (GY/BU), harness side.

Fig. 34: Checking Actuator Return Circuit RH111 (GY/BU) For An Open
Courtesy of FORD MOTOR CO.

l Is the resistance less than 5 ohms?

YES : Go to F13.
NO : REPAIR circuit RH111 (GY/BU) for an open. TEST the system for normal operation.

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F10 CHECK CIRCUIT VH436 (YE/VT) FOR A SHORT TO GROUND

l Key in OFF position.

l Disconnect: HVAC Module C2357a

l Disconnect: Floor/Defrost/Panel Door Actuator C2278

l Measure the resistance between ground and HVAC module C2357a-8, circuit VH436 (YE/VT),
harness side.

Fig. 35: Checking Circuit VH436 (YE/VT) For A Short To Ground

Courtesy of FORD MOTOR CO.

lAre the resistances greater than 10,000 ohms?

YES : Go to F11.
NO : REPAIR circuit VH436 (YE/VT) for a short to ground. TEST the system for normal
operation.
F11 CHECK CIRCUITS RH111 (GY/BU) AND VH436 (YE/VT) FOR A SHORT TOGETHER
l Measure the resistance between HVAC module C2357a-10, circuit RH111 (GY/BU), harness side
and HVAC module C2357a-8, circuit VH436 (YE/VT), harness side.

Fig. 36: Checking Circuits RH111 (GY/BU) And VH436 (YE/VT) For A Short Together
Courtesy of FORD MOTOR CO.

l Is the resistance greater than 10,000 ohms?

YES : Go to F12.
NO : REPAIR circuits RH111 (GY/BU) and VH436 (YE/VT) for a short together. TEST the
system for normal operation.

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F12 CHECK CIRCUIT LH111 (BN/WH) FOR AN OPEN

l Measure the resistance between HVAC module C2357a-11, circuit LH111 (BN/WH), harness side
and floor/defrost/panel door actuator C2278-3, circuit LH111 (BN/WH), harness side.

Fig. 37: Checking Circuit LH111 (BN/WH) For An Open

Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : Go to F13.
NO : REPAIR circuit LH111 (BN/WH) for an open. TEST the system for normal operation.
F13 CHECK THE ACTUATOR CONNECTION
l Disconnect the actuator connector.

l Check for:

¡ corrosion.

¡ pushed-out connectors.

¡ incorrectly seated connector.

l Connect and correctly seat the actuator connector.

l Carry out the HVAC Module Cold Boot Process. Refer to HVAC Module Cold Boot Process.

l Operate the system.

l Does the concern return?

YES : CARRY OUT the Floor/Defrost/Panel Door Actuator component test . Refer to
Defrost/Panel/Floor Door Actuator. If the actuator tests OK, go to F14.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector. CLEAR the DTCs. TEST the system for normal operation.
F14 CHECK THE MODULE CONNECTION
l Carry out the HVAC Module Cold Boot Process. Refer to HVAC Module Cold Boot Process.

l Operate the system.

l Does the concern return?

YES : INSTALL a new HVAC module. REFER to CLIMATE CONTROL article. TEST the
system for normal operation.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector. CLEAR the DTCs. REPEAT the self-test. TEST the system for normal

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operation.

Pinpoint Test G: Insufficient, Erratic or No Heat

Normal Operation

Under normal operation, warm coolant flows from the engine through the heater core and back to the engine.

This pinpoint test is intended to diagnose the following:

l Plugged heater core

l Coolant level
l Temperature blend door

PINPOINT TEST G: INSUFFICIENT, ERRATIC OR NO HEAT

G1 CHECK FOR CORRECT ENGINE COOLANT LEVEL

l Key in OFF position.

l Check the engine coolant level.

l Is the engine coolant at the correct level as indicated on the engine coolant recovery
reservoir?
YES : Go to G3.
NO : Go to G2.
G2 CHECK THE ENGINE COOLING SYSTEM FOR LEAKS
l Pressure test the cooling system for leaks. Refer to ENGINE COOLING article.

l Does the engine cooling system leak?

YES : REPAIR the engine coolant leak. TEST the system for normal operation.
NO : Go to G3.
G3 CHECK FOR COOLANT FLOW TO THE HEATER CORE
l Run the engine until it reaches normal operation temperature. Select the FLOOR position on the
control assembly. Set the temperature control to full warm and the blower to the lowest setting.
l Using a suitable temperature measuring device, check the heater core inlet hose to see if it is hot.

Fig. 38: Checking Coolant Flow To Heater Core

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Courtesy of FORD MOTOR CO.

l Is the heater core inlet hose temperature above 65.5°C (150°F)?

YES : Go to G4.
NO : REFER to ENGINE COOLING article to diagnose the engine not reaching normal operating
temperature.
G4 CHECK FOR A PLUGGED OR RESTRICTED HEATER CORE
l Using a suitable temperature measuring device, measure the heater core outlet hose temperature.

Fig. 39: Check Plugged Or Restricted Heater Core

Courtesy of FORD MOTOR CO.

l Is the heater core outlet hose temperature similar to the inlet hose temperature (within
approximately 6-17°C [10-30°F])?
YES : Go to Pinpoint Test G and DIAGNOSE for a blend door actuator.
NO : INSTALL a new heater core. REFER to CLIMATE CONTROL article. TEST the system
for normal operation.

Pinpoint Test H: The Air Conditioning (A/C) is Inoperative

Refer to appropriate SYSTEM WIRING DIAGRAMS article, Manual Climate Control System for schematic
and connector information.

Normal Operation

Under normal operation, when A/C is requested a message is sent over the Medium Speed Controller Area
Network (MS-CAN) bus to the instrument cluster, then from the instrument cluster through the High Speed
Controller Area Network (HS-CAN) bus to the PCM. Battery voltage for the A/C clutch relay contacts is
provided through circuit SBB13 (GY/RD). When the PCM receives the request, the A/C pressure transducer
does not indicate excessive pressure and the evaporator temperature sensor does not indicate a low evaporator
temperature, it energizes the relay sending battery voltage to the A/C clutch through circuit CH401 (VT/WH).
Ground is supplied for the A/C clutch through circuit GD120 (BK/GN).

This pinpoint test is intended to diagnose the following:

l Fuse

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l Wiring, terminals or connectors

l PCM
l HVAC module
l A/C evaporator discharge temperature sensor
l A/C pressure transducer
l A/C compressor clutch field coil
l A/C control relay
l A/C clutch air gap

PINPOINT TEST H: THE AIR CONDITIONING (A/C) IS INOPERATIVE

NOTE: It is important to install relays in their correct position in the Battery Junction
Box (BJB). Installing a relay incorrectly may cause wiring shorts or damage to
modules. While carrying out diagnostics on BJB relays, have only one BJB
relay removed at a time. Failure to follow these instructions may result in
damage to the vehicle circuitry or to control modules.

NOTE: Some PCM DTCs may inhibit A/C operation. If any PCM DTCs are retrieved,
diagnose those first. Refer to PCM DTC CHART.

NOTE: When disconnecting and reconnecting the pressure transducer electrical

connector, make sure that the connector-locking device is in place and that the
locking device and connector are correctly and fully seated.

NOTE: Before carrying out the following test, check that the A/C system pressure is
above 290 kPa (42 psi). If the pressure is below 290 kPa (42 psi), refer to
Fluorescent Dye Leak Detection.

H1 CHECK THE A/C PRESSURE SENSOR (ACP_PRESS) PCM PID

l Key in ON position.

l Enter the following diagnostic mode on the diagnostic tool: ACP_PRESS PCM PID

l With the manifold gauge set connected, compare the pressure readings of the manifold gauge set
and the ACP_PRESS PCM PID.
l Are the pressure values of the manifold gauge set and the ACP_PRESS PCM PID similar?

YES : Go to H2.
NO : INSTALL a new A/C pressure transducer. REFER to CLIMATE CONTROL article. TEST
the system for normal operation.
H2 CHECK THE A/C EVAPORATOR TEMPERATURE (EVAP_TEMP) HVAC PID
l Allow the vehicle exterior and interior to stabilize to an ambient temperature above 16°C (60°F).

l Enter the following diagnostic mode on the diagnostic tool: EVAP_TEMP HVAC PID

l Does the EVAP_TEMP HVAC PID read similar to the ambient temperature?

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YES : Go to H3.
NO : INSTALL a new A/C evaporator discharge temperature sensor. REFER to CLIMATE
CONTROL article. TEST the system for normal operation.
H3 CHECK THE AIR CONDITIONING SWITCH STATUS (CC_AC) HVAC PID WITH THE
A/C ON
l Enter the following diagnostic mode on the diagnostic tool: CC_AC HVAC PID

l Press and hold the A/C request button on the HVAC module.

l Does the CC_AC HVAC PID read DEPRESSED?

YES : Go to H4.
NO : Go to H10.
H4 CHECK THE AIR CONDITIONING REQUEST SIGNAL (AC_REQ) PCM PID WITH THE
A/C ON
l Enter the following diagnostic mode on the diagnostic tool: AC_REQ PCM PID

l Select MAX A/C on the HVAC module.

l Does the AC_REQ PCM PID read YES?

YES : Go to H5.
NO : Go to H11.
H5 CHECK THE AIR CONDITIONING COMPRESSOR COMMANDED STATE (ACC_CMD)
PCM PID WITH THE A/C ON
l Enter the following diagnostic mode on the diagnostic tool: ACC_CMD PCM PID

l Does the ACC_CMD PCM PID read ON?

YES : Go to H6.
NO : Go to H11.
H6 CHECK THE VOLTAGE AT THE A/C COMPRESSOR CLUTCH FIELD COIL
l Key in OFF position.

l Disconnect: A/C Compressor Clutch Field Coil C100

l Key in ON position.

l Select MAX A/C on the HVAC module.

l Measure the voltage between ground and A/C compressor clutch field coil C100-1, circuit CH401
(VT/WH), harness side.

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Fig. 40: Checking Voltage At A/C Compressor Clutch Field Coil

Courtesy of FORD MOTOR CO.

lIs the voltage greater than 10 volts?

YES : Go to H7.
NO : CARRY OUT the A/C clutch relay component test. Refer to appropriate COMPONENT
TESTING article. If the relay tests OK, go to H9.
H7 CHECK THE GROUND AT THE A/C COMPRESSOR CLUTCH FIELD COIL
l Key in OFF position.

l Measure the resistance between ground and A/C compressor clutch field coil C100-2, circuit
GD120 (BK/GN), harness side.

Fig. 41: Checking Ground At A/C Compressor Clutch Field Coil

Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : Go to H8.
NO : REPAIR circuit GD120 (BK/GN) for an open. TEST the system for normal operation.
H8 CHECK THE A/C COMPRESSOR CLUTCH AIR GAP
l Measure the A/C compressor clutch air gap at 3 equally spaced locations between the clutch hub
and the A/C compressor clutch pulley.

Fig. 42: Checking A/C Compressor Clutch Air Gap

Courtesy of FORD MOTOR CO.

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lIs the A/C compressor clutch air gap greater than 0.6 mm (0.024 in) ?
YES : ADJUST the A/C compressor clutch gap. REFER to Air Conditioning (A/C) Clutch Air
Gap Adjustment. TEST the system for normal operation.
NO : INSTALL a new A/C compressor clutch field coil. REFER to CLIMATE CONTROL
article. TEST the system for normal operation.
H9 CHECK THE A/C CLUTCH RELAY FOR VOLTAGE
l Key in OFF position.

l Disconnect: A/C Clutch Relay

l Key in ON position.

Fig. 43: Checking A/C Clutch Relay For Voltage

Courtesy of FORD MOTOR CO.

lMeasure the voltage between ground and the A/C clutch relay socket, circuit SBB13 (GY/RD).
l Is the voltage greater than 10 volts?

YES : REPAIR circuit CH401 (VT/WH) for an open. TEST the system for normal operation.
NO : VERIFY BJB fuse 13 (10A) is OK. If OK, REPAIR circuit SBB13 (GY/RD) for an open.
TEST the system for normal operation.
H10 CHECK THE MODULE CONNECTION
l Carry out the HVAC Module Cold Boot Process. Refer to HVAC Module Cold Boot Process.

l Operate the system.

l Does the concern return?

YES : INSTALL a new HVAC module. REFER to CLIMATE CONTROL article. TEST the

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system for normal operation.

NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector. CLEAR the DTCs. REPEAT the self-test. TEST the system for normal
operation.
H11 CHECK THE PCM MODULE CONNECTION
l Clear the DTCs.

l Disconnect all of the PCM connectors.

l Check for:

¡ corrosion.

¡ pushed-out connectors.

¡ incorrectly seated connector.

l Connect and correctly seat all of the PCM connectors.

l Operate the system.

l Does the concern return?

YES : INSTALL a new PCM. REFER to ELECTRONIC ENGINE CONTROLS article. TEST
the system for normal operation.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector.

Pinpoint Test I: The Air Conditioning (A/C) is Always On - A/C Compressor Does Not Cycle

Refer to appropriate SYSTEM WIRING DIAGRAMS article, Manual Climate Control System for schematic
and connector information.

Normal Operation

Under normal operation, when A/C is requested a message is sent over the Medium Speed Controller Area
Network (MS-CAN) bus to the instrument cluster, then from the instrument cluster through the High Speed
Controller Area Network (HS-CAN) bus to the PCM. Battery voltage for the A/C clutch relay contacts is
provided through circuit SBB13 (GY/RD). When the PCM receives the request, the A/C pressure transducer
does not indicate excessive pressure and the evaporator temperature sensor does not indicate a low evaporator
temperature, it energizes the relay sending battery voltage to the A/C clutch through circuit CH401 (VT/WH).
Ground is supplied for the A/C clutch through circuit GD120 (BK/GN).

This pinpoint test is intended to diagnose the following:

l Wiring, terminals or connectors

l PCM
l HVAC module
l A/C evaporator discharge temperature sensor
l A/C pressure transducer
l A/C control relay
l A/C clutch air gap

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PINPOINT TEST I: THE AIR CONDITIONING (A/C) IS ALWAYS ON - A/C COMPRESSOR DOES NOT CYCLE

NOTE: When disconnecting and reconnecting the pressure transducer electrical

connector, make sure that the connector-locking device is in place and that the
locking device and connector are correctly and fully seated.

I1 CHECK THE A/C PRESSURE SENSOR (ACP_PRESS) PCM PID

l Key in ON position.

l Enter the following diagnostic mode on the diagnostic tool: ACP_PRESS PCM PID

l With the manifold gauge set connected, compare the pressure readings of the manifold gauge set
and the ACP_PRESS PCM PID.
l Are the pressure values of the manifold gauge set and the ACP_PRESS PCM PID similar?

YES : Go to I2.
NO : INSTALL a new A/C pressure transducer. REFER to CLIMATE CONTROL article. TEST
the system for normal operation.
I2 CHECK THE A/C EVAPORATOR TEMPERATURE (EVAP_TEMP) HVAC PID
l Allow the vehicle exterior and interior to stabilize to an ambient temperature above 16°C (60°F).

l Enter the following diagnostic mode on the diagnostic tool: EVAP_TEMP HVAC PID

l Does the EVAP_TEMP HVAC PID read similar to the ambient temperature?

YES : Go to I3.
NO : INSTALL a new A/C evaporator discharge temperature sensor. REFER to CLIMATE
CONTROL article. TEST the system for normal operation.
I3 CHECK AIR CONDITIONING COMPRESSOR COMMANDED STATE (ACC_CMD) PCM
PID WITH THE A/C OFF
l Enter the following diagnostic mode on the diagnostic tool: ACC_CMD PCM PID

l Select OFF on the HVAC module.

l Does the ACC_CMD PCM PID read ON?

YES : Go to I6.
NO : Go to I4.
I4 CHECK FOR VOLTAGE TO THE A/C COMPRESSOR CLUTCH FIELD COIL
l Key in OFF position.

l Disconnect: A/C Compressor Clutch Field Coil C100

l Key in ON position.

l With the engine running, measure the voltage between A/C compressor clutch field coil C100-1,
circuit CH401 (VT/WH), harness side and ground.

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Fig. 44: Checking Voltage At A/C Compressor Clutch Field Coil

Courtesy of FORD MOTOR CO.

l Is any voltage present?

YES : Go to I5.
NO : ADJUST the A/C compressor clutch gap. REFER to Air Conditioning (A/C) Clutch Air
Gap Adjustment. TEST the system for normal operation.
I5 CHECK THE A/C CLUTCH RELAY
l Key in OFF position.

l Disconnect: A/C Clutch Relay

l Key in ON position.

l With the engine running, measure the voltage between A/C compressor clutch field coil C100-1,
circuit CH401 (VT/WH), harness side and ground.

Fig. 45: Checking A/C Clutch Relay

Courtesy of FORD MOTOR CO.

l Is any voltage present?

YES : REPAIR circuit CH401 (VT/WH) for a short to voltage. TEST the system for normal
operation.
NO : ADJUST the A/C compressor clutch gap. REFER to Air Conditioning (A/C) Clutch Air
Gap Adjustment. TEST the system for normal operation.
I6 CHECK THE PCM CONNECTION
l Clear the DTCs.

l Disconnect all of the PCM connectors.

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l Check for:
¡ corrosion.

¡ pushed-out connectors.

¡ incorrectly seated connector.

l Connect and correctly seat all of the PCM connectors.

l Operate the system.
l Does the concern return?
YES : INSTALL a new PCM. REFER to ELECTRONIC ENGINE CONTROLS article. TEST
the system for normal operation.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector.

Pinpoint Test J: The Air Conditioning (A/C) is Always On - A/C Mode Always Commanded ON

Refer to appropriate SYSTEM WIRING DIAGRAMS article, Manual Climate Control System for schematic
and connector information.

Normal Operation

Under normal operation, when A/C is requested a message is sent over the Medium Speed Controller Area
Network (MS-CAN) bus to the instrument cluster, then from the instrument cluster through the High Speed
Controller Area Network (HS-CAN) bus to the PCM. Battery voltage for the A/C clutch relay contacts is
provided through circuit SBB13 (GY/RD). When the PCM receives the request, the A/C pressure transducer
does not indicate excessive pressure and the evaporator temperature sensor does not indicate a low evaporator
temperature, it energizes the relay sending battery voltage to the A/C clutch through circuit CH401 (VT/WH).
Ground is supplied for the A/C clutch through circuit GD120 (BK/GN).

This pinpoint test is intended to diagnose the following:

l Wiring, terminals or connectors

l PCM
l HVAC module

PINPOINT TEST J: THE AIR CONDITIONING (A/C) IS ALWAYS ON - A/C MODE ALWAYS COMMANDED ON

NOTE: When disconnecting and reconnecting the pressure transducer electrical

connector, make sure that the connector-locking device is in place and that the
locking device and connector are correctly and fully seated.

J1 CHECK THE AIR CONDITIONING SWITCH STATUS (CC_AC) HVAC PID WITH THE
A/C OFF
l Enter the following diagnostic mode on the diagnostic tool: CC_AC HVAC PID

l Does the CC_AC HVAC PID read DEPRESSED?

YES : Go to J4.

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NO : Go to J2.
J2 CHECK THE AIR CONDITIONING REQUEST SIGNAL (AC_REQ) PCM PID WITH THE
A/C OFF
l Enter the following diagnostic mode on the diagnostic tool: AC_REQ PCM PID

l Select OFF on the HVAC module.

l Does the AC_REQ PCM PID read YES?

YES : Go to J5.
NO : Go to J3.
J3 CHECK AIR CONDITIONING COMPRESSOR COMMANDED STATE (ACC_CMD) PCM
PID WITH THE A/C OFF
l Enter the following diagnostic mode on the diagnostic tool: ACC_CMD PCM PID

l Does the ACC_CMD PCM PID read ON?

YES : Go to J5.
NO : Go to J4.
J4 CHECK THE MODULE CONNECTION
l Carry out the HVAC Module Cold Boot Process. Refer to HVAC Module Cold Boot Process.

l Operate the system.

l Does the concern return?

YES : INSTALL a new HVAC module. REFER to CLIMATE CONTROL article. TEST the
system for normal operation.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector. CLEAR the DTCs. REPEAT the self-test. TEST the system for normal
operation.
J5 CHECK THE PCM CONNECTION
l Clear the DTCs.

l Disconnect all of the PCM connectors.

l Check for:

¡ corrosion.

¡ pushed-out connectors.

¡ incorrectly seated connector.

l Connect and correctly seat all of the PCM connectors.

l Operate the system.

l Does the concern return?

YES : INSTALL a new PCM. REFER to ELECTRONIC ENGINE CONTROLS article. TEST
the system for normal operation.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector.

Pinpoint Test K: Temperature Control is Inoperative/Does Not Operate Correctly

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Refer to appropriate SYSTEM WIRING DIAGRAMS article, Manual Climate Control System for schematic
and connector information.

Normal Operation

Under normal operation, to rotate the blend door actuator clockwise, the HVAC module supplies voltage to the
blend door actuator motor through circuit CH233 (VT/BN), and supplies ground through circuit CH234
(YE/GN). To rotate the blend door actuator counterclockwise, the HVAC module reverses the voltage and
ground circuits.

The blend door actuator feedback resistors are supplied a ground from the HVAC module by circuit RH111
(GY/BU) and a 5-volt reference voltage on circuit LH111 (BN/WH). The HVAC module reads the voltage on
circuit VH439 (GY/VT) to determine the blend door actuator position by the position of the actuator feedback
resistor wiper arm.

DTC Description Fault Trigger Conditions

B12B3 Blend Door Actuator, Drive Circuit(s) The module senses voltage on the door
Shorted to Battery Voltage actuator drive ground circuit, indicating a
short directly to voltage.
B12B5 Blend Door Actuator, Feedback Circuit The module senses no voltage drop on the
Open or Shorted to Battery Voltage actuator feedback circuit, indicating an open
or short to voltage.
B12B6 Blend Door Actuator, Feedback Circuit The module senses excessive voltage drop
Shorted to Ground on the actuator feedback circuit, indicating a
short directly to ground.
B12B7 Blend Door Actuator, Slow or Door The module senses no change in actuator
Obstructed feedback voltage when the actuator motor
has been energized.
B297A Blend Door Actuator, Drive Circuit(s) Open The module senses no voltage on the door
actuator drive circuit(s), indicating an open
circuit.
B297B Blend Door Actuator, Drive Circuit(s) The module senses ground on the door
Shorted to Ground actuator drive circuit(s), indicating a short
directly to ground.

This pinpoint test is intended to diagnose the following:

l Wiring, terminals or connectors

l Blend door actuator
l HVAC module
l Stuck or damaged linkage or door

PINPOINT TEST K: TEMPERATURE CONTROL IS INOPERATIVE/DOES NOT OPERATE CORRECTLY

K1 CHECK THE HVAC MODULE FOR DTCs

l Key in ON position.

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l Check the HVAC module for DTCs.

l Are any DTCs present?
YES : For DTC B12B7 , INSPECT for binding/damaged linkage or door. REPAIR as necessary. If
no condition is found, INSTALL a new door actuator. REFER to CLIMATE CONTROL article.
CLEAR the DTCs. REPEAT the self-test. TEST the system for normal operation.

For DTC B12B3 , go to K2.

For DTC B297A , go to K3.

For DTC B297B , go to K4.

For DTC B12B5 , go to K6.

For DTC B12B6 , go to K10.

NO : CHECK that the A/C system pressure is above 290 kPa (42 psi). If the pressure is below 290
kPa (42 psi), REFER to Fluorescent Dye Leak Detection. INSPECT for broken/binding actuator
drive shaft or door. If no condition is found, go to K13.
K2 CHECK THE ACTUATOR MOTOR DRIVE CIRCUITS FOR A SHORT TO POWER
l Key in OFF position.

l Disconnect: HVAC Module C2357a

l Disconnect: Blend Door Actuator C289

l Key in ON position.

l Measure the voltage between ground and:

l HVAC module C2357a-21, circuit CH233 (VT/BN), harness side.

l HVAC module C2357a-22, circuit CH234 (YE/GN), harness side.

Fig. 46: Checking Actuator Motor Drive Circuits For A Short To Power
Courtesy of FORD MOTOR CO.

l Is any voltage present?

YES : REPAIR the circuit(s) for a short to power. CLEAR the DTCs. REPEAT the self-test. TEST
the system for normal operation.

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NO : Go to K5.
K3 CHECK THE ACTUATOR MOTOR DRIVE CIRCUITS FOR AN OPEN
l Key in OFF position.

l Disconnect: HVAC Module C2357a

l Disconnect: Blend Door Actuator C289

l Measure the resistance between HVAC module C2357a-21, circuit CH233 (VT/BN), harness side
and LH blend door actuator C289-6, circuit CH233 (VT/BN), harness side.

Fig. 47: Checking Actuator Motor Drive Circuit CH233 (VT/BN) For An Open
Courtesy of FORD MOTOR CO.

l Measure the resistance between HVAC module C2357a-22, circuit CH234 (YE/GN), harness side
and LH blend door actuator C289-5, circuit CH234 (YE/GN), harness side.

Fig. 48: Checking Actuator Motor Drive Circuit CH234 (YE/GN) For An Open
Courtesy of FORD MOTOR CO.

lAre the resistances less than 5 ohms?

YES : Go to K13.
NO : REPAIR the circuit(s) for an open. CLEAR the DTCs. REPEAT the self-test. TEST the
system for normal operation.
K4 CHECK THE ACTUATOR MOTOR DRIVE CIRCUITS FOR A SHORT TO GROUND
l Key in OFF position.

l Disconnect: HVAC Module C2357a

l Disconnect: Blend Door Actuator C289

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l Measure the resistance between ground and:

l HVAC module C2357a-21, circuit CH233 (VT/BN), harness side.

l HVAC module C2357a-22, circuit CH234 (YE/GN), harness side.

Fig. 49: Checking Actuator Motor Drive Circuits For A Short To Ground
Courtesy of FORD MOTOR CO.

lAre the resistances greater than 10,000 ohms?

YES : Go to K5.
NO : REPAIR the circuit(s) for a short to ground. CLEAR the DTCs. REPEAT the self-test. TEST
the system for normal operation.
K5 CHECK THE ACTUATOR MOTOR DRIVE CIRCUITS FOR A SHORT TOGETHER
l Key in OFF position.

l Measure the resistance between HVAC module C2357a-22, circuit CH234 (YE/GN), harness side
and HVAC module C2357a-21, circuit CH233 (VT/BN), harness side.

Fig. 50: Checking Actuator Motor Drive Circuits For A Short Together
Courtesy of FORD MOTOR CO.

lIs the resistance greater than 10,000 ohms?

YES : Go to K13.
NO : REPAIR circuit(s) for a short together. CLEAR the DTCs. REPEAT the self-test. TEST the
system for normal operation.
K6 CHECK CIRCUIT VH439 (GY/VT) FOR AN OPEN
l Key in OFF position.

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l Disconnect: HVAC Module C2357a

l Disconnect: Blend Door Actuator C289
l Measure the resistance between HVAC module C2357a-7, circuit VH439 (GY/VT), harness side
and blend door actuator C289-2, circuit VH439 (GY/VT), harness side.

Fig. 51: Checking Circuit VH439 (GY/VT) For An Open

Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : Go to K7.
NO : REPAIR circuit VH439 (GY/VT) for an open. CLEAR the DTCs. REPEAT the self-test.
TEST the system for normal operation.
K7 CHECK CIRCUIT VH439 (GY/VT) FOR A SHORT TO POWER
l Key in ON position.

l Measure the voltage between ground and HVAC module C2357a-7, circuit VH439 (GY/VT),
harness side.

Fig. 52: Checking Circuit VH439 (GY/VT) For A Short To Power

Courtesy of FORD MOTOR CO.

Is any voltage present?

l

YES : REPAIR circuits VH439 (GY/VT) for a short to power. CLEAR the DTCs. REPEAT the
self-test. TEST the system for normal operation.
NO : Go to K8.
K8 CHECK CIRCUITS LH111 (BN/WH) AND VH439 (GY/VT) FOR A SHORT TOGETHER

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l Key in OFF position.

l Measure the resistance between HVAC module C2357a-11, circuit LH111 (BN/WH) and HVAC
module C2357a-7, circuit VH439 (GY/VT), harness side.

Fig. 53: Checking Circuits LH111 (BN/WH) And VH439 (GY/VT) For A Short Together
Courtesy of FORD MOTOR CO.

lIs the resistance greater than 10,000 ohms?

YES : Go to K9.
NO : REPAIR circuits LH111 (BN/WH) and VH439 (GY/VT) for a short together. CLEAR the
DTCs. REPEAT the self-test. TEST the system for normal operation.
K9 CHECK THE ACTUATOR RETURN CIRCUIT RH111 (GY/BU) FOR AN OPEN
l Measure the resistance between HVAC module C2357a-10, circuit RH111 (GY/BU) and blend
door actuator C289-1, circuit RH111 (GY/BU), harness side.

Fig. 54: Checking Actuator Return Circuit RH111 (GY/BU) For An Open
Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : Go to K13.
NO : REPAIR circuit RH111 (GY/BU) for an open. CLEAR the DTCs. REPEAT the self-test.
TEST the system for normal operation.
K10 CHECK CIRCUIT VH439 (GY/VT) FOR A SHORT TO GROUND
l Key in OFF position.

l Disconnect: HVAC Module C2357a

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l Disconnect: Blend Door Actuator C289

l Measure the resistance between ground and HVAC module C2357a-7, circuit VH439 (GY/VT),
harness side.

Fig. 55: Checking Circuit VH439 (GY/VT) For A Short To Ground

Courtesy of FORD MOTOR CO.

lIs the resistance greater than 10,000 ohms?

YES : Go to K11.
NO : REPAIR circuit VH439 (GY/VT) for a short to ground. CLEAR the DTCs. REPEAT the self-
test. TEST the system for normal operation.
K11 CHECK CIRCUITS RH111 (GY/BU) AND VH439 (GY/VT) FOR A SHORT TOGETHER
l Measure the resistance between HVAC module C2357a-10, circuit RH111 (GY/BU) and HVAC
module C2357a-7, circuit VH439 (GY/VT), harness side.

Fig. 56: Checking Circuits RH111 (GY/BU) And VH439 (GY/VT) For A Short Together
Courtesy of FORD MOTOR CO.

lIs the resistance greater than 10,000 ohms?

YES : Go to K12.
NO : REPAIR circuits RH111 (GY/BU) and VH439 (GY/VT) for a short together. CLEAR the
DTCs. REPEAT the self-test. TEST the system for normal operation.
K12 CHECK CIRCUIT LH111 (BN/WH) FOR AN OPEN
l Measure the resistance between HVAC module C2357a-11, circuit LH111 (BN/WH) and blend
door actuator C289-3, circuit LH111 (BN/WH), harness side.

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Fig. 57: Checking Circuit LH111 (BN/WH) For An Open

Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : Go to K13.
NO : REPAIR circuit LH111 (BN/WH) for an open. CLEAR the DTCs. REPEAT the self-test.
TEST the system for normal operation.
K13 CHECK THE ACTUATOR CONNECTION
l Clear the DTCs.

l Disconnect the actuator connector.

l Check for:

¡ corrosion.

¡ pushed-out connectors.

¡ incorrectly seated connector.

l Connect and correctly seat the actuator connector.

l Carry out the HVAC Module Cold Boot Process. Refer to HVAC Module Cold Boot Process.

l Operate the system.

l Does the concern return?

YES : CARRY OUT the blend door actuator component test . Refer to Blend Door Actuator. If
the actuator tests OK, go to K14.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector. CLEAR the DTCs. TEST the system for normal operation.
K14 CHECK THE MODULE CONNECTION
l Carry out the HVAC Module Cold Boot Process. Refer to HVAC Module Cold Boot Process.

l Operate the system.

l Does the concern return?

YES : INSTALL a new HVAC module. REFER to CLIMATE CONTROL article. TEST the
system for normal operation.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector. CLEAR the DTCs. REPEAT the self-test. TEST the system for normal
operation.

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Pinpoint Test L: The Blower Motor is Inoperative

Refer to appropriate SYSTEM WIRING DIAGRAMS article, Manual Climate Control System for schematic
and connector information.

Normal Operation

Under normal operation, the blower motor relay coil receives ignition voltage through circuit CDC33 (VT/GN).
The coil receives ground from the HVAC module through circuit CH123 (VT/GN) if any function selector
position but OFF is selected. Voltage is supplied to the relay switch contact through circuit SBB12 (GN/RD).
When the relay coil is energized, voltage is delivered to the blower motor through circuit CH402 (YE/GN).
Ground for the blower motor is provided through circuit VH301 (YE/BU) from the blower resistor or the
blower switch (HI). The blower resistor and blower switch is grounded through circuit GD138 (BK/WH).

l DTC B12AF Front Blower Motor Relay Drive Circuit Shorted to Battery Voltage - The module senses
voltage on the relay coil ground circuit, indicating a short directly to voltage.
l DTC B12B0 Front Blower Motor Relay Drive Circuit Open or Shorted to Ground - The module senses no
voltage on the relay coil ground circuit, indicating an open or a short directly to ground.

This pinpoint test is intended to diagnose the following:

l Fuse(s)
l Wiring, terminals or connectors
l Blower motor
l Blower motor relay
l Blower motor switch
l HVAC module

PINPOINT TEST L: THE BLOWER MOTOR IS INOPERATIVE

L1 CHECK THE HVAC MODULE FOR DTCs

l Key in ON position.

l Check the HVAC module for DTCs.

l Are any DTCs present?

YES : For DTC B12AF , REPAIR circuit CH123 (VT/GN) for a short to voltage. CLEAR the
DTCs. REPEAT the self-test. TEST the system for normal operation.

For DTC B12B0 , CARRY OUT the blower motor relay component test. Refer to appropriate
COMPONENT TESTING article. If the relay tests OK, go to L2.

NO : Go to L3.
L2 CHECK THE RELAY COIL SUPPLY VOLTAGE
l Key in OFF position.

l Disconnect: Blower Motor Relay

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l Key in ON position.
l Measure the voltage between blower motor relay socket pin 1, circuit CDC33 (VT/GN) and
ground.

Fig. 58: Checking Relay Coil Supply Voltage

Courtesy of FORD MOTOR CO.

lIs the voltage greater than 10 volts?

YES : REPAIR circuit CH123 (VT/GN) for an open. TEST the system for normal operation.
NO : REPAIR circuit CDC33 (VT/GN) for an open. TEST the system for normal operation.
L3 CHECK CIRCUIT VH301 (YE/BU) FOR GROUND
l Key in OFF position.

l Disconnect: Blower Motor C2004

l Turn the function selector switch to the PANEL position.

l Turn the blower motor switch to the HI position.

l Measure the resistance between blower motor connector C2004-1, circuit VH301 (YE/BU), harness
side and ground.

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Fig. 59: Checking Circuit VH301 (YE/BU) For Ground

Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : Go to L6.
NO : Go to L4.
L4 CHECK CIRCUIT VH301 (YE/BU) FOR AN OPEN
l Disconnect: Blower Motor Switch C2357b

l Measure the resistance between blower motor switch C2357b-2, circuit VH301 (YE/BU), harness
side and blower motor C2004-1, circuit VH301 (YE/BU), harness side.

Fig. 60: Checking Circuit VH301 (YE/BU) For An Open

Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : Go to L5.
NO : REPAIR circuit VH301 (YE/BU) for an open. TEST the system for normal operation.
L5 CHECK CIRCUIT GD138 (BK/WH) FOR AN OPEN
l Measure the resistance between blower motor switch C2357b-1, circuit GD138 (BK/WH), harness
side and ground.

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Fig. 61: Checking Circuit GD138 (BK/WH) For An Open

Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : INSTALL a new blower motor switch. REFER to CLIMATE CONTROL article. TEST
the system for normal operation.
NO : REPAIR circuit GD138 (BK/WH) for an open. TEST the system for normal operation.
L6 CHECK A/C BLOWER MOTOR CIRCUIT CH402 (YE/GN) FOR VOLTAGE
l Key in ON position.

l Measure the voltage between blower motor C2004-2, circuit CH402 (YE/GN), harness side and
ground.

Fig. 62: Checking A/C Blower Motor Circuit CH402 (YE/GN) For Voltage
Courtesy of FORD MOTOR CO.

lIs the voltage greater than 10 volts?

YES : INSTALL a new blower motor. REFER to CLIMATE CONTROL article. TEST the
system for normal operation.
NO : Go to L7.
L7 CHECK CIRCUIT CH402 (YE/GN) FOR AN OPEN
l Key in OFF position.

l Disconnect: Blower Motor Relay

l Measure the resistance between blower motor relay connector pin 5, circuit CH402 (YE/GN) and
blower motor C2004-2, circuit CH402 (YE/GN), harness side.

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Fig. 63: Checking Circuit CH402 (YE/GN) For An Open

Courtesy of FORD MOTOR CO.

lIs the resistance less than 5 ohms?

YES : Go to L8.
NO : REPAIR circuit CH402 (YE/GN) for an open. TEST the system for normal operation.
L8 CHECK THE BLOWER MOTOR RELAY
l Connect: Blower Motor C2004

l Key in ON position.

l Connect a fused jumper lead between blower motor relay socket pin 3, circuit SBB12 (GN/RD) and
pin 5, circuit CH402 (YE/GN).

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Fig. 64: Checking Blower Motor Relay

Courtesy of FORD MOTOR CO.

lDoes the blower motor operate?

YES : CARRY OUT the blower motor relay component test. Refer to appropriate COMPONENT
TESTING article. If the relay tests OK, go to L9.
NO : VERIFY Battery Junction Box (BJB) fuse 12 (40A) is OK. If OK, REPAIR circuit SBB12
(GN/RD) for an open. TEST the system for normal operation.
L9 CHECK THE MODULE CONNECTION
l Carry out the HVAC Module Cold Boot Process. Refer to HVAC Module Cold Boot Process.

l Operate the system.

l Does the concern return?

YES : INSTALL a new HVAC module. REFER to CLIMATE CONTROL article. TEST the
system for normal operation.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector. TEST the system for normal operation.

Pinpoint Test M: The Blower Motor Does Not Operate Correctly

Refer to appropriate SYSTEM WIRING DIAGRAMS article, Manual Climate Control System for schematic
and connector information.

Normal Operation

Under normal operation, the blower motor is provided ground from the blower resistor through circuit VH301

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(YE/BU). The resistor gets a ground from circuit GD138 (BK/WH) in the lowest blower setting. In MED-LO
and MED-HI the resistor gets ground from the blower motor switch through circuit CH428 (GN/WH) or CH429
(GY/BN), depending on selected speed. In HI, the blower motor is grounded directly through the blower motor
switch from circuit VH301 (YE/BU) to circuit GD138 (BK/WH). The blower switch receives its ground from
circuit GD138 (BK/WH).

This pinpoint test is intended to diagnose the following:

l Wiring, terminals or connectors

l Blower motor resistor
l Blower motor switch

PINPOINT TEST M: THE BLOWER MOTOR DOES NOT OPERATE CORRECTLY

M1 CHECK THE BLOWER MOTOR OPERATION

l Key in ON position.

l Turn the function selector switch to the FLOOR position.

l Select all blower speed positions.

l Does the blower motor operate in any position?

YES : If the blower motor does not operate in HI, go to M2.

If the blower motor does not operate in MED-HI, go to M3.

If the blower motor does not operate in MED-LO, go to M4.

If the blower motor does not operate in LO, go to M5.

For all other symptoms, go to M7.

NO : Go to Pinpoint Test L.
M2 CHECK CIRCUIT VH301 (YE/BU) FOR AN OPEN
l Key in OFF position.

l Disconnect: Blower Motor Switch C2357b

l Disconnect: Blower Motor C2004

l Measure the resistance between blower motor switch C2357b-2, circuit VH301 (YE/BU), harness
side and blower motor C2004-1, circuit VH301 (YE/BU), harness side.

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Fig. 65: Checking Circuit VH301 (YE/BU) For An Open

Courtesy of FORD MOTOR CO.

Is the resistance less than 5 ohms?

l

YES : Go to M6.
NO : REPAIR circuit VH301 (YE/BU) for an open. TEST the system for normal operation.
M3 CHECK CIRCUIT CH429 (GY/BN) FOR AN OPEN
l Key in OFF position.

l Disconnect: Blower Motor Switch C2357b

l Disconnect: Blower Motor Resistor C293

l Measure the resistance between blower motor switch C2357b-3, circuit CH429 (GY/BN), harness
side and blower motor resistor C293-2, circuit CH429 (GY/BN), harness side.

Fig. 66: Checking Circuit CH429 (GY/BN) For An Open

Courtesy of FORD MOTOR CO.

Is the resistance less than 5 ohms?

l

YES : Go to M6.
NO : REPAIR circuit CH429 (GY/BN) for an open. TEST the system for normal operation.
M4 CHECK CIRCUIT CH428 (GN/WH) FOR AN OPEN
l Key in OFF position.

l Disconnect: Blower Motor Switch C2357b

l Disconnect: Blower Motor Resistor C293

l Measure the resistance between blower motor switch C2357b-4, circuit CH428 (GN/WH), harness

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side and blower motor resistor C293-1, circuit CH428 (GN/WH), harness side.

Fig. 67: Checking Circuit CH428 (GN/WH) For An Open

Courtesy of FORD MOTOR CO.

Is the resistance less than 5 ohms?

l

YES : Go to M6.
NO : REPAIR circuit CH428 (GN/WH) for an open. TEST the system for normal operation.
M5 CHECK BLOWER MOTOR RESISTOR GROUND CIRCUIT GD138 (BK/WH) FOR AN
OPEN
l Measure the resistance between blower motor resistor C293-3, circuit GD138 (BK/WH), harness
side and ground.

Fig. 68: Checking Blower Motor Resistor Ground Circuit GD138 (BK/WH) For An Open
Courtesy of FORD MOTOR CO.

Is the resistance less than 5 ohms?

l

YES : Go to M6.
NO : REPAIR circuit GD138 (BK/WH) for an open. TEST the system for normal operation.
M6 CHECK THE BLOWER MOTOR RESISTOR
l Carry out the blower motor resistor component test . Refer to Resistor - Blower Motor.

l Does the blower motor resistor test good?

YES : Go to M7.
NO : INSTALL a new blower motor resistor. REFER to CLIMATE CONTROL article. TEST the
system for normal operation.

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M7 CHECK THE BLOWER MOTOR SWITCH CIRCUIT GD138 (BK/WH) FOR AN OPEN
l Measure the resistance between blower motor switch C2357b-1, circuit GD138 (BK/WH), harness
side and ground.

Fig. 69: Checking Circuit GD138 (BK/WH) For An Open

Courtesy of FORD MOTOR CO.

Is the resistance less than 5 ohms?

l

YES : Go to M8.
NO : REPAIR circuit GD138 (BK/WH) for an open. TEST the system for normal operation.
M8 CHECK CIRCUITS VH301 (YE/BU), CH428 (GN/WH) AND CH429 (GY/BN) FOR A
SHORT TO GROUND
l Key in OFF position.

l Disconnect: Blower Motor C2004

l Disconnect: Blower Motor Resistor C293

l Place the blower switch in the lowest setting.

l Measure the resistance between ground and blower motor resistor:

l C293-1, circuit CH428 (GN/WH), harness side.

l C293-2, circuit CH429 (GY/BN), harness side.

l C293-4, circuit VH301 (YE/BU), harness side.

Fig. 70: Checking Circuits VH301 (YE/BU), CH428 (GN/WH) And CH429 (GY/BN) For A
Short To Ground
Courtesy of FORD MOTOR CO.

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lAre the resistances greater than 10,000 ohms?

YES : Go to M9.
NO : REPAIR the affected circuit for a short to ground. TEST the system for normal operation.
M9 CHECK THE BLOWER MOTOR CIRCUITS FOR SHORTS TOGETHER
l Measure the resistance between blower motor resistor:

¡ C293-1, circuit CH428 (GN/WH), harness side and C293-4, circuit VH301 (YE/BU), harness
side.
¡ C293-1, circuit CH428 (GN/WH), harness side and C293-2, circuit CH429 (GY/BN),
harness side.
¡ C293-4, circuit VH301 (YE/BU), harness side and C293-2, circuit CH429 (GY/BN), harness
side.

Fig. 71: Checking Blower Motor Circuits For Shorts Together

Courtesy of FORD MOTOR CO.

l Are the resistances greater than 10,000 ohms?

YES : INSTALL a new blower motor switch. REFER to CLIMATE CONTROL article. TEST
the system for normal operation.
NO : REPAIR the affected circuits. TEST the system for normal operation.

Pinpoint Test N: DTC B1676

Refer to appropriate SYSTEM WIRING DIAGRAMS article, Manual Climate Control System for schematic
and connector information.

NOTE: Before beginning this test, make sure the battery is properly charged.

Normal Operation

Under normal operation, the HVAC receives ground through circuit GD138 (BK/WH). The HVAC module is
supplied constant battery voltage through circuit SBP15 (WH/RD) and ignition switched voltage through circuit
CBP37 (WH).

l DTC B1676 Battery Voltage Out of Range - The module senses when voltage is less than 9 volts or
greater than 16 volts.

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This pinpoint test is intended to diagnose the following:

l Fuse(s)
l Wiring, terminals or connectors
l HVAC module

PINPOINT TEST N: DTC B1676

N1 RETRIEVE ALL Continuous Memory Diagnostic Trouble Codes (CMDTCs) IN ALL

MODULES
l Enter the following diagnostic mode on the diagnostic tool: Self Test - All CMDTCs

l Is B1317, B1318 or B1676 present in more than one module AND P0563, P0620, P0625, P0626
or P065B present in the PCM?
YES : REFER to CHARGING SYSTEM - GENERAL INFORMATION article for diagnosis of
the battery and charging system. CLEAR all CMDTCs. TEST the system for normal operation.
NO : Go to N2.
N2 CHECK BATTERY CONDITION
l Refer to BATTERY, MOUNTING AND CABLES article and carry out the Battery - Condition
Test
l Does the battery pass the condition test?

YES : If the battery passed the condition test but required a recharge, REFER to CHARGING
SYSTEM - GENERAL INFORMATION article to diagnose the charging system. CLEAR all
CMDTCs. TEST the system for normal operation.
If the battery passed the condition test and did not require a recharge, go to N3.
NO : INSTALL a new battery. CLEAR all CMDTCs. TEST the system for normal operation.
N3 CHECK CHARGING SYSTEM VOLTAGE

NOTE: Do not allow the engine speed to increase above 2,000 RPM while
performing this step or the generator may self excite and result in default
charging system output voltage. If engine speed goes above 2,000 RPM,
shut the vehicle OFF and restart the engine before performing this step.

l Measure the voltage of the battery with and without a load on the charging system as follows:
l Turn off all accessories and run the engine at 1,500 RPM for a minimum of 2 minutes while
measuring battery voltage.
l Turn on headlights and HVAC fan on high and run engine at 1,500 RPM for a minimum of 2
minutes while measuring battery voltage.

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Fig. 72: Checking Charging System Voltage

Courtesy of FORD MOTOR CO.

lAre the voltages between 13 and 15.2 volts?

YES : Go to N4.
NO : REFER to CHARGING SYSTEM - GENERAL INFORMATION article to diagnose the
charging system. CLEAR all CMDTCs. TEST the system for normal operation.
N4 CHECK FOR VOLTAGE MONITORING THE MODULE SUPPLY VOLTAGE (VBAT_CC)
HVAC PID
l Key in ON position.

l Enter the following diagnostic mode on the diagnostic tool: VBAT_CC HVAC PID

l Monitor the battery voltage VBAT_CC HVAC PID.

l Is the battery voltage less than 9 or greater than 15.5 volts?

YES : If voltage is less than 9 volts, go to N5.

If voltage is greater than 15.5 volts, INSTALL a new HVAC module. REFER to CLIMATE
CONTROL article. CLEAR all CMDTCs. REPEAT the self-test.

NO : Go to N7.
N5 CHECK CIRCUIT GD138 (BK/WH) FOR EXCESSIVE RESISTANCE
l Key in OFF position.

l Disconnect: HVAC C2357a

l Measure the resistance between HVAC C2357a-23, circuit GD138 (BK/WH), harness side and
ground.

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Fig. 73: Checking Circuit GD138 (BK/WH) For Excessive Resistance

Courtesy of FORD MOTOR CO.

lIs the resistance less than 1 ohm?

YES : Go to N6.
NO : REPAIR circuit GD138 (BK/WH) for an open. TEST the system for normal operation.
N6 CHECK CIRCUITS SBP15 (WH/RD) AND CBP37 (WH) FOR AN OPEN
l Key in ON position.

l With the engine running, measure the voltage between ground and:

l HVAC module C2357a-13, circuit SBP15 (WH/RD), harness side.

l HVAC module C2357a-12, circuit CBP37 (WH), harness side.

Fig. 74: Checking Circuits SBP15 (WH/RD) And CBP37 (WH) For An Open
Courtesy of FORD MOTOR CO.

lIs the voltage greater than 10 volts and less than 16 volts?
YES : Go to N7.
NO : If DTC B1676 is present in multiple modules, REFER to CHARGING SYSTEM -
GENERAL INFORMATION article.
If DTC B1676 is present only in the HVAC module, VERIFY Smart Junction Box (SJB) fuse 15
(10A) and fuse 37 (10A) is OK. If OK, REPAIR circuit SBP15 (WH/RD) or CBP37 (WH) for an
open. CLEAR the DTCs. REPEAT the self-test. TEST the system for normal operation.
N7 CHECK THE MODULE CONNECTION
l Carry out the HVAC Module Cold Boot Process. Refer to HVAC Module Cold Boot Process.

l Operate the system.

l Does the concern return?

YES : INSTALL a new HVAC module. REFER to CLIMATE CONTROL article. TEST the
system for normal operation.
NO : The system is operating correctly at this time. The concern may have been caused by a loose
or corroded connector. CLEAR the DTCs. REPEAT the self-test. TEST the system for normal
operation.

Component Tests

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Resistor - Blower Motor

Fig. 75: Identifying Blower Motor Resistor

Courtesy of FORD MOTOR CO.

Blower Motor Resistor Pins Resistance

4 and 2 2.1-2.6 ohms
2 and 3 0.3-0.4 ohms
2 and 1 0.9-1.0 ohms

Defrost/Panel/Floor Door Actuator

Fig. 76: Identifying Defrost/Panel/Floor Door Actuator

Courtesy of FORD MOTOR CO.

Actuator Pins Approx. Resistance

1 and 2 240-4,200 ohms
2 and 3 240-4,200 ohms
1 and 3 2,560-3,840 ohms

Blend Door Actuator

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Fig. 77: Identifying Blend Door Actuator

Courtesy of FORD MOTOR CO.

Actuator Pins Approx. Resistance

1 and 2 240-4,200 ohms
2 and 3 240-4,200 ohms
1 and 3 2,560-3,840 ohms

Heater Core

NOTE: If a heater core leak is suspected, the heater core must be tested by
following the plugged heater core component test before the heater core
pressure test. Carry out a system inspection by checking the heater
system thoroughly as follows:

1. Inspect for evidence of coolant leakage at the heater hose to heater core attachments. A coolant leak in the
heater hose could follow the heater core tube to the heater core and appear as a leak in the heater core.

NOTE: Spring-type clamps are installed as original equipment. Installation and

overtightening of non-specified clamps can cause leakage at the heater
hose connection and damage the heater core.

2. Check the integrity of the heater hose clamps.

Heater Core - Plugged

1. Check to see that the engine coolant is at the correct level.

2. Start the engine and turn on the heater.
3. When the engine coolant reaches operating temperature, check the heater core inlet and outlet hoses to see
if they are hot.
4. If the outlet only is not hot:
l the heater core may have an air pocket.

l the heater core may be plugged.

5. If the inlet only is not hot, the thermostat may not be working correctly.

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Heater Core - Pressure Test

Use the Pressure Test Kit to carry out the pressure test.

NOTE: Due to space limitations, a bench test may be necessary for pressure
testing.

1. Drain the coolant from the cooling system.

2. Disconnect the heater hoses from the heater core.
3. Install a short piece of heater hose, approximately 101 mm (4 in) long on each heater core tube.
4. Fill the heater core and heater hoses with water and install plug BT-7422-B and adapter BT-7422-A from
the Pressure Test Kit. Secure the heater hoses, plug and adapter with hose clamps.

Fig. 78: Pressure Testing Heater Core

Courtesy of FORD MOTOR CO.

5. Attach the pump and gauge assembly from the Pressure Test Kit to the adapter.
6. Close the bleed valve at the base of the gauge. Pump 138 kPa (20 psi) of air pressure into the heater core.
7. Observe the pressure gauge for a minimum of 3 minutes.
8. If the pressure drops, check the heater hose connections to the core tubes for leaks. If the heater hoses do
not leak, remove the heater core from the vehicle. Refer to CLIMATE CONTROL article.
9. Carry out the Heater Core - Bench Test.

Heater Core - Bench Test

1. Remove the heater core from the vehicle.

2. Drain all of the coolant from the heater core.
3. Connect the 101 mm (4 in) test heater hoses with plug and adapter to the core tubes. Then connect the
Pressure Test Kit to the adapter.
4. Apply 138 kPa (20 psi) of air pressure to the heater core. Submerge the heater core in water.
5. If a leak is observed, install a new heater core. Refer to CLIMATE CONTROL article.

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Fig. 79: Bench Testing Heater Core

Courtesy of FORD MOTOR CO.

Evaporator/Condenser Core - On-Vehicle Leak Test

1. Discharge and recover the refrigerant. Refer to Air Conditioning (A/C) System Recovery, Evacuation
and Charging.
2. Disconnect the suspect evaporator core (leave the Thermostatic Expansion Valve (TXV) attached to the
evaporator core) or condenser core from the A/C system.
3. Clean the fittings.
4. Connect the appropriate test fittings to the condenser or evaporator core/TXV tube connections.

NOTE: The automatic shut-off valves on some gauge set hoses do not open when
connected to the test fittings. If available, use hoses without shut-off
valves. If hoses with shut-off valves are used, make sure the valve opens
when attached to the test fittings or install an adapter that will activate the
valve. The test is not valid if the shut-off valve does not open.

5. Connect the red and blue hoses from the R-134a Manifold Gauge Set to the test fittings on the evaporator
core/TXV or condenser core. Connect the yellow hose to a known good vacuum pump.
6. Open both gauge set valves and start the vacuum pump. Allow the vacuum pump to operate for a
minimum of 45 minutes after the gauge set low-pressure gauge indicates 101 kPa (30 in-Hg). The 45-
minute evacuation is necessary to remove any refrigerant from oil left in the evaporator core or condenser
core. If the refrigerant is not completely removed from the oil, outgassing will degrade the vacuum and
appear as a refrigerant leak.
7. If the low-pressure gauge reading will not drop to 101 kPa (30 in-Hg) when the valves on the gauge and
manifold set are open and the vacuum pump is operating, close the gauge set valves and observe the low-
pressure gauge. If the pressure rises rapidly to zero, a large leak is indicated. Recheck the test fitting
connections and gauge set connections before installing a new evaporator core or condenser core.
8. After evacuating for 45 minutes, close the gauge set valves and stop the vacuum pump. Observe the low-
pressure gauge; it should remain at the 101 kPa (30 in-Hg) mark.
l If the low-pressure gauge reading rises 34 or more kPa (10 or more in-Hg) of vacuum from the 101
kPa (30 in-Hg) position in 10 minutes, a leak is indicated.
l If a very small leak is suspected, wait 30 minutes and observe the vacuum gauge.

l If a small amount of vacuum is lost, operate the vacuum pump with gauge valves open for an
additional 30 minutes to remove any remaining refrigerant from the oil in the evaporator core or

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condenser core. Then recheck for loss of vacuum.

l If a very small leak is suspected, allow the system to sit overnight with vacuum applied and check
for vacuum loss.
9. If the condenser core does leak, as verified by the above procedure, install a new condenser core. Refer to
CLIMATE CONTROL article.

If the evaporator core/TXV does leak, as verified by the above procedure, disconnect the TXV and
recheck the evaporator core for a leak. If the evaporator core does leak, install a new evaporator core.
Refer to CLIMATE CONTROL article. TEST the system for normal operation.

If the evaporator core does not leak, install new evaporator core/TXV seals and retest the evaporator
core/TXV. If the evaporator core/TXV does leak, install a new TXV. Refer to CLIMATE CONTROL
article. TEST the system for normal operation.

A/C Compressor - External Leak Test

1. Install the A/C Pressure Test Adapter on the port of the A/C compressor, using the existing manifold
retaining bolt.
2. Connect the high and low pressure lines of a manifold gauge set or a refrigerant recovery/recycling
station such as the R-134a A/C service center to the corresponding fittings on the A/C Pressure Test
Adapter.
3. Attach the center hose of a manifold gauge set to a refrigerant container standing in an upright position.
4. Hand-rotate the compressor shaft 10 complete revolutions to distribute the oil inside the A/C compressor.
5. Open the low-pressure gauge valve, the high-pressure gauge valve and the valve on the refrigerant
container to allow the refrigerant vapor to flow into the A/C compressor.
6. Using the Refrigerant Leak Detector, check for leaks at the compressor shaft.
7. If a shaft seal or external leak is found, install a new A/C compressor. Refer to CLIMATE CONTROL
article.
8. When the leak test is complete, recover the refrigerant from the compressor.

GENERAL PROCEDURES
AIR CONDITIONING (A/C) ODOR TREATMENT

SPECIAL TOOLS - AIR CONDITIONING ODOR TREATMENT

Illustration Tool Name Tool Number
30 oz Sure Shot Pressure 167-R4700 or equivalent
Sprayer

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Flexible Applicator Tool Kit 258-00004

MATERIAL - AIR CONDITIONING ODOR TREATMENT

Item Specification
A/C Cooling Coil Coating YN-29 -

A/C Odor Treatment

WARNING: Carry out this procedure in a well-ventilated area with all vehicle windows
and doors opened. Carefully read cautionary information on product
label. For EMERGENCY MEDICAL INFORMATION, seek medical advice.
On Ford/Motorcraft products in the USA or Canada call: 1-800-959-3673.
For additional information, consult the product Material Safety Data Sheet
(MSDS), if available. Failure to follow these instructions may result in
serious personal injury.

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NOTE: There are typically 4 types of objectionable odors found in a vehicle:

l Chemical odors
l Environmental odors
l Human and other interior-generated odors
l Microbiological odors

Before determining that A/C order treatment is required, the source and the
circumstances under which the odor occurs must be determined.

NOTE: Chemical odors are usually constant regardless of the climate control system
setting although they may be enhanced by A/C operation. Most chemical odors
are caused by fluid leaks or incorrectly cured adhesives. Chemical odors can be
eliminated by repairing the leaking component and removing any residue.

NOTE: Environmental odors usually occur for a short time and diminish after the
vehicle passes through the affected area. These odors are typically only
detected when the vehicle windows are open, or when the climate control
system is operating in a mode that allows for fresh air. Environmental odors
cannot be eliminated because they are external in source, but they may be
minimized by switching to a climate control setting that uses recirculated air.

NOTE: Human and other interior-generated odors occur while the source is present
and may linger for a short time after. These odors may be more noticeable
during A/C operation. Human odors may be eliminated by removing the source
and cleaning the affected area.

NOTE: Microbiological odors, if in the A/C system, usually last for about 30 seconds
after the system is turned on. They will be detected while the A/C is turned on
and using either outside or recirculated air. Microbiological odors that occur in
areas other than the A/C system (for example, water in doors or wet carpeting)
may last indefinitely and will be more intense when recirculated air is used.
Microbiological odors will not be present at temperatures at or below 10°C (50°
F).

Microbiological odors can be eliminated by removing the source and treating

the affected area. Standing water must be allowed to drain and dry out. A/C
systems may be treated by using A/C cooling coil coating as described in the
service procedure below.

Microbiological odors result from microbial growth supported by warm

temperatures and moisture. Microbiological odors are described as
musty/mildew type smells and may occur on/in:

l foam seals.

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l rubber seals.
l adhesives.
l standing water.
l water soaked carpet/trim.

1. Identify the type of odor present in the vehicle. Do not proceed with A/C odor treatment if the odor
source is found to be outside of the A/C system. Refer to the following chart for examples.

Odor Source Odor Description

Chemical Odors
Coolant Sweet smell
Fuel Gasoline or diesel fuel smell
Oil Oil type or burning smell
Power Steering Fluid Oil type or burning smell
Transmission Fluid Oil type or burning smell
Washer Fluid Alcohol type smell
Gear Lube Garlic/sulfur smell
Refrigerant Oil Ether type smell
Carpet/trim Adhesives Fishy, urine or sweet smell
Evaporator Core Coating Wet cement type smell
Environmental Odors
Exhaust Exhaust, fuel or burning type smell
Industrial Pollutants Various smells
Dust Musty, mildew or wet cement type smell
Pollen Sweet smell
Tobacco Burning, tar smell
Human and Other Interior Generated Odors
Body Secretions Body odor
Perfuming Agents Sweet or fragrance smell
Clothing Musty, mildew or body odors
Food/Beverage Sweet, musty, mildew or fishy smell
Microbiological Odors
Microbiological Odors Occurring Inside of A/C Musty, mildew smell lasting about 30 seconds after
System A/C is turned on
Microbiological Odors Occurring Outside of A/C Musty, mildew smell lasting indefinitely and
System possibly more pronounced when using recirculated
air

2. Identify the source of the odor.

l Check the passenger and driver side carpet for moisture. Continue diagnosis if moisture is found.

l Remove and check the blower motor for signs of moisture resulting from water bypassing the cowl

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baffling system. Continue diagnosis if moisture is present. Install the blower motor if no moisture is
present.
l Check the evaporator core drain tube for restriction.

l Check the cowl top panel and air inlet screen for standing water or foreign material. If possible,
remove any standing water and clean the air inlet screen using a wet/dry vacuum.
3. Open all vehicle windows and doors.
4. Make sure that A/C is off.
5. Remove the evaporator air discharge temperature sensor.
6. Set the following.
l Select PANEL mode (A/C off).

l Adjust the temperature setting to full warm.

l Adjust the blower motor speed to HI.

7. Run the engine for 25 minutes to dry out the A/C system.
8. Turn the ignition OFF.
9. Remove the blower motor.
10. Remove the blower motor resistor.

NOTE: To avoid damage to the vehicle interior, do not spill or spray this product
on any interior surface.

11. Add one full bottle of A/C cooling coil coating to the applicator or sprayer.
12. Insert the nozzle into the evaporator housing and direct the spray toward the evaporator core face. Spray
the entire evaporator core face until empty.
13. Install the blower motor and blower motor resistor.
14. Install the evaporator discharge air temperature sensor.
15. Repeat Steps 6 through 8 to cure the evaporator core coating.

AIR CONDITIONING (A/C) CLUTCH AIR GAP ADJUSTMENT

1. Check the A/C clutch air gap at 3 equally spaced places between the clutch plate and the A/C clutch
pulley.

Fig. 80: Checking A/C Compressor Clutch Air Gap With Specification

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Courtesy of FORD MOTOR CO.

2. If the A/C clutch air gap is out of range, remove the clutch plate. Add or remove spacers between the
clutch plate hub and the compressor shaft until the clearance is within specification.

ELECTRONIC LEAK DETECTION

SPECIAL TOOLS - ELECTRONIC LEAK DETECTION

Illustration Tool Name Tool Number
Heated Pentode Halogen Leak 023-00178 or equivalent
Detector

NOTE: Good ventilation is necessary in the area where electronic A/C leak testing is to
be carried out. If the surrounding air is contaminated with refrigerant gas, the
Heated Pentode Halogen Leak Detector will indicate this gas all the time. Odors
from other chemicals such as antifreeze, diesel fuel, disc brake cleaner or other
cleaning solvents can cause the same problem. Using a fan to ventilate the area
to be tested before proceeding with the leak detection procedure is helpful in
removing small traces of contamination from the air, but the fan should be
turned off during actual testing.

NOTE: R-134a is heavier than air, and will tend to move downward from the source of
the leak if present. It is possible that a leak may not be detected if the leak
detector tip is held above the leaking fitting, line or component. Always be sure
to thoroughly leak test below the fitting, line or component for the presence of
R-134a as well as leak testing above and around.

NOTE: The system pressure should be between 413-551 kPa (60-80 psi) at 24°C
(75°F) with the engine off.

1. Leak test the refrigerant system using the leak detector. Follow the instructions included with the leak
detector for handling and operation techniques.

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Fig. 81: Identifying Leak Detector

Courtesy of FORD MOTOR CO.

2. If a leak is found, recover the refrigerant. For additional information, refer to Air Conditioning (A/C)
System Recovery, Evacuation and Charging.
l Repair the system.

l Test the system for normal operation.

FLUORESCENT DYE LEAK DETECTION

SPECIAL TOOLS - FLUORESCENT DYE LEAK DETECTION

Illustration Tool Name Tool Number
Cordless/Rechargeable True UV 023-00182 or equivalent
LED Light ES

R-134a Leak Detection Dye 164-R6060

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R-134a Loop/Add On Injector 219-00069 or equivalent

Kit-Set

R-134a Manifold Gauge Set 023-00047 or equivalent

R-134a Refrigerant Management 023-00181 or equivalent

Machine (SAE J-2788
Compliant)

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R-134a Refrigerant Management 199-00067 or equivalent

Machine (SAE J-2788
Compliant)

R-134a Refrigerant Management 265-00012 or equivalent

Machine (SAE J-2788
Compliant)

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Fluorescent Dye Injection - Using an R-134a Refrigerant Management Machine and Dye Injector

NOTE: Fluorescent refrigerant system dye is added to the refrigerant system at the
factory to assist in refrigerant system leak diagnosis using a Rotunda-approved
UV blacklight. It is not necessary to add additional dye to the refrigerant system
before diagnosing leaks, even if a significant amount of refrigerant has been
removed from the system. Replacement suction accumulators and
receiver/driers 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 add dye after flushing or filtering the
refrigerant system because a new suction accumulator or receiver/drier is
installed as part of the flushing or filtering procedure. Additional refrigerant
system dye should only be added if more than 50% of the refrigerant system
lubricant capacity has been lost due to a fitting separation, hose rupture or
other damage.

NOTE: This method of fluorescent dye injection requires the addition of R-134a from an
R-134a Refrigerant Management Machine or R-134a Manifold Gauge Set hooked
to an external tank to charge the dye into the refrigerant system. If adding
fluorescent dye to a refrigerant system that is already fully charged, the R-134a
Loop/Add On Injector Kit-Set method should be used.

NOTE: Before using the R-134a Loop/Add On Injector Kit-Set for the first time, refer to
the manufacturer's instructions on evacuation of any non-condensable gasses
from the hoses.

NOTE: Only connect the dye/lubricant injector from the R-134a Loop/Add On Injector
Kit-Set when fluorescent dye is to be injected. The dye/lubricant injector has a
one-way check valve that will prevent refrigerant system recovery and
evacuation.

NOTE: Following fluorescent dye injection, the refrigerant system pressure should be
between 413-551 kPa (60-80 psi) at 24°C (75°F) with the engine off and cool.

NOTE: If no R-134a pressure is present in the refrigerant system, the system

should be evacuated before carrying out the injection procedure. For
additional information, refer to Air Conditioning (A/C) System Recovery,
Evacuation and Charging.

1. Connect an R-134a Refrigerant Management Machine or a R-134a Manifold Gauge Set to the refrigerant
system service port valves.
2. Verify that the valves on the dye/lubricant injector from the R-134a Loop/Add On Injector Kit-Set are
closed.

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Fig. 82: Verifying All Valves On Dye/Lubricant Injector Are Closed

Courtesy of FORD MOTOR CO.

3. Fill the R-134a fluorescent dye injector reservoir with 7 ml (0.25 oz) of fluorescent dye.

Fig. 83: Identifying R-134a Fluorescent Dye Injector Reservoir

Courtesy of FORD MOTOR CO.

4. Install the dye/lubricant injector between the low-pressure service gauge port valve and the R-134a
Refrigerant Management Machine or R-134a Manifold Gauge Set.
5. Open all valves and inject the fluorescent dye into the refrigerant system.
6. When fluorescent dye injection is complete, close all valves.
7. Recover the refrigerant from the dye/lubricant injector.
8. Remove the dye/lubricant injector from the low-pressure service gauge port valve and the R-134a
Refrigerant Management Machine or R-134a Manifold Gauge Set.

Fluorescent Dye Injection - Using an R-134a Loop/Add On Injector Kit-Set

NOTE: Fluorescent refrigerant system dye is added to the refrigerant system at the
factory to assist in refrigerant system leak diagnosis using a Rotunda-approved
UV blacklight. It is not necessary to add additional dye to the refrigerant system
before diagnosing leaks, even if a significant amount of refrigerant has been
removed from the system. Replacement suction accumulators and
receiver/driers 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 add dye after flushing or filtering the

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refrigerant system because a new suction accumulator or receiver/drier is

installed as part of the flushing or filtering procedure. Additional refrigerant
system dye should only be added if more than 50% of the refrigerant system
lubricant capacity has been lost due to a fitting separation, hose rupture or
other damage.

NOTE: Before using the R-134a Loop/Add On Injector Kit-Set for the first time, refer to
the equipment manufacturer's instructions on evacuation of non-condensable
gasses from the hoses.

NOTE: Refrigerant system pressure should be between 413-551 kPa (60-80 psi) at 24°C
(75°F) with the engine off and cool.

1. Verify that the valves on the R-134a Loop/Add On Injector Kit-Set are closed.

Fig. 84: Verifying All Valves On Dye/Lubricant Injector Are Closed

Courtesy of FORD MOTOR CO.

2. Fill the R-134a Loop/Add On Injector Kit-Set reservoir with 7 ml (0.25 oz) of fluorescent dye.

Fig. 85: Identifying R-134a Fluorescent Dye Injector Reservoir

Courtesy of FORD MOTOR CO.

3. Install the R-134a Loop/Add On Injector Kit-Set between the high-pressure and low-pressure service
gauge port valves.

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NOTE: Make sure all tools and hoses are clear of the engine cooling fan and drive
belt before starting the engine. Failure to keep tools and hoses clear from
the engine cooling fan and drive belt will result in damage to the tools
and/or vehicle.

4. With the A/C off, start the engine. Allow engine speed to stabilize below 1,000 RPM.
5. Set the A/C to the ON position.
6. Open the high-pressure service valve.

Fig. 86: Installing R-134A Loop/Add On Injector Kit-Set Between High-Pressure & Low-Pressure
Service Gauge Port Valves
Courtesy of FORD MOTOR CO.

NOTE: To prevent pressure spike/liquid slug, crack the R-134a Loop/Add On

Injector Kit-Set valves and slowly open to inject the fluorescent dye into
the refrigerant system.

7. Open the R-134a Loop/Add On Injector Kit-Set valves and inject the fluorescent dye into the refrigerant
system.

Fig. 87: Opening R-134a Loop/Add On Injector Kit-Set Valves

Courtesy of FORD MOTOR CO.

8. Close the high-pressure service valve to allow the pressure inside the R-134a Loop/Add On Injector Kit-
Set to equalize with the suction side of the refrigerant system.

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Fig. 88: Identifying High-Pressure Service Valve

Courtesy of FORD MOTOR CO.

NOTE: Close the valves on the R-134a Loop/Add On Injector Kit-Set while the A/C
compressor is operating.

9. Close the valves on the R-134a Loop/Add On Injector Kit-Set.

Fig. 89: Identifying Valves On Deluxe Injector Loop Kit

Courtesy of FORD MOTOR CO.

NOTE: Leave all valves on the R-134a Loop/Add On Injector Kit-Set closed when
not in use.

10. Disconnect the high-pressure and low-pressure service valves and remove the R-134a Loop/Add On
Injector Kit-Set from the vehicle.

Fluorescent Dye Detection

NOTE: Ford Motor Company vehicles are produced with R-134a fluorescent dye
installed in the refrigerant system from the factory. The location of leaks can be
pinpointed by the bright yellow-green glow of the fluorescent dye under a UV
lamp. Since more than one leak can exist, make sure to inspect each
component, line and fitting in the refrigerant system for a leak.

1. Check for leaks using a Rotunda-approved UV lamp and dye enhancing glasses.

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l Inspect all components, lines and fittings of the refrigerant system.

2. If a leak is found, recover the refrigerant. For additional information, refer to Air Conditioning (A/C)
System Recovery, Evacuation and Charging.
3. Repair the refrigerant system leak(s).
4. Evacuate and charge the refrigerant system. For additional information, refer to Air Conditioning (A/C)
System Recovery, Evacuation and Charging.
5. After the leak(s) is repaired, remove any traces of fluorescent dye with a general purpose oil solvent.

NOTE: Use of dye-enhancing glasses or goggles greatly improves the detection

of the dye under the UV lamp.

NOTE: Not all UV lamps will fluoresce the dye used in Ford vehicles. All Rotunda
UV lamps are optimized to fluoresce the dye.

6. Verify the repair by running the vehicle for a short period of time and rechecking the area of the leak with
a Rotunda-approved UV lamp.

AIR CONDITIONING (A/C) SYSTEM FLUSHING

SPECIAL TOOLS - AIR CONDITIONING SYSTEM FLUSHING

Illustration Tool Name Tool Number
A/C Flush Adapter Kit 219-00074 or equivalent

A/C Flush and Purge Machine 219-00022 (part of 219-

00023) or equivalent

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Connector, Refrigerant 412-145

Flushing Equipment

MATERIAL - AIR CONDITIONING SYSTEM FLUSHING

Item Specification
A/C Systems Flushing Solvent -
YN-23
PAG Refrigerant Compressor Oil (R-134a Systems) WSH-M1C231-B
YN-12-D

WARNING: Use extreme care and observe all safety and service precautions related
to the use of refrigerants as outlined on refrigerant tank and on recovery
and charging equipment. Failure to follow these instructions may result in
serious personal injury.

WARNING: Carefully read cautionary information on product label. For EMERGENCY

MEDICAL INFORMATION seek medical advice. In the USA or Canada on

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Ford/Motorcraft products call: 1-800-959-3673. For additional information,

consult the product Material Safety Data Sheet (MSDS) if available. Failure
to follow these instructions may result in serious personal injury.

NOTE: An air conditioning (A/C) refrigerant analyzer must be used before the recovery
of any vehicle A/C refrigerant. Failure to do so puts the shop bulk refrigerant at
risk of contamination. If the vehicle A/C refrigerant is contaminated, refer the
customer to the repair facility that carried out the last A/C repair. All
contaminated A/C refrigerant must be disposed of as hazardous waste. For all
equipment, follow the equipment manufacturer procedures and instructions.

NOTE: The thermostatic expansion valve (TXV) and hoses with mufflers, should be
removed when flushing the air conditioning (A/C) system. Internal plumbing of
these devices makes it impossible to correctly remove any residual-flushing
agent. These components are typically discarded after A/C system
contamination. Hoses without mufflers can normally be reused unless they are
clogged with foreign material.

NOTE: Prior to using the A/C Flush and Purge Machine 219-00022 for the first time,
review the operating instructions.

NOTE: Only the A/C Flush and Purge Machine kit, which includes A/C Flush and Purge
Machine, A/C Flush and Purge Fitting Kit and the A/C Systems Flushing
Solvent, is approved for use. No other flushing device or solvent is approved
for flushing heat exchangers (A/C condenser, A/C evaporator). Use of any other
flusher or solvent may cause damage to the A/C system and the flushing unit.

NOTE: Ford Motor Company has approved a procedure to provide technicians with a
non-chlorofluorocarbon (CFC) method of flushing contaminated A/C system
heat exchangers. The procedure allows the specific components to be cleaned
and flushed while installed in their normal in-vehicle location. The types of
contamination flushed include particle matter that results from A/C compressor
or desiccant failure and gummy residue that can form when refrigerant oil is
overheated during A/C compressor seizure. The flushing process is a 2-step
procedure that involves the use of an A/C Flush and Purge Machine to:

l circulate the flushing solvent through the heat exchanger in the reverse
direction of normal refrigerant flow (back-flushing). Particulate matter
picked up during flushing is filtered from the returning solvent before the
solvent is returned to the reservoir for continued circulation.
l remove the flushing solvent from the heat exchanger. In this step of the
procedure, pressurized air 621-862 kPa (90-125 psi) is used to push and
evaporate any remaining flush solvent from the heat exchanger.

1. Recover the refrigerant. For additional information, refer to Air Conditioning (A/C) System Recovery,

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Evacuation and Charging.

2. Disconnect the refrigerant lines from the heat exchanger(s) to be flushed.
3. Connect the A/C flush and purge machine fitting kit and the A/C flush and purge machine to the heat
exchanger to be flushed. Do not flush through the evaporator core orifice or hoses. The internal plumbing
and material make-up of these components make it impossible to correctly remove foreign material or
residual flushing solvent.

NOTE: Flush the heat exchanger for a minimum of 15 minutes. The flush solvent
may be used for one or both heat exchangers in the A/C system. However,
the flush solvent and the flushing unit filter is intended for one vehicle
only.

4. Flush the heat exchanger for a minimum of 15 minutes.

5. Apply 621-862 kPa (90-125 psi) of pressurized air to the component for a minimum of 30 minutes. The
30-minute purge time is required to force and evaporate all residual solvent from the A/C system
component. Failure to successfully remove all residual solvent within the component can result in system
damage when reconnected and operated. Dispose of the used flush solvent and filter in accordance with
local, state and federal regulations.

NOTE: A/C system filtering as described in this article is optional if system

flushing is carried out. However, the filter kit use is recommended after
flushing if the A/C system contamination is extensive.

6. Install a new thermostatic expansion valve (TXV) in any vehicle being repaired for an internal A/C
compressor or desiccant failure.
7. Install new refrigerant hoses if clogged with foreign material.
8. Install a new receiver/drier in any vehicle being repaired for an internal A/C compressor or desiccant
failure.
9. Reconnect the heat exchanger being repaired.
10. If a new A/C compressor is not to be installed, lubricate the refrigerant system with the correct amount of
clean PAG oil. For additional information, refer to Refrigerant Oil Adding.
11. If a new A/C compressor is not to be installed, evacuate, leak test, and charge the A/C system. For
additional information, refer to Air Conditioning (A/C) System Recovery, Evacuation and Charging.

AIR CONDITIONING (A/C) SYSTEM RECOVERY, EVACUATION AND CHARGING

SPECIAL TOOLS - AIR CONDITIONING SYSTEM RECOVERY, EVACUATION AND CHARGING

Illustration Tool Name Tool Number
1.2 CFM Vacuum Pump 023-00162 or equivalent

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4.0 CFM Vacuum Pump 023-00163 or equivalent

Automatic Refrigerant 023-00155 or equivalent

Charging Meter

R-134a Manifold Gauge Set 023-00047 or equivalent

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R-134a Refrigerant 023-00181 or equivalent

Management Machine (SAE J-
2788 Compliant)

R-134a Refrigerant 199-00067 or equivalent

Management Machine (SAE J-
2788 Compliant)

R-134a Refrigerant 265-00012 or equivalent

Management Machine (SAE J-
2788 Compliant)

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MATERIAL - AIR CONDITIONING SYSTEM RECOVERY, EVACUATION AND CHARGING

Item Specification
PAG Refrigerant Compressor Oil (R-134a Systems) WSH-M1C231-B
YN-12-D

Refrigerant System Recovery

NOTE: An air conditioning (A/C) refrigerant analyzer must be used before the recovery
of any vehicle's A/C refrigerant. Failure to do so puts the shop's bulk refrigerant
at risk of contamination. If the vehicle's A/C refrigerant is contaminated, refer
the customer to the service facility that carried out the last A/C service. If the
customer wishes to pay the additional cost, use the A/C recovery equipment
that is designated for recovering contaminated A/C refrigerant. All
contaminated A/C refrigerant must be disposed of as hazardous waste. For all
equipment, follow the equipment manufacturer procedures and instructions.

NOTE: Ford Motor Company recommends use of an R-134a Refrigerant Management

Machine to carry out recovery. If an R-134a Refrigerant Management Machine is
not available, refrigerant system recovery may be accomplished using a
separate recovery station.

NOTE: Leaks in refrigerant system service equipment, hoses or gauges can cause a
leak in vacuum that may be misinterpreted as a problem with the vehicle's
refrigerant system. It is necessary to leak-test all refrigerant system service
equipment, hoses and gauges on a weekly basis to verify that no leaks are
present.

1. Prior to recovering, the purity of the refrigerant must be verified. For additional information, refer to
Refrigerant Identification Testing.

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2. Connect an R-134a Refrigerant Management Machine to the low- and high-pressure service gauge port
valves following the operating instructions provided by the equipment manufacturer.
3. Recover the refrigerant from the system following the operating instructions provided by the equipment
manufacturer. Note the amount of oil removed during the refrigerant recovery (if any). Add that same
amount back into the system once repairs are complete.
4. Once the R-134a Refrigerant Center has recovered the refrigerant, switch OFF the power supply.
5. Allow the system to set for about 2 minutes, and observe the system vacuum reading. If the vacuum is not
lost, disconnect the recovery equipment.
6. If the system does lose vacuum, repeat Steps 3 through 5 until the vacuum level remains stable for 2
minutes.
7. Carry out the required repairs.

Refrigerant System Evacuation Using an R-134a Refrigerant Management Machine

NOTE: Ford Motor Company recommends use of an R-134a Refrigerant Management

Machine to carry out recovery, evacuation and charging of the refrigerant
system. If an R-134a Refrigerant Management Machine is not available,
evacuation may be accomplished using a separate Vacuum Pump and R-134a
Manifold Gauge Set.

NOTE: Leaks in refrigerant system service equipment, hoses or gauges can cause a
leak in vacuum that may be misinterpreted as a problem with the vehicle's
refrigerant system. It is necessary to leak-test all refrigerant system service
equipment, hoses and gauges on a weekly basis to verify that no leaks are
present.

1. Connect an R-134a Refrigerant Management Machine to the low- and high-pressure service gauge port
valves following the operating instructions provided by the equipment manufacturer.
2. Evacuate the system until the low-pressure gauge reads at least 99.4 kPa (29.5 in-Hg) of vacuum and as
close to 101.1 kPa (30 in-Hg) as possible. Continue to operate the Vacuum Pump for a minimum of 45
minutes.
3. Turn OFF the Vacuum Pump. Observe the low-pressure gauge for 5 minutes to make sure that the system
vacuum is held. If vacuum is not held for 5 minutes, leak test the system, repair the leak and evacuate the
system again.

Refrigerant System Evacuation Using an R-134a Manifold Gauge Set and Vacuum Pump

NOTE: Ford Motor Company recommends use of an R-134a Refrigerant Management

Machine to carry out evacuation of the refrigerant system. If an R-134a
Refrigerant Management Machine is not available, refrigerant system
evacuation may be accomplished using a separate Vacuum Pump and R-134a
Manifold Gauge Set.

NOTE: Leaks in refrigerant system service equipment, hoses or gauges can cause a

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leak in vacuum that may be misinterpreted as a problem with the vehicle's

refrigerant system. It is necessary to leak-test all refrigerant system service
equipment, hoses and gauges on a weekly basis to verify that no leaks are
present.

1. Connect the R-134a Manifold Gauge Set to the low-side and high-side service gauge port valves.
2. Connect the center (yellow) hose from the R-134a Manifold Gauge Set to the suction port on the Vacuum
Pump.
3. Open all valves on the R-134a Manifold Gauge Set and both service gauge port valves.
4. Turn on the Vacuum Pump and evacuate the system until the low-pressure gauge reads at least 99.4 kPa
(29.5 in-Hg) of vacuum and as close to 101.1 kPa (30 in-Hg) as possible. Continue to operate the Vacuum
Pump for a minimum of 45 minutes.
5. Close the high-side and low-side valves on the R-134a Manifold Gauge Set (not the service gauge port
valves) and turn OFF the Vacuum Pump.
6. Observe the low-pressure gauge for 5 minutes to make sure that the system vacuum is held. If vacuum is
not held for 5 minutes, leak test the system, repair the leak and evacuate the system again.

Refrigerant System Charging Using an R-134a Refrigerant Management Machine

NOTE: Ford Motor Company recommends use of an R-134a Refrigerant Management

Machine to carry out charging of the refrigerant system. If an R-134a Refrigerant
Management Machine is not available, refrigerant system charging may be
accomplished using a separate Automatic Refrigerant Charging Meter and R-
134a Manifold Gauge Set.

NOTE: Leaks in refrigerant system service equipment, hoses or gauges can cause a
leak that may be misinterpreted as a problem with the vehicle's refrigerant
system. It is necessary to leak-test all refrigerant system service equipment,
hoses and gauges on a weekly basis to verify that no leaks are present.

1. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information,
refer to Refrigerant Oil Adding.
2. Connect an R-134a Refrigerant Management Machine to the low-side and high-side service gauge port
valves following the operating instructions provided by the equipment manufacturer.
3. Set the refrigerant charge amount, and charge the refrigerant system following the instructions provided
by the equipment manufacturer.

Refrigerant System Charging Using an R-134a Manifold Gauge Set and Automatic Refrigerant Charging Motor

NOTE: Ford Motor Company recommends use of an R-134a Refrigerant Management

Machine to carry out charging of the refrigerant system. If an R-134a Refrigerant
Management Machine is not available, refrigerant system charging may be
accomplished using a separate Automatic Refrigerant Charging Meter and R-
134a Manifold Gauge Set.

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NOTE: Leaks in refrigerant system service equipment, hoses or gauges can cause a
leak that may be misinterpreted as a problem with the vehicle's refrigerant
system. It is necessary to leak-test all refrigerant system service equipment,
hoses and gauges on a weekly basis to verify that no leaks are present.

1. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information,
refer to Refrigerant Oil Adding.
2. Assemble the R-134a Manifold Gauge Set, Automatic Refrigerant Charging Meter and R-134a supply
tank following the Automatic Refrigerant Charging Meter operating instructions.
3. Charge the refrigerant system following the Automatic Refrigerant Charging Meter operating
instructions.
4. If the refrigerant flow stops before the refrigerant charge is complete, start the engine, select MAX A/C
operation and allow the refrigerant charge to complete.

REFRIGERANT SYSTEM FILTERING FOLLOWING AIR CONDITIONING (A/C) COMPRESSOR

INSTALLATION

SPECIAL TOOLS - REFRIGERANT SYSTEM FILTERING FOLLOWING A/C COMPRESSOR

INSTALLATION
Illustration Tool Name Tool Number
A/C Flush Adapter Kit 219-00074 or equivalent

A/C Flush and Purge Fitting 219-00024 or equivalent

Kit

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MATERIAL - REFRIGERANT SYSTEM FILTERING FOLLOWING A/C COMPRESSOR

INSTALLATION
Item Specification
PAG Refrigerant Compressor Oil (R-134a Systems) WSH-M1C231-B
YN-12-D

WARNING: Use extreme care and observe all safety and service precautions related
to the use of refrigerants as outlined on refrigerant tank and on recovery
and charging equipment. Failure to follow these instructions may result in
serious personal injury.

NOTE: An air conditioning (A/C) refrigerant analyzer must be used before the recovery
of any vehicle's A/C refrigerant. Failure to do so puts the shop's bulk refrigerant
at risk of contamination. If the vehicle's A/C refrigerant is contaminated, refer
the customer to the service facility that carried out the last A/C service. If the
customer wishes to pay the additional cost, use the A/C recovery equipment
that is designated for recovering contaminated A/C refrigerant. All
contaminated A/C refrigerant must be disposed of as hazardous waste. For all
equipment, follow the equipment manufacturer's procedures and instructions.

NOTE: On vehicles being serviced for an internal compressor or desiccant failure, a

new suction accumulator or receiver/drier, Thermostatic Expansion Valve (TXV)
or evaporator core orifice and any hoses containing mufflers must be installed
prior to filtering the air conditioning (A/C) system. Internal plumbing of these
devices makes it impossible to correctly remove any foreign material. These
components are typically discarded after A/C system contamination. Hoses
without mufflers can normally be reused unless they are clogged with foreign
material. The filter is intended for use on one vehicle only.

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1. Orient the filter inlet toward the A/C condenser core.

Fig. 90: Identifying A/C Filter Inlet Side

Courtesy of FORD MOTOR CO.

NOTE: The flexible extension adapters included in the A/C Flush Adapter Kit are
designed for low-pressure flushing and are not designed for use with a
charged refrigerant system. Do not make the condenser fitting
connections using the flexible extension adapters or damage to the
adapters and loss of refrigerant will occur.

NOTE: The F8VZ-19E773-AB pancake filter is not permanently installed and will
be removed at the end of this procedure.

2. Disconnect the condenser outlet fitting and temporarily install the pancake filter between the 2 halves of
the fitting.
l Use flexible refrigerant hose of 17,238 kPa (2,500 psi) burst rating.

l Make the connections using the correct adapters from the A/C Flush Adapter Kit and/or A/C Flush
and Purge Fitting Kit.
3. Lubricate the refrigerant system with the correct amount of clean PAG oil. For additional information,
refer to Refrigerant Oil Adding.
4. Evacuate and charge the refrigerant system. For additional information, refer to Air Conditioning (A/C)
System Recovery, Evacuation and Charging.
5. Check all refrigerant system hoses, lines and the position of the newly installed filters to be sure they do
not interfere with other engine compartment components. If necessary, use tie straps to make adjustments.
6. Provide adequate airflow to the front of the vehicle (with a fan, if necessary). Select A/C operation and
set the blower motor speed to maximum. Start the engine and let it idle briefly. Make sure the A/C system
is operating correctly.
7. Gradually bring the engine up to 1,200 RPM by running it at lower RPMs for short periods (first at 800
RPM, then at 1,000 RPM). Set the engine at 1,200 RPM and run it for one hour with the A/C system
operating.
8. Stop the engine.
9. Recover the refrigerant. For additional information, refer to Air Conditioning (A/C) System Recovery,
Evacuation and Charging.

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10. Remove the adapters, flexible hoses and pancake filter from between the condenser and the condenser to
evaporator tube.
11. Discard the pancake filter. It can be used one time only.
12. Reconnect the condenser outlet fitting.
13. Evacuate, charge and leak-test the refrigerant system. For additional information, refer to Air
Conditioning (A/C) System Recovery, Evacuation and Charging.

REFRIGERANT OIL ADDING

SPECIAL TOOLS - REFRIGERANT OIL ADDING

Illustration Tool Name Tool Number
R-134a Loop/Add On Injector 219-00069 or equivalent
Kit-Set

MATERIAL - REFRIGERANT OIL ADDING

Item Specification
PAG Refrigerant Compressor Oil (R-134a Systems) WSH-M1C231-B
YN-12-D

Refrigerant Oil Adding

NOTE: During normal A/C operation, oil is circulated through the system with the
refrigerant, and a small amount is retained in each component. If certain
components of the system are removed, some of the PAG oil will go with the
component. To maintain the original total oil charge, it is necessary to
compensate for the oil lost by adding oil to the system with the new part.

1. Refer to the chart below for refrigerant oil adding amounts and methods of installation.

Component PAG Oil Amount Method of Adding

A/C Compressor See Refrigerant Oil Adding for New A/C Add directly to A/C compressor low-side

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Compressor Installation port before installation.

Suction See Refrigerant Oil Adding for New Add directly to suction accumulator inlet
Accumulator or Suction Accumulator or Receiver/Drier port or inject to low-side service port
Receiver/Drier Installation during system charging.
Evaporator Core 45 ml (1.5 fl oz) added to the amount Add directly to evaporator core inlet tube
collected during refrigerant recovery or inject to low-side service port during
system charging.
Condenser Core 60 ml (2 fl oz) added to the amount Add directly to condenser core inlet or
collected during refrigerant recovery inject to low-side service port during
system charging.
Evaporator Core The amount collected during refrigerant Inject to low-side service port during
Orifice or recovery system charging.
Thermostatic
Expansion Valve
(TXV)
A/C Pressure 60 ml (2 fl oz) added to the amount Inject to low-side service port during
Relief Valve collected during refrigerant recovery system charging.
Refrigerant 60 ml (2 fl oz) added to the amount Inject to low-side service port during
Hose/Line collected during refrigerant recoverya system charging.
O-ring Leak 60 ml (2 fl oz) added to the amount Inject to low-side service port during
Repair collected during refrigerant recoveryb system charging.
Service Port 60 ml (2 fl oz) added to the amount Inject to low-side service port during
Leak Repair collected during refrigerant recovery system charging.

a If an excessive amount of PAG oil is lost due to a hose rupture/separation or other damage, the total
system refrigerant oil capacity must be added.

b The amount specified may be used for one or multiple O-ring leak repairs. Do not multiply the PAG oil
amount by the number of O-ring leaks being repaired.

Refrigerant Oil Adding for New A/C Compressor Installation

NOTE: This PAG oil adding method is to be used when a new A/C compressor only has
been installed. If a new suction accumulator or receiver drier and evaporator
core orifice or Thermostatic Expansion Valve (TXV) have also been installed
due to system contamination, refer to the appropriate service information.

NOTE: Service A/C compressors are shipped without refrigerant oil.

1. Rotate the old A/C compressor shaft 8 to 10 full rotations (clockwise) while collecting the refrigerant oil
in a clean measuring cup.
l Add the same amount plus the amount collected during refrigerant recovery plus 30 ml (1 fl oz).

Refrigerant Oil Adding for New Suction Accumulator or Receiver/Drier Installation

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NOTE: This refrigerant oil adding method is to be used when a new suction
accumulator or receiver drier only has been installed. If a new A/C compressor
and evaporator core orifice or TXV have also been installed due to system
contamination, refer to the appropriate service information.

1. Drill one 12.7 mm (1/2 in) hole in the old suction accumulator or receiver/drier cylinder and drain the oil
into a clean measuring cup.
2. Add the quantity of oil drained, plus the amount collected during refrigerant recovery and 60 ml (2 fl oz).

Refrigerant Oil Adding for Multiple Component Installation After A/C System Contamination

NOTE: This refrigerant oil adding method is to be used when a new A/C compressor,
suction accumulator or receiver drier and evaporator core orifice or TXV have
been installed due to system contamination and the A/C system has been
flushed.

NOTE: Service A/C compressors are shipped without refrigerant oil.

1. Add 60 ml (2 fl oz) directly to the new A/C compressor suction port.

2. Inject the total vehicle PAG oil capacity minus 60 ml (2 fl oz) to the low-side service port during system
charging. For the total PAG oil capacity specification, refer to SPECIFICATIONS.

Oil Injection Using a Dye/Lubricant Injector

NOTE: If fluorescent leak detection dye is also to be added during A/C charging, the
dye may be added to the dye/lubricant injector, from the R-134a Loop/Add On
Injector Kit-Set, along with the PAG oil.

1. Evacuate the refrigerant system. For additional information, refer to Air Conditioning (A/C) System
Recovery, Evacuation and Charging.
2. Assemble the dye/lubricant injector and the correct adapters from the R-134a Loop/Add On Injector Kit-
Set to match the amount of refrigerant compressor oil to be injected.
3. Verify that all the valves on the dye/lubricant injector are closed.

Fig. 91: Verifying All Valves On Dye/Lubricant Injector Are Closed

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Courtesy of FORD MOTOR CO.

4. Fill the dye/lubricant injector with the correct amount of clean, new PAG oil.

Fig. 92: Identifying R-134a Fluorescent Dye Injector Reservoir

Courtesy of FORD MOTOR CO.

5. Install the dye/lubricant injector between the low-side service gauge port valve and the refrigerant service
station or manifold gauge set.
6. Open all valves and charge the refrigerant system. For additional information, refer to Air Conditioning
(A/C) System Recovery, Evacuation and Charging.

REFRIGERANT IDENTIFICATION TESTING

SPECIAL TOOLS - REFRIGERANT IDENTIFICATION TESTING

Illustration Tool Name Tool Number
Refrigerant Identifier with 198-00003 or equivalent
Air-Radiator

Refrigerant Identification

NOTE: A Refrigerant Identifier with Air-Radiator must be used to identify gas

samples taken directly from the refrigeration system or storage containers

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prior to recovering or charging the refrigerant system.

1. Follow the instructions included with the Refrigerant Identifier with Air-Radiator to obtain the sample for
testing.
2. The Refrigerant Identifier with Air-Radiator will display one of the following:
l If the purity level of R-134a is 98% or greater by weight, the green PASS LED will light. The
weight concentrations of R-134a, R-12, R-22, hydrocarbons and air will be displayed on the digital
display.
l If refrigerant R-134a does not meet the 98% purity level, the red FAIL LED will light and an alarm
will sound alerting the user of potential hazards. The weight concentrations of R-134a, R-12, R-22
and hydrocarbons will be displayed on the digital display.
l If hydrocarbon concentrations are 2% or greater by weight, the red FAIL LED will light,
"Hydrocarbon High" will be displayed on the digital display, and an alarm will sound alerting the
user of potential hazards. The weight concentrations of R-134a, R-12, R-22 and hydrocarbons will
also be displayed on the digital display.
3. The percentage of air contained in the sample will be displayed if the R-134a content is 98% or greater.
The scan tool eliminates the effect of air when determining the refrigerant sample content because air is
not considered a contaminant, although air can affect A/C system performance. When the scan tool has
determined that a refrigerant source is pure (R-134a is 98% or greater by weight) and air concentration
levels are 2% or greater by weight, the scan tool will prompt the user if an air purge is desired.
4. If contaminated refrigerant is detected, repeat the refrigerant identification test to verify that the
refrigerant is indeed contaminated.

Contaminated Refrigerant Handling

NOTE: If contaminated refrigerant is detected, DO NOT recover the refrigerant into R-

134a recovery/recycling equipment. Recovery of contaminated refrigerant will
contaminate the recovered refrigerant supply and may damage the
recovery/recycling equipment.

NOTE: A new suction accumulator or receiver/drier must be installed as directed by the

A/C system flushing procedure.

1. Recover the contaminated refrigerant using suitable recovery-only equipment designed for capturing and
storing contaminated refrigerant only.
l If this equipment is not available, contact an A/C service facility in the area with the correct
equipment to carry out this service.
2. Determine and correct the cause of the customers initial concern.
3. Flush the A/C system.
4. Dispose of the contaminated refrigerant in accordance with all federal, state and local regulations.

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