Aire Acondicionado New Holland

SECTION 50 CLIMATE CONTROL CHAPTER 1
SECTION 50 - CLIMATE CONTROL
Chapter 1 - Climate Control

CONTENTS
Description Page
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
R134a Refrigerant Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
The Basics of Refrigeration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Individual Component Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Compressor and Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Receiver-drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Thermal Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Evaporator/Heater Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Blower Motor Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Thermostatic Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
High and Low Pressure Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Heater Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Switched Power: Fuses and HVAC Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Air Filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Troubleshooting and Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
General Safety and Service Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Recovering R134a Refrigerant With OEM1598 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
System Evacuation and Recharging With OEM1598 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Oil Level Check Or Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Leak Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Performance Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Pressure/Temperature Relationship Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Conditions For Performance Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Gauge Readings and Interpretations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Performance Test and Diagnosis Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
General Troubleshooting Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Air Conditioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Air-conditioning Component Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Thermal Expansion Valve and Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Heater Core Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
High and Low Pressure Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Receiver-drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Air Conditioning Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Heater Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Recirculation Door Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Blower Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Heater Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Repair Time Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
50-1
SPECIFICATIONS
Compressor
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sanden SD7H15 Axial Piston
Refrigerant
System capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 Kg (3.5 lbs) R134a
Refrigerant Oil
System capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 ml (10 fl oz) SP20 PAG Oil (Polyalkylene glycol)
SPECIAL TOOLS
FNH00855 Electronic Leak Detector
OEM1598 R134a Recovery/Recycling & Recharging Station
OEM1533 R134a Portable recovery Station
FHN02343A3* Seal Seat Remover
FHN02343A4* Pulley Bearing Installer
FHN02343A5* Pulley Bearing Installer Adapter
FHN02343A6* Universal Pulling Arbor
FHN02343A7* Universal Pulling Body
FHN02343A8* Clutch Holder
FHN02343A9* Armature Puller Assembly
FHN02343A10* External Retaining Ring Pliers
FHN02343A12* Seal Remover and Installer
FHN02343A13* Seal Protector
FHN02343A14* Clutch Face Plate Installer
FHN02343A15* Air Gap Feeler Gauges: 0.016 and 0.032 in.
FHN02343A19* Oil Level Checker
FHN02343A20* Oil Level Angle Gauge
FHN02343A22* Internal Retaining Ring Pliers
FHN02343A25* Pulley and Clutch removal Jaws and Thumbscrews
FHN2RT95* Protector, Shaft/Jaw Separator
BSL750 UV Leak Detection Lamp and Goggles
BSL734 UV Dye Injector for R134a Recycling Station
B726012 UV Leak Detection Dye for R134a (case qty with labels)
B795016 UV Fluorescent Dye Cleaner
BSL738 Quick and Easy Dye Injector
BSL634 Quick and Easy Dye and Charge for R134a (6pack)
* The compressor tool kit #FNH02343B includes these tools.
50-2
DESCRIPTION AND OPERATION

R134a REFRIGERANT INFORMATION CAUTION
Prompted by environmental concerns, New Holland This air conditioning system uses R134a
now manufactures equipment with non-ozone refrigerant. Use only R134a refrigerant and SP-20
depleting air conditioning systems. The refrigerant PAG lubricant in this system. R134a and R12
used, R134a, has no CFCs (chlorofluorocarbons) lubricants are not interchangeable. Never use
and no chlorine molecule. R12 lubricant in an R134a system.
R134a, a hydrofluorocarbon or HFC, replaces R12.

R12 contains a chlorine atom which when released
into the atmosphere depletes the ozone layer.
All R134a A/C systems and the service equipment for

them are equipped with unique fittings to prevent
mixing refrigerants or using incompatible equipment.
Storage containers and hoses for R134a have a

unique color scheme and are equipped with the
same fittings to prevent mixing.
Connecting hoses, service ports and pressure

switches are equipped with valves to prevent
discharging refrigerant into the air.
The TV140 tractor has a R134a air conditioning

system. The system functions in the same manner as
previous systems with slightly higher operating
pressures and a few component variations.
NOTE: Follow all local and governmental regulations

regarding the handling of HFC materials before
performing any work on systems using HFC
compounds.
50-3
Cab Air Flow
Outside air is drawn from the filtered air intakes on
both sides of the cab roof by the blower motor
assembly into the HVAC box. The blower pushes air
through the evaporator/heater core and a special
recirculation filter into the plenum.
MA03H024
214
From the plenum, a large cavity above the operators
head, air enters the cab through the louvered vents
(1) (2) (3).
1 1
2
2
215
The operator controls the proportion of outside air to
recirculated air in the cab with the recirculation
control (1) The control increases or decreases
recirculation of cab air by opening or closing a door
at the air intake on the left side of the cab roof.
Turning the control clockwise increases cab air
recirculation; turning the control counterclockwise
decreases cab air recirculation.
For maximum cooling, the recirculaton control

should be turned fully clockwise.
1
The right hand air intake on the roof has no door for
MA03D047
mixing recirculated air with outside air, so air from this
intake is always 100% outside air. 216
50-4
OVERHEAD CLIMATE CONTROLS
There are three operator controls for the heating and
air conditioning system:
9. The blower control (1) is a three speed switch -
low, medium and high with an OFF position.
Power should be present at the switch whenever
the keyswitch is in the RUN position. The control
must be on any speed but OFF for air
conditioning to work.
10. The temperature control (2) is a cable actuator
1 2 3
which modulates flow of coolant through the
heater core by opening/closing the heater valve. MA03D048
Rotate the control clockwise to increase heat;
rotate the control counterclockwise to decrease 217
heat. The heater supply valve on the engine
block must be open for the control to function
normally.
When maximum cab cooling is desired, the
control should be moved to the full counterclock-
wise position to close the heater control valve.
When used with air conditioning to defog or
defrost the cab, the control can be opened as
required.
11. The recirculation control (3) is a two-position
switch with a cable actuator which increases or
decreases recirculation of cab air by opening or
closing a door at the air intake on the left side of
the cab roof. Turning the control clockwise
increases cab air recirculation; turning the
control counterclockwise decreases cab air
recirculation. The recirculation control must be in
any position but OFF for the air conditioning
circuit to function.
For maximum cab cooling, the control should be
moved to the full clockwise position for maximum
cab air recirculation.
For maximum cab heating, the control will be
moved to full counterclockwise position or OFF.
50-5
THE BASICS OF REFRIGERATION

Air conditioning is based upon the process of heat
transfer. When a warmer object is placed next to a
colder object, the warmer object will lose its heat and
become cooler and the colder object will absorb the
heat and become warmer. A tractor air conditioning
system removes heat from the tractor cab and
releases it to the outside air.
Heat always flows from a warmer object to a cooler

object.
The intensity of heat is measured with a thermometer

in degrees Celsius or degrees Fahrenheit. The
quantity of heat is measured in calories or British 218
Thermal Units (BTUs). A BTU is the amount of heat
needed to raise one pound of water one degree
Fahrenheit. A calorie is similar to a BTU except it is
measured in metric units.
When enough BTUs are added to or subtracted from

a liquid, it will turn into a vapor or a solid. This is called
a change of state.
For example, a pound of water at 212 F must have
970 BTUs added to change it to a vapor at the same
temperature. As a substance changes state, it
absorbs or releases large amounts of heat without
changing temperature.
Liquids absorb the greatest amount of heat when

they boil. Therefore, the boiling point of a liquid
refrigerant needs to be lower than the temperature of
the area it is supposed to cool. Refrigerant R134a is
used in most air conditioning systems because it has
a very low boiling point (-22 F).
As the R134a boils, it absorbs heat from the tractor

cab until the cab is cooled. That is the essence of the 219
air conditioning system.
50-6
LOW SIDE HIGH SIDE

(LOW PRESSURE) (HIGH PRESSURE)
EXPANSION
VALVE
HEAT MOVES FROM

REFRIGERANT TO
EVAPORATOR OUTSIDE AIR

CONDENSER
HEAT MOVES FROM
INSIDE AIR TO RE-
FRIGERANT
COMPRESSOR
220
AIR CONDITIONING PROCESS atomized liquid or spray. The orifice provides a
(See the following page for component location restriction to refrigerant flow that causes a pressure
information.) drop, atomizing the refrigerant to a spray while
decreasing its temperature and pressure.
There are five major components in a R134a A/C
system: compressor, condenser, receiver-drier, As the atomized refrigerant passes through the
thermal expansion valve and evaporator. evaporator coils it absorbs heat from the air blown
across the evaporator by the blower motor. In the
Refrigerant is drawn into the compressor as a cool/ process, the cold, low pressure atomized spray
cold low-pressure vapor which is compressed and evaporates to a cool/cold low-pressure vapor which
discharged as a hot, high-pressure vapor to the exits the evaporator at the outlet.
condenser.
The low-pressure vapor is drawn into the suction port
The hot, high-pressure vapor passes through the of the compressor, and the cycle repeats.
condenser core and is cooled and condensed to a
high-pressure liquid. The vapor gives off heat to the The temperature difference between the atomized
cooler air drawn through the condenser by the liquid as it enters the evaporator and the vapor as it
engine fan and is condensed to a cool, high pressure exits the evaporator should remain constant,
liquid. regardless of the ambient outside temperature in a
normally functioning system.
This cool, high pressure liquid passes through the
receiver-drier without changing state. As the heat exchange occurs at the evaporator,
moisture in the air condenses on the evaporator fins
At the thermal expansion valve, the cool high-pres- and drains off as water, reducing the humidity level
sure liquid passes through a metered orifice and in air circulated to the cab.
enters the evaporator as a cold, low pressure
50-7
6 7
1
3
221
System Components
15. Compressor with clutch 19. Heater supply valve to heater control valve
16. Heater return line to radiator bottom 20. Thermal expansion valve
17. condenser 21. Heater control valve
18. Receiver-drier
50-8
INDIVIDUAL COMPONENT OPERATION

COMPRESSOR AND CLUTCH
Background 2
The compressor (1) and clutch (2) assembly are
located in the left hand engine compartment. The
compressor is fixed mounted to the engine at a 90
angle to the ground. The electromagnetic clutch is
assembled onto the compressor front plate and is
belt driven by the crankshaft pulley.
The compressor is equipped with three ports: an oil

port, and the discharge (3) and suction (4) ports
which are labeled with a D and S on the end cap. MA03F054
The discharge port is also called the high pressure
port and identified with the color red. The suction port 222
is also called the low pressure port and identified with
the color blue.
The high pressure side of the A/C system begins at

the discharge port of the compressor and extends
through the inlet from the thermal expansion valve to
the evaporator. The low pressure side extends from
the evaporator to the suction port of the compressor.
NOTE: Sometimes liquid and vapor are used to

describe A/C lines or connections. They refer to the
state of the refrigerant and correspond with
discharge and suction, respectively
Operational Check
When functioning normally, the compressor clutch is
always grounded to the engine, and switched 12V is
supplied by the thermostatic switch to energize the
clutch coil and engage the compressor.
Locating the Problem

With keyswitch ON, blower speed control set on any
speed, temperature control fully counterclockwise
and recirculation control fully clockwise, check that
clutch is engaged and the compressor is operating.
50-9
Remove the two tie straps from the wire harness
above the compressor.
Disconnect the orange clutch wire connector at the

harness. The clutch should disengage smoothly with
little noise from the pulley or the bearings. Reconnect
the harness to the clutch. The clutch should engage
rapidly, and operation should be smooth and quiet.
If operation is noisy, feel the compressor next to the

clutch for vibration. If the compressor is vibrating next
to the clutch and the noise changes when the clutch
disengages, the clutch has failed. If the compressor MT03G012
is vibrating, the compressor has failed. The vibrating
component is usually the source of the problem. 223
IMPORTANT: Do NOT attempt to test the clutch

directly with your hand. Rotating parts can cause
severe personal injury.
With the clutch still engaged, feel the suction (1) and
discharge (2) tubes at the compressor for 2
temperature difference. The suction line should be
cool to cold, and the discharge line should be hot to 1
very hot.
IMPORTANT: This is only a momentary contact with

the hose.
Little or no temperature difference between the

hoses is another indication of compressor failure:
internal leakage between discharge and suction
sides. MA03F054
224
Verify an internal problem when compressor failure
is suspected. Turn the A/C system and tractor OFF.
Use a socket wrench to slowly rotate the compressor
clockwise. Compressor rotation should be smooth
and not require much effort. If severe rough spots or
catches are felt when turning the shaft, the
compressor has been damaged internally and must
be replaced.
10011182
225
50-10
Check for loose mounting bolts on the bracket for the
compressor. Tighten the bolts to the correct torque.
If bracket has breaks or cracks, replace it.
NOTE: Loose mounting brackets often cause a

knocking sound at the compressor.
Remove the two tie straps from the wire harness.

Remove the orange clutch wire from the engine wire
harness.
MA03F054
226
Clutch Check
If the clutch is not engaging, check power to clutch
and coil resistance. With keyswitch ON, blower
speed control on any speed, temperature control
fully counterclockwise and recirculation control fully
clockwise:
1. Check for 12V at the clutch terminal of the engine

harness connector. If 12V is not present, check
fuse F1. If F1 is blown, overcurrent condition in
clutch is likely. Replace fuse.
2. With keyswitch OFF, check continuity to ground
MT03J016
from clutch to grounding screw on bracket.
3. Check resistance through the coil between the 227
harness connector and the bracket ground.
Resistance should be 3.3-3.7K ohms. Excessive
or infinite resistance indicates the coil is
defective.
Replace ground wire if defective. Replace the clutch
if power tests okay and resistance tests out of range,
and the clutch does not operate.
50-11
Clutch drive belt should be running smooth and
straight. Clutch pulley (1) and the drive pulley (2) 2
1
must be aligned within 1/16 inch (1.6 mm) of each
other. Use a straight edge to check pulley alignment.
Adjust the compressor on the mounting bracket if
required.
Check for too much belt wear: cracking, cord wear,

piling, chunking, glazing or separated layers.
Replace a worn or deteriorated belt. The belt is
self-tensioning on the TV145 and requires no
adjustment.
MA03F005
228
Check air gap between the clutch plate and the
pulley. A spark plug gauge with 90 wire feelers may
be used to check initial gap in the field. Slip the wire
between the clutch plate and the pulley, and check
the gap at the three rivets. The gap must be 0.01 to
0.031 inch (0.25 to 0.79 mm). The gap must be even
all the way around the plate. If necessary, lightly lift
or push down on the plate to make the gap even.
NOTE: If the gap does not meet the above

specifications, remove the front plate and add or
subtract clutch shims as required.
229
50-12
CONDENSER
Background
The condenser (1) is mounted in front of the air cooler
(2) and the radiator (3) in the TV145. The condenser 1
consists of a number of turns of continuous coil
mounted in a series of thin cooling fins to provide
3
maximum heat transfer in a contained amount of
space.
The hot, high pressure vapor from the compressor 2

flows into the inlet at the top of the condenser. With
cooler outside air drawn across the condenser fins by MA03F053
the engine fan, the vapor is condensed into high
pressure liquid as it passes through the coils. Mostly 230
high pressure liquid exits at the outlet at the
condenser bottom and flows into the receiver-drier.
Some refrigerant leaves the condenser as a high
pressure vapor without affecting system perfor-
mance.
Operational Check
IMPORTANT: The condenser is a high pressure
component. Use caution when disconnecting the
inlet or outlet connectors for service, particularly
when the high pressure switch has opened.
A condenser plugged with debris or clogged with

internal contaminants requires service. A plugged 1
condenser will eventually cause high pressure
switch activation; a clogged condenser almost
immediately causes high pressure switch activation.
MA03B047
Plugged Condenser
Keep the condenser fins clean and straight so there 231
is maximum air flow through the condenser and
radiator at all times. When the condenser is plugged
with dirt and debris, use compressed air or low
pressure wash with a soft brush to clean the
condenser. Air or water pressure should not exceed
7 bar (100 psi). Check the grille, oil cooler and
radiator for plugging as well, and clean as necessary
for maximum air flow.
NOTE: Lift the pivot latches (1) and tilt the

condenser away from the air cooler.
50-13
Clogged Condenser
In a normally operating system, the condenser inlet
(1) is hot and the condenser outlet (2) is cool. No
change or minimal change in temperature may
indicate a clogged condenser.
When the condenser coils are clogged with

contaminants - particles from a failed compressor or 2
receiver-drier, flush the condenser with R134a
refrigerant:
1
1. Recover all refrigerant from the system.
MA03J005
2. Use appropriate service equipment to flush the
condenser with R134a. Backflush (against the 232
flow of refrigerant) the condenser first to loosen
any contaminants, then forward flush the
condenser to remove the contaminants.
3. Recover all R134a used in the flushing process.
If flushing was successful, locate the source of
the contaminant and repair or replace it. Then
evacuate and recharge the system with R134a.
If the clog cannot be cleared, replace the condenser.
NOTE: When components are replaced, the SP-20

PAG oil level must be adjusted to account for lost
system oil. Refer to Adjusting Oil Level later in this
Section.
Leaking Condenser
In general if the condenser is damaged or is leaking
at the coils, replace the condenser. See Condenser
in the removal and installation section of this manual.
NOTE: Sometimes a minor coil leak may be repaired

at a radiator shop specializing in this type of service.
How long the tractor might be out of service and the
durability of the repair should be weighed against
replacing the condenser.
50-14
RECEIVER-DRIER
7
Background
The receiver-drier is fixed mounted to the front of the
2
condenser. The inlet port (1) marked on the 1
receiver-drier, must be connected to the hose from
the outlet on the condenser bottom. The outlet port
(2) is connected to an insulated hose to the thermal
expansion valve in the HVAC box.
There is no change in refrigerant state - high

pressure liquid - through the receiver-drier. The cool
liquid, naturally accumulates at the bottom of the
receiver-drier, where a pickup tube (3) assures that
4
only liquid refrigerant flows to the expansion valve. 6
Any refrigerant that enters the receiver-drier as vapor
from the condenser rises to the top of the container 5
and is not available to the pickup tube.
The receiver-drier has two functions:

4 6
1. It serves as a reservoir for a surplus charge of
refrigerant. The proper R134a charge for the
TV145 is 1.6 kg (3.5 lbs), a small percentage of Vapor
that charge is surplus to insure that sufficient 3
refrigerant is always available. Liquid
2. It serves as a filter and moisture-removing drier

for the system. Sandwiched between two
screens (4) in the receiver-drier is a desiccant RI01D011
pouch (5) with an insulation barrier (6) on both
sides. The filters capture any contaminating 233
particles that flow downstream from the
compressor. The desiccant material acts as a
molecular sieve to remove moisture from the
system.
A pressure relief valve, located behind the sight glass

(7) is situated between the two ports of the
receiver-drier. The valve opens when extremely high
pressure spikes occur and closes as soon as
pressure drops below its setpoint. The high pressure
switch normally will open, disengaging the compres-
sor, long before the relief valve setpoint is reached.
50-15
Operational Check
A sight glass (1) is located at the top of the 1
receiver-drier. The sight glass cannot be used to
adjust charge level on a R134a system. The sight
glass does not help diagnose system problems with
R134a as it did with R12. R134a has a milky or cloudy
appearance in the sight glass even on a fully charged
system. Bubbles are normal in the sight glass on
R134a systems whenever the compressor clutch
engages, slightly after the clutch disengages and
whenever the ambient temperature is below 21 C
(70 F).
RI01D011
Monitoring system pressures and temperature is the
best tool for diagnosing R134a problems. 234
Saturated Receiver-Drier
When an A/C system develops a leak, air with
moisture naturally invades the once closed system.
The desiccant pouch absorbs most of the moisture
until it becomes saturated. The time required to
reach saturation level depends on the size of the
leak(s). As outside temperatures increase, the
desiccant cannot absorb additional moisture. The
complaint for a system in this condition is very
common:
The system cools fine during the cool part of the day.
During the hot part of the day, the system stops
cooling at times and blows warm air into the cab.
As outside temperatures increase, moisture droplets

freeze at the thermal expansion valve, blocking the
orifice and flow into the evaporator. The low pressure
switch opens, shutting off the compressor and all
cooling. Recirculated air eventually thaws the
expansion valve; and system pressures eventually
equalize until the low pressure switch closes. The
compressor reengages and operates until there is
another restriction at the valve.
During normal system recovery and recharging, all

moisture will be removed from the system, including
moisture in the receiver-drier, when it is evacuated.
The system must be drawn to a vacuum of 28 to
29-1/2 inches of mercury (Hg) to boil off all moisture.
50-16
The desiccant agent eventually loses its ability to
effectively remove moisture from the system.
Replace a receiver-drier (1) if:
1. The system has been opened for a prolonged

period of time for service,
2. The system has been opened before without 1
replacing the receiver-drier,
3. The receiver-drier is two or more years old.
4. The receiver-drier is saturated with moisture, as
indicated by performance testing.
MT03G003
Failed Receiver-Drier 235

When a compressor fails, metal particles can travel
downstream and puncture the screen and insulation
surrounding the desiccant, releasing contaminants.
Or when a receiver-drier is left in service too long, the
screen or insulation layer can fail, releasing
contaminants. (In the latter case, since refrigerant
charge is normal, the system will test differently on
the gauges than with a saturated receiver-drier.)
The contaminants - usually yellow or brown bits of

fiberglass - flow downstream and form a restriction at
the thermal expansion valve. While the receiver-drier
must be replaced in both instances, determining how
far the contaminants have traveled and flushing the
contaminants out of affected hoses and components
is more important.
Clogged Receiver-Drier
The receiver-drier can clog at the entrance to the
pickup tube. Frost or condensation will typically form
at the top of the receiver-drier, and the low pressure
switch should open. Recover the system, replace the
receiver-drier, evacuate and recharge the system to
correct the problem.
NOTE: When there is a restriction in liquid refrigerant

flow, frost or condensation normally forms at the
point of or downstream from the restriction.
50-17
THERMAL EXPANSION VALVE

Background
The thermal expansion valve (1) is located in the right
hand side of the HVAC box in the cab roof.
Connected to the inlet and outlet of the evaporator,
the valve performs these functions:
1. Throttling Action: By changing orifice size, the

valve restricts liquid refrigerant flow, forcing it to
1
atomize and change from a high pressure to a
low pressure liquid or spray.
MA03F052
2. Modulating Action: The valve seeks a balance
between a full open and a full closed position to 236
provide enough refrigerant for the heat load and
still insure that it is fully vaporized when it exits
the evaporator.
3. Controlling Action: The valve controls the
amount of refrigerant that enters the evaporator
in response to heat load, decreasing or
increasing flow as heat load decreases or
increases.
How the Valve Operates
The thermal expansion valve (commonly abbrevia-
ted as TEV) used in the TV145 is a H-type, internally
equalized valve. H refer to the appearance of the
valve in a cross sectional view. Internally equalized 3 4
means that pressures at evaporator inlet and outlet
are sensed and balanced within the one valve.
2
Port Identification 1
The four valve ports are:
(1) the high pressure liquid inlet port from the

receiver-drier, also called the liquid port,
237
(2) the low pressure liquid (spray) port connected to
the evaporator inlet,
(3) the low pressure vapor port connected to the

evaporator outlet, also called the tailpipe,
(4) and the low pressure vapor outlet port to the

suction port on the compressor, also called the
suction port.
50-18
Valve Components
The spring (1) is tensioned for certain superheat 4
conditions based on evaporator capacity. The spring
exerts pressure on the ball (2) to control flow through 5
the orifice (3). Discharge and suction pressure from
an engaged compressor unseat the ball from the 6
orifice to meter flow into the evaporator based on
heat load. Spring tension is set at the time of
manufacture and should never be field adjusted. The
tension which the spring provides for controlled 7
atomizing of the refrigerant is equally important as
other valve components.
On the opposite end of the valve is a sealed chamber 8

containing refrigerant (4) a diaphragm (5) a metal pin
(6) a valve stem (7) and a push rod (8). The 3
temperature of vapor at the evaporator outlet is
transmitted to the chamber/diaphragm by the metal 2
pin. As temperature changes, the chamber/
diaphragm expands or contracts, causing the push
rod to unseat or seat the ball on the orifice, working 1
with or against the pressure of the spring.
238
Superheat
The purpose of these mechanisms is 5F (2.8C) of
superheat on the TV145. Refrigerant enters the
evaporator as low pressure liquid (spray) and exits
as low pressure vapor; it changes state from liquid to
vapor by absorbing heat or vaporizing. Even
though a vapor is saturated, it is still capable of
absorbing more heat. The temperature of the
refrigerant is raised above the point that it vaporizes;
it is superheated 5F (2.8C) above its saturation
point.
Refrigerant flow is balanced by the opposite forces of

push rod pressure and spring limiting pressure on the
ball at the orifice. The goal of both forces is to meter
the right amount of refrigerant so vapor exiting the
evaporator is superheated 5F (2.8C) for maximum
heat exchange.
When the evaporator is low on refrigerant, the

temperature of the vapor at the outlet is superheated
above the desired 5F (2.8C). The increased
temperature expands the diaphragm, causing the
push rod to widen the opening for refrigerant flow.
When the evaporator is flooding with refrigerant, the 239

temperature of vapor at the outlet drops. The
decreased temperature contracts the diaphragm,
causing the push rod to narrow the opening for
refrigerant flow.
50-19
In a normally functioning system under any real heat
load, when the compressor is running, the orifice is
normally open. How open depends on the balancing
act which the valve performs between heat load and
the desired superheat level.
When the compressor is cycled off and low side

pressure reaches a maximum preset point, the valve
closes (1). This happens while the system is off when
high and low side pressures equalize, but also during
compressor operation if evaporator heat load
becomes excessive.
When the compressor is cycled back on, the valve

rebalances heat load with vaporization in a short 1
time.
When performance testing, the phrase valve is

stuck closed is better understood as valve is stuck
in a mostly closed position.
NOTE: All H valves look alike. Because thermal

expansion valves are designed for specific super-
heat conditions, make sure you replace the valve
with the same catalog number and rating.
240
Operational Check
As thermal expansion valves wear with use, they
may fail in any position: open, closed or any position
in between. When the valve is the suspect for system
problems, use the following procedure to test valve
operation:
NOTE: The following test is performed with the

thermal expansion valve mounted in the system. No
repair or adjustment is recommended for the valve;
replace the valve if defective.
1. Remove the roof and roof insulation. See Cab MA03J015

Roof Removal in this Section.
241
2. Start the tractor and run the engine at 2200 RPM.
Blower speed control set to high, temperature
control fully counterclockwise, and recirculation
control fully clockwise.
3. Remove caps from low and high pressure test
ports at the compressor, and Install the manifold
gauge test set (1) on the ports.
4. Remove the HVAC box cover by removing the
self-tapping screws.
NOTE: In higher ambient outside temperatures,
work rapidly when the HVAC box cover is opened.
50-20
5. Use the palm of your hand to warm the thermal
expansion valve at the chamber/diaphragm (1)
and watch the low pressure gauge. 1
The valve should open and pressure should rise.
6. Use ice to cool the expansion valve at the

chamber/diaphragm (1) and watch the low
pressure gauge.
Within seconds, the expansion valve should

close, and pressure must drop at the low
pressure gauge.
MA03F052
7. If there is little or no change at the low pressure
gauge, the thermal expansion valve must be 242
replaced. See Expansion Valve in the removal
and installation section of this manual.
50-21
EVAPORATOR/HEATER ASSEMBLY
Background
Located in the HVAC box on top of the roof, the
1
evaporator/heater assembly (1) consists of indepen-
dent coil systems for refrigerant and engine coolant
flow to cool or heat the cab.
Operational Check
Leaking Assembly
If the evaporator/heater assembly is leaking, replace
the assembly. See removal and installation in this MT03G001
section. 243
Plugged Assembly
Proper maintenance of cab intake air filters and
positive cab pressurization (with fan operating)
should prevent evaporator/heater assembly plug-
ging. If the assembly is plugged with dirt or debris,
clean with compressed air or low pressure wash. Air
or water pressure should not exceed 7 bar (100 psi).
Locate the source of the dirt or debris:
1. Check for missing or plugged cab intake air

filters. Replace as required.
2. Check condition of cab recirculation air filter at
rear of the assembly, and replace as required.
3. Check condition of door and window seals.
Repair or replace as required.
HVAC Box Sealing

The evaporator/heater assembly must be sealed in
the HVAC box to allow air movement through the
core but not around it. Check the condition of the
insulation strips at the top and bottom of the core.
Replace any worn or deteriorated strips.
Condensate Drain
The drain pan located under the assembly catches
condensation from the core. Check valves in the
drain hoses allow the liquid to drain from the pan
without introducing air into the box. Inspect the
drains, drain hoses and check valves for plugging
and clean as required.
50-22
BLOWER MOTOR ASSEMBLY

Background
The blower motor assembly (1) is located in the
HVAC box to the front of the evaporator/heater
assembly. The blower mixes ambient outside air and
cab recirculated air and blows it through the 1
evaporator/heater core for cooling or heating. The
conditioned air is filtered and then distributed in the
cab through the vent system.
Blower speed is selected with a four position rotary

switch in the cab: Off, Low, Medium and High.
MT03G001
244
Operational Check
Whenever the keyswitch is ON and the HVAC relay
is functioning normally, fused 12V should be present
at the blower speed control. The blower control and
recirculation control must be in any position but OFF
for the compressor engaging circuit to be energized.
2
If both the blower and compressor do not work:
1. Check fuse F4 (30 amp) (1) If fuse F4 is blown,

replace the fuse and test the motor for a short
circuit. Replace the motor if it is shorted
1
internally, or locate and repair external short. MA03J004
NOTE: The blower motor is the only device on this 245
circuit which could draw enough amperage to cause
fuse F4 to blow.
2. Check the HVAC relay (2) Remove the relay from

the panel and supply independent ground to
terminal 85 and independent 12V to terminal 86.
When power is applied, you should hear the relay
engaging.
If the relay does not engage, replace it. If the
relay does engage, check for open condition in
power or ground to relay.
3. Test the blower speed control. With 12V at
terminal B on the switch, there must be continuity
between terminal B and terminals L, M and R as
the switch is turned, and continuity between B
and C in all three positions. If continuity is not
present, replace the switch.
50-23
If the blower works on high, but not on low or
medium speed and the compressor engages:
1. There is a problem with the resistors at the
blower motor. Inspect the connectors for loose
connections or breaks. Reconnect or replace the
motor.
2. Test resistance through individual resistors.
Resistance between the spades should be; 0 4
ohms between the common (1) and high speed
(2), 0.20.4 hms between the common (1) and
medium speed (3), and 0.50.7 ohms between 1 2 3
the common (1) and low speed (4). If the resistors MA03F048
do not test correctly, replace the motor
assembly.. 246
NOTE: Different blower speeds are accomplished by
passing 12V through step down resistors for low and
medium speed. 12V for high speed is jumpered
directly and passes through no resistor.
If the blower does not work, but the compressor

works:
1. The blower motor has failed with an open
condition, or there is an open condition in ground
to the blower.
2. Test continuity through the motor. If no continuity,
replace motor.
3. Test ground on wire AC-419 to blower motor.
Locate open condition and repair.
50-24
THERMOSTATIC SWITCH
Background
The thermostatic switch (1) located in the HVAC box,
is a diaphragm-type thermostat with a capillary tube
sensor. A sensing fluid or vapor fills the capillary tube
which expands or contracts the diaphragm, based on
temperature changes in the evaporator, to close or
open the switch. The switch controls compressor
clutch cycling ON or OFF and is the only A/C control
device in the system. 1
The switch is wired in series with the compressor MT03J014

clutch circuit. The switch closes and engages the
compressor at 4.4 0.8C (39.5 1.5F). The 247
switch opens and disengages the compressor at
-0.5 0.8C (31 1.5F).
The sensing tube relays temperature changes from

the center of the evaporator to the switch. To avoid
icing, as temperature approaches freezing at the
center of the core, the switch opens and cycles the
clutch OFF. The compressor remains idle until
temperature rises at the core center to about 4.4 C
(39.5F) when the switch closes and cycles the
clutch ON.
The thermostatic switch is not adjustable.
50-25
3 Inch
1 Inch
MT03J014
248
Sensor Location
Location of the sensing end of the capillary tube is
extremely important for proper switch and system
performance. From the switch, the 610 mm (24 inch)
capillary tube is routed to the edge of the evaporator
top, and then across the evaporator to 25.4 mm (1
inch) right of center. The capillary tube end is
smoothly bent to a 90 angle and inserted between
the 3rd and 4th tube rows to a depth of 76 mm
(3 inches).
The capillary tube must not be kinked or it may relay
the temperature at the kink and not at the evaporator
core. Use your thumb as a guide when bending the
tube to avoid kinks.
RI01D005
249
50-26
When inserting the sensor in the evaporator center,
route the tube between the fins. In this way, the
capillary tube can be bent smoothly and still lie flat
below the evaporator top without contacting the
cover.
MT03J021
250
Operational Check
The switch can malfunction or fail in four different
ways:
1. If installed in the wrong location, the compressor

will cycle On and Off too rapidly or too
infrequently. Whenever the HVAC box is opened,
confirm that the switch sensing tube is installed
in the right location.
2. The sensing capillary tube was installed in
contact with another temperature source. Since
the source is likely warmer, the compressor may
operate until the evaporator ices.
For example, if the sensing tube touches a heater
coil between the switch and the evaporator, this
contact can change the temperature sensed by
the switch, particularly if the heater control valve
does not close completely.
Check for contact whenever the HVAC box is
opened.
3. If the switch loses its sensing vapor or fluid or if
the diaphragm fails, the switch loses its ON
position. When the switch is the suspect for
system problems, test the switch by warming the
sensor end in your hands to see if the clutch
engages the compressor. If the clutch does not
engage, replace the switch.
NOTE: This test assumes that the operating controls
are in the right position, that low and high pressure
switch activation is not occurring, and that 12V and
ground are present at the switch.
4. See Electrical Troubleshooting in this section to

eliminate an open condition in power or ground
to the switch as the source of the problem.
50-27
HIGH AND LOW PRESSURE SWITCHES

1
Background
The high pressure (1) and low pressure (2) switches
are located on the discharge and suction lines at the
compressor. The high pressure switch monitors high
side pressure of the system, the pressure at the
mid-point of the condenser. The low pressure switch
monitors low side pressure, the pressure at the
mid-point of the evaporator.
The high pressure switch is normally closed and only 2

opens in response to excessively high system
MT03J018
pressures. The switch opens at a pressure rise to
2310 69 kPa (335 10 psig) disengaging the 251
compressor clutch. It closes again when pressure
falls to 1862 69 kPa (270 10 psig), reengaging the
clutch.
The low pressure switch is normally closed when

installed in a system with normal operating
pressures. The switch will test normally open on the
shop bench.
The low pressure switch opens at a pressure drop to

28 21 kPa (4 3 psig), disengaging the compressor
clutch. It closes again when pressure rises to 138
35 kPa (20 5 psig), reengaging the clutch.
Operational Check
NOTE: When the system is off, high side and low side
pressures equalize to about 345 kPa (50 psig) in 15
minutes at 225 C (725 F). When checking for pressure
switch activation with test gauges, operate the 2
system following the conditions for performance 1
testing.
Although not impossible, pressure switches seldom

fail mechanically. When either switch (1) tests open
with a multimeter (2), confirm the low or high
pressure state with the manifold gauge test set.
Always check pressure switch connectors for MT03J017
damage, bent or dislocated pins or improper seating
before replacing. 252
Refer to Electrical Troubleshooting in this section to

separate pressure switch activation from other
system problems.
50-28
HEATER CONTROL VALVE

Background
The heater control valve (1) is located on the left hand
side of the HVAC box in the cab roof and in front of
the recirculated air door. The valve is a mechanical
shut-off valve, controlled by a cable-actuator in the 1
cab.
MA03F051
253
When the heater supply valve (1) on the engine block
is opened, engine coolant flows to the heater control
valve. Turning the temperature control clockwise in
the cab opens the valve, enabling coolant flow
through the heater coils in the evaporator/heater 1
assembly. Air is blown through the heater assembly,
warmed and then ventilated into the cab. Coolant
returns from the heater assembly to the bottom of the
radiator.
Flow of engine coolant through the heater coils is

constant whenever the engine is running and the
valve is open. The operator varies cab temperature MA03F050
by opening or closing the heater control valve with
the cab temperature control. 254
Defog/Defrost Operation
When required, the dehumidifying function of the
compressor can be used with the heater control
valve to defog or defrost the cab windows. The
operator controls the mix of warm and cold air with
the in-cab temperature and recirculation controls.
NOTE: On extremely cold days, the thermostatic

switch will not allow the compressor clutch to engage
to defrost cab windows until the engine coolant
warms the HVAC box to about 4.45 C (405 F).
50-29
Operational Check
The most common problem with the heating system
is hot coolant flow when cab cooling is desired. The
most common causes are:
poorly adjusted or out-of-adjustment control

cable to the valve allowing coolant flow,
defective heater control valve which will not

totally close,
and occasionally, leak through in a defective

heater supply valve.
The complaint will always be insufficient cooling. To

test for coolant leak through as the cause:
1. Operate the system for 15 minutes under the

conditions for performance testing.
2. Install a stem type thermometer (1) in a cab
louver closest to the HVAC box air supply to the
cab, and record the temperature of the cooled air.
3. Clamp off the heater supply hose just beyond the

valve.
4. Wait a few minutes and observe the temperature
on the thermometer. If the temperature drops,
leak through is the problem, but the source is not
clear.
1
5. To eliminate the heater supply valve as the
problem, with the valve fully closed and the RI01D019
tractor OFF, disconnect the supply hose at the
valve. Start the tractor. If coolant continues to 255
flow, the supply valve is the problem. Replace the
valve. If not, the problem is cable adjustment or
a defective control valve.
6. Remove the roof and roof insulation. See Cab
Roof Removal in this Section.
7. Check adjustment on the actuating cable; the
valve must totally close. Readjust or replace the
cable as required.
8. Test operation of the heater control valve.
Replace the valve if it will not totally close.
50-30
SWITCHED POWER: FUSES AND HVAC

RELAY
Background
Whenever the keyswitch is ON and the HVAC relay
(1) is functioning normally, fused 12V should be 3
present at the blower speed control. With keyswitch
ON, the coil on the HVAC relay, A1, is energized to 1
feed 12V from fuse F4 (30 amp) (2) to terminal B on
the blower speed control. 2
12V is split in the blower control to power the blower
motor and also energize the compressor engaging
MA03J004
circuit.
256
NOTE: The HVAC fuses and relay are located in the
fuse and relay panel on the B pillar in the cab.
The blower control and recirculation door control

must be in any position but OFF for the compressor
engaging circuit to be energized.
The thermostatic switch is powered through the

recirculation door control. The switch engages or
disengages the compressor clutch based on the
temperature sensed at the evaporator core.
The compressor clutch engaging circuit is completed

by fuse F1 (7.5 amp) and the high and low pressure
switches. Fuse F1 (3) protects the circuit from an
overcurrent condition at the clutch. The high and low
pressure switches protect the system by opening
when pressure rises too high or falls too low. The
compressor is operated by the electromagnetic
clutch which engages when the coil is energized.
Operational Check
If the suspected problem is with the compressor
control circuit, refer to Electrical Troubleshooting in
this section: Compressor does not operate, blower
operates.
If the suspected problem is with switched power to

both the compressor and blower, refer to Both the
compressor and blower do not operate in the same
section.
If the suspected problem is with the blower motor,

refer to the Blower Circuit Test.
50-31
AIR FILTRATION
Background
1
Cab Intake Air Filters
Located on both sides of the cab under the roof edge,
the two stage filters (1) remove dust and pollen from
the air as it enters the fresh air circuit. There is an
outer foam filter to capture larger particles and inner
paper filter to capture smaller particles. The paper
filter is chemically treated to better trap particles.
MA03E104
257
Cab Recirculation Air Filter
The circulation filters are located inside the HVAC
box between the LH and RH air ducts and the fan
assembly. This element filters both outside air and
cab recirculated air after it has been conditioned for
venting into the cab. This filter has also been
specially treated to better trap particles.
1 1
To remove the filters, remove the two filter covers (1)
under the engine end cab roof frame. Remove the
filter elements (2).
MT03J019
258
CAUTION
The addition of these filters to the cab air system
does not make the cab spray safe from the
application of airborne chemicals. Wear ap-
proved respiratory protection when working with
toxic chemicals.
2
MT03J020
259
50-32
Operational Check
Local operating and weather conditions will affect the
frequency of filter replacement. Replace either paper
filter if plugged or if air flow to the cab is diminished.
NOTE: The foam intake filter (1) can be cleaned with

mild detergent and water.
Check for missing filters if an unusual amount of dust

and dirt accumulates in the HVAC box or if the 1
evaporator/heater assembly is plugged.
MA03E104
260
50-33
TROUBLESHOOTING AND TESTING

GENERAL SAFETY AND SERVICE 3. Never use compressed air to leak test a R134a
PRECAUTIONS system. Pressurized, air rich mixtures of R134a
and air can undergo combustion when exposed
All refrigerants have potentially dangerous physical
to an ignition source.
and chemical properties. All refrigerants are stored
under relatively high pressure as a liquid, and all are 4. Never perform operations other than routine
chemicals which can be harmful or fatal if not treated maintenance on your recycling equipment
properly. When not used as directed, you could be without first consulting the manufacturers
exposed to physical injury, frostbite, blindness, authorized personnel. Removal of fittings and
possible poisoning and/or death by asphyxiation or filters can cause refrigerant under pressure to
cardiac arrest. In addition, some new refrigerants escape. Use the proper safety equipment,
including R134a have been found to be flammable including safety goggles.
under certain conditions.
5. Never service or maintain recycling equipment
The following safety warnings are generally while it is plugged in unless proper service
recognized as minimum precautions that must be procedures direct you to do so.
observed when servicing air conditioning systems. 6. Always transfer refrigerant to cylinders or tanks
specifically approved for refilling by the U.S.
1. Read, understand, and follow the instructions Department of Transportation. The designations
provided by the manufacturer of the service DOT 4BW or DOT 4BA indicate such
equipment with which you will be working and of approval. Use no other containers.
the tractor being serviced.
7. Never overfill a refrigerant container. There must
2. Wear chemical safety goggles at all times when be vapor space left in the cylinder in order to
servicing an air conditioning system, when accommodate temperature induced changes in
operating recycling equipment, or otherwise pressure and liquid volume. SAE recommends
handling refrigerant. Liquid refrigerant splashed filling tanks for shop use with liquid to no more
in the eye can cause serious injury or blindness. than 60% of their gross weight rating.
Wear appropriate rubber gloves and other 8. Ensure that containers are never heated to over
protective clothing. Use extreme care when 52 C (125 F). Even a correctly filled container
handling R134a in order to prevent contact with becomes an explosive hazard if its temperature
skin and other body parts. This is to prevent exceeds 52 C (125 F).
freezing of body tissues. Liquid R134a boils at
9. Recycling equipment may create sparks or arcs
-17 C to -21 C (0 F - 12 F).
in internal switches or other systems. Because of
Read and follow the information in the material the fire and explosive hazard that may be
safety data sheet provided by your refrigerant present, always use recycling equipment in
supplier regarding the proper handling of locations with forced ventilation having at least
refrigerant. four air changes per hour.
CAUTION
Avoid breathing air conditioning refrigerant and
lubricant vapor or mist. Exposure may irritate
eyes, nose, and throat. To remove R134a from the
air conditioning system, use service equipment
certified to meet the requirements of SAE J2210
(R134a recycling equipment). If accidental
system discharge occurs, ventilate work area
before resuming service. Additional health and
safety information may be obtained from
refrigerant and lubricant manufacturers.
50-34
OEM1598 Recycling Station
OEM1598, a R134A Recovery/Recycling Station, is
available for servicing New Holland A/C systems
through its tool distributor (OTC Tools).
In many countries, recovery, recycling and
reclamation have legal definitions and standard
meanings in the mobile A/C industry.
Recovery is transferring refrigerant in any condition
from a system to a storage container without testing
or purifying the refrigerant in any way.
Recycling is the cleaning of refrigerant for reuse by
oil-separation, non-condensable gas removal and
single or multiple passes through filter/moisture
absorption devices.
Reclamation is processing refrigerant to a level
equal to new product specifications as determined by
chemical analysis (testing to ARI 700).
In servicing New Holland R134a A/C systems with
OEM1598, when recover is depressed, the
refrigerant in the vehicle is transferred to the tank on
the unit without testing or purifying. At the same time
some SP-20 PAG oil is separated from the refrigerant
and stored separately in the reservoir. This oil
requires proper disposal and should never be 6050030
returned to the vehicle.
261
When vacuum is depressed, the vacuum pump on
OEM1598 evacuates the atmosphere in the vehicle
A/C system to a vacuum of 28 to 29-1/2 inches of
mercury (Hg). Air and moisture are removed in the
process, and only SP-20 PAG oil remains in the
vehicles A/C system.
When recycle is depressed, the entire contents of
the tank on OEM1598 are recycled. The refrigerant
in the tank is passed through a filter-drier in
OEM1598 and cleaned; non-condensables - air and
moisture - are separated and purged. On the
OEM1598, a valve is opened to purge the
air/moisture when recycling is complete; on other
stations air/moisture purging is automatic.
NOTE: In automatic operation, recycling begins
about 5 seconds after the vacuum pump starts.
NOTE: During recycling, some additional SP-20
PAG oil is separated from the refrigerant and stored
in the reservoir.
Only new SP-20 PAG oil is added to replace the oil
which was separated during recovery; and when
recharge is depressed, only clean recycled
refrigerant by specific weight is returned to the
vehicles A/C system.
OEM1598 does not perform reclamation.
50-35
Reclamation Services Portable Recovery Only Stations
In the mobile A/C industry, reclamation is normally Portable recovery only stations, like OEM 1533,
only performed in special facilities equipped to when used properly, are beneficial when servicing
handle contaminated refrigerant. Contaminated off-highway vehicles which cannot easily be brought
refrigerant is a refrigerant blend or mixture of into the shop. OEM1533 can be used to recover
alternative refrigerants and R134a. R134a from an A/C system if:
NOTE: Contaminated has a very specific meaning a portable vacuum pump is also used to draw the
here of adulterated refrigerant, a refrigerant mixed system to a vacuum of 28 to 29-1/2 inches of
with an inferior or foreign substance. mercury (Hg) after repairs are made and before
recharging,
For example, a blend of 20% R12 and 80% R134a is
the SP-20 PAG removed during recovery is
contaminated refrigerant and should never be used
measured and replaced with new SP-20 PAG oil,
in a New Holland A/C system.
a portable recharging unit is used which
A blend of 10% hydrocarbon - propane, butane or recharges by specific weight: 2.04 kg (4.5 lb) of
isobutane - and 90% R134a is a contaminated R134a for the TV140,
refrigerant and should never be used in a New
Holland system. if the contents of the tank on OEM1533 are
recycled later with a recycling station like
Such contaminated refrigerant cannot be vented into OEM1598.
the air, cannot be recovered with OEM1598 and must
be send to a reclamation service in special The processes of good A/C system service are the
containers for purifying or disposal. same whether the equipment is portable or
non-portable. The system must be recovered,
NOTE: If your shop does not have the equipment to evacuated, and recharged by specific weight with
handle contaminated refrigerant, locate a service or recycled or new refrigerant; and any PAG oil
supplier in your area which specializes in handling recovered must be replaced with new SP-20 PAG oil.
contaminated refrigerant.
50-36
RECOVERING R134A REFRIGERANT

WITH OEM1598 2 3
1
If possible, operate the air conditioner for 15
minutes with blower control (1) on high, with
temperature control (2) on maximum cooling and
recirculation control (3) fully clockwise.
10011173
262
2. Clean the external surfaces of the compressor
and hoses. Remove the caps (1) from the service
ports on the suction and pressure lines.
MA03F054
263
3. With the charging station manifold gauge valves
in the closed position, connect the hoses from the
test gauges to the service ports.
Connect the hose from the low pressure gauge 2
to the port on the suction hose (1) Turn in valve
depressor.
Connect the hose from the high pressure gauge
to the port on the discharge hose (2) Turn in valve
depressor. 1
MT03J015
264
50-37
4. Open the drain valve (1) to make sure that the oil
separator is drained prior to recovery. Oil may
have mistakenly been left in the recovery unit
itself from the previous service job. An oily mist 1
will discharge if the separator has been drained.
Check that the oil reservoir (2) has been drained
prior to recovery to avoid returning additional oil
to the system.
40011166
265
40011159
266
5. Open the high and low valves.
40011162
267
50-38
6. Make certain the refrigerant tank vapor (red) and
liquid (blue) valves are open.
40011157
268
7. Connect the main power plug to a 115 volt AC
outlet. Move the main power switch to the ON
position and depress the RECOVER switch.
The stations compressor will shut OFF automati-
cally when recovery is complete. Wait for 5
minutes and observe the manifold pressure
gauges for a pressure rise. If no pressure rise,
recovery is complete. If pressure rises above 0
PSI, depress the HOLD/CONT switch and repeat
until pressure holds for two minutes. Then wait
for the compressor to automatically shut OFF.
NOTE: Refrigerant may pool inside the tractors A/C 40011160
system. When the stations compressor is turned off,
the refrigerant will vaporize in the ambient heat 269
causing the system pressure to rise again. Repeat
the recovery process until the system remains at a
vacuum for at least two minutes.
8. Some recovery units require a manual air purge
by opening a valve to remove non-condensables
from the recovery tank. Refer to the operators
manual for your unit. Air purge is automatic on
other stations when they evacuate the A/C
system.
40011158
270
50-39
9. Slowly open the oil drain valve (1) and drain the
oil into the reservoir. When the oil stops draining,
close the oil drain valve completely.
1
40011166
271
10. Record the amount of oil in the reservoir (1) This
amount of new oil should be added back to the
system. Dispose of any oil in the bottle in an
appropriate manner and return the bottle to the
station.
40011159
272
11. All refrigerant has been removed from the A/C
system; replace components or make any
repairs at this time.
12. If the system is to be opened for service,
Close the gauge valves on the station.
Close the valves on the service couplers by
turning out the knobs.
If necessary for access, remove the service
couplers and hoses and install the caps on
the service ports.
50-40
SYSTEM EVACUATION AND RECHARGING

WITH OEM1598
IMPORTANT: Replace the receiver-drier if one or
more of the following conditions occurs before you
remove the air and moisture from the system:
The system has been opened for a
prolonged period of time for service,
The system has been opened before without
replacing the receiver-drier,
The receiver-drier is two or more years old.
There was too much air or moisture in
system.
1. With the station manifold gauge valves in the
closed position, connect the hoses from the
gauges to the service ports as follows:
Connect the hose from the low pressure
gauge to the port on the suction hose (1).
Connect the hose from the high pressure
gauge to the port on the discharge hose (2).
2
Turn in both knobs to open the service
valves.
Removal of air and moisture from the system is
necessary after the system has been opened for 1
service. A vacuum pump must be used to lower MT03J015
the pressure enough to change moisture to
vapor which can be removed from the system. 273
NOTE: Refer to the vacuum pump manufacturers

user manual for additional information.
2. Connect the main power plug to a 115 volt AC
outlet. Move the main power switch to the ON
position. If program and vacuum do not appear
at the top of the display press the VACUUM key.
Program a minimum of 45 minutes and press the
ENTER key. The display will flash once indicating
the programmed data has been accepted.
40011161
274
50-41
3. Fully open the low and high pressure valves.
40011162
275
4. Open the vapor (red) and liquid (blue) valves on
the tank.
40011157
276
5. Press the VACUUM key. Automatic will show on
the display. VACUUM will appear on the display
and after a slight delay, the vacuum pump will
start. The display will show the amount of time
programmed and begin a countdown to zero.
When the programmed time has elapsed, an
automatic hold occurs. Check the low pressure
gauge to see that the A/C system maintains a 28
to 29-1/2 inches of mercury (Hg).
NOTE: The low pressure gauge must not increase

faster than one inch of mercury (Hg) in 15 minutes.
If the system will not hold vacuum, a leak exists that 40011165
must be corrected before recharging can begin.
277
50-42
IMPORTANT: Do not inject the PAG oil until the
system will hold a proper vacuum.
3
6. OEM1598 has an injection system to return new
SP-20 PAG oil equal to the amount recovered at
the end of the evacuation process.
To add the new oil, adjust the O ring (1) around 2
the oil return bottle (2) to the required oil charge
level.
NOTE: If 2.4 oz (71 ml) was recovered in the oil

reservoir, 2.4 oz (71 ml) of new SP-20 PAG must be 1
returned. 40011167
Open the oil injection valve (3) to add the oil into 278
the system. Close the valve when the oil level
reaches the O ring.
IMPORTANT: Do not let oil level fall below the dip
tube in the return bottle or air will be introduced into
the refrigerant circuit.
7. Press the CHARGE key. PROGRAM and
CHARGE will appear on the display.
40011163
279
8. Program the proper refrigerant amount for your
tractor and press the ENTER key:
TV145 . . . . . . . . . . . . . . . 3.5 lbs (1.6 kg)
The display will flash once indicating the

programmed data has been accepted.
40011161
280
50-43
9. Press the CHARGE key to begin refrigerant
charging. AUTOMATIC and CHARGE will
appear on the display. The display shows the
programmed amount and counts down to zero as
charging proceeds. When charging is com-
pleted, the display shows CPL.
IMPORTANT: Check the OEM equipment manual
before performing the next Step to avoid damaging
recovery unit. Pressure reading should be obtainable
with manifold gauge valves closed. Damage may
occur if the tractor is started with the valves
accidently open or if either or both valves are opened
40011163
while the A/C system is operating.
281
10. Completely close the high and low pressure
manifold valves.
40011162
282
Operate the air conditioner for 15 minutes with
blower control (1) on high, with temperature
control (2) on maximum cooling and recirculation
control (3) fully clockwise.
NOTE: The compressor will not operate if the system
pressure is too low or too high. Low or high pressure
switch will open disengaging the compressor clutch.
1
2 3
MA03F055
283
50-44
12. Observe the pressure gauge readings to
determine that the correct amount of refrigerant
has entered the system. See chart for
temperature and pressure variations. Check
louver temperature for proper cooling at a vent
close to the HVAC box.
40011164
284
RI01D0191
285
13. Close any open valves on the couplers and
carefully remove the gauge hoses from the ports
on the suction (1) and discharge (2) lines.
MT03J015
286
14. Install the caps on the service ports on the
suction and discharge lines.
50-45
OIL LEVEL CHECK OR ADJUSTMENT

Since the refrigerant is recovered as a gas, during a
typical recovery only about 25% of the oil in the
vehicles A/C system is recovered and separated.
The other 75% remains in the closed system
normally on the low pressure side. (These
percentages are representative and will vary from
recovery unit manufacturer to manufacturer.) The
only reliable method for determining if the A/C
system has the correct amount of oil is the dipstick
method.
Too much oil in the closed system causes poor

condensation and reduced cooling since the oil
accumulates on the evaporator and condenser 287
surfaces. Too little oil in the system causes poor
lubrication which equates to poor refrigerant
circulation and reduced compressor efficiency and
high pressures. Both conditions cause more system
wear and shorter system life.
These conditions are not self-correcting.
During normal servicing - recovery, evacuation and

recharge, oil is simply injected back into the system
during the recharge process. Use the dipstick
method to check the compressor oil level or to adjust
oil level when any of the following occurred:
Broken refrigerant hose.
Large refrigerant leak.
Compressor leak.
Damage to or replaced system components.
New compressor installed.
IMPORTANT: If a new compressor is to be installed,

its oil level must be adjusted to match the oil volume
of the removed compressor.
NOTE: SP-20 PAG oil must be added whenever a

component is replaced.
50-46
Injection Method
1. OEM1598 has an injection system to return new
SP-20 PAG oil at the end of the evacuation 3
process equal to the amount recovered.
2. To add the new oil, adjust the O ring (1) around
the oil return bottle (2) to the required oil charge
level.
2
NOTE: If 2.4 oz (71 ml) was recovered in the oil

reservoir, 2.4 oz (71 ml) of new SP-20 PAG must be
returned.
1
3. Open the oil injection valve (3) to add the oil into 40011167
the system. Close the valve when the oil level
288
reaches the O ring.
IMPORTANT: Do not let oil level fall below the dip
tube in the return bottle or air will be introduced into
the refrigerant circuit.
Dipstick Method
1. When all refrigerant has been recovered,
remove the oil filler plug (1). 1
289
2. Use a socket wrench to rotate the compressor
shaft clockwise until the internal parts are in a
position to allow dipstick insertion.
NOTE: Use tool, FNH02343A-19, compressor oil
level dipstick.
290
50-47
3. Put the dipstick in the oil filler hole to the stop
position. Make sure the dipstick is inserted all the
way to the stop and is flush with the filler hole.
Take several readings for accuracy. For TV145
tractors, the oil level should cover 6 lines on
the dipstick.
NOTE: The illustration shows the front view of the

compressor and the proper position of the
counterweight for insertion of the dipstick.
RH01D019
291
4. If the oil level is not correct, add or subtract oil to
the correct level described above. Add oil in small
increments; removing oil requires removing the
compressor for draining.
IMPORTANT: Use only new SP-20 PAG oil.
5. Check O ring on the oil filler plug and replace if

necessary. Install the plug and tighten to a torque
of 11 to 18 lb.-ft. (15 to 24 NVm).
NOTE: Lubricate the O ring with mineral oil before
installing.
50-48
Adjusting Oil When Replacing a Compressor
When a compressor is replaced, use this method to
adjust the oil level in the new compressor to match
that of the old compressor:
1. Drain the oil from the old compressor in a

graduated beaker to measure its volume.
NOTE: Drain the compressor from its fill port.
Rotating the compressor shaft with a socket wrench
helps the compressor drain.
SM50013
292
2. Drain the oil from the new compressor into a
separate graduated beaker.
3. Adjust the oil level in the second beaker until it
matches the oil level in the beaker for the old
compressor.
4. Return the new oil remaining in the second
beaker back into the new compressor.
SM50012
293
50-49
LEAK DETECTION
WARNING
Never leak test with an open flame or flame-type
detector. When R134a refrigerant comes in
contact with an open flame, it can form a
dangerous gas. Never breathe these fumes.
Two methods are recommended to test the A/C

system for refrigerant leaks: electronic leak testing
with FNH00855 or equivalent and UV-florescent leak
detecting. Whatever method is used, the following
components or areas should be checked, always
looking for signs of leakage - oily residue, dust
accumulation:
Compressor: line connections, surfaces where

parts are joined, compressor to clutch seal.
NOTE: When checking compressor seal for a leak,

rotate the compressor shaft clockwise.
Condenser: line connections, all welded joints,

any visible damage.
Receiver-drier: line connections.
Thermal expansion valve: line connections.
Service ports: valve core under the caps.
Low and high pressure switches: Check around

the entire switch body where it is threaded into
the line.
Hoses: line connections where the hose end

meets a metal connector, any area that shows
damage or rubbing contact.
50-50
Electronic Testing with FNH00855
When performing electronic leak detection with
FNH00855, follow these general guidelines:
NOTE: Most electronic leak detecting devices have

a recommended calibration routine before use.
Always calibrate the device before leak detecting.
1. There must be enough refrigerant in the system

to produce normal pressures (at least 50 psi).
2. Leak test in an area free of wind and drafts.
3. Operate the tractor long enough to circulate the 6050029
refrigerant and produce normal system pres-
sures. 294
4. Shut the tractor and system off when leak testing.

5. Clean oily spots with dry shop cloths; solvents
can leave a residue which may confuse
FNH00855.
6. Hold the leak detector probe under the point
being checked, since refrigerant is heavier than
air.
7. The probe on the leak detector should never
come into contact with the component being
checked.
8. If FNH00855 indicates a leak, move the probe
away, blow out the area with clean shop air and
verify the leak with the detector.
9. If the leak cannot be found with FNH00855, use
UV florescent leak testing to locate the problem.
10. Repair all leaks and recharge the system.
50-51
Florescent Leak Detection
Fluorescent tracer or dye solutions are now
commonly used to detect refrigerant leaks. An
ultraviolet fluorescent tracer or dye may be
introduced into the A/C system of your TV145 tractor.
This dye will glow a bright yellow/green at a leak
location under ultraviolet light.
The dye has been tested for compatibility with

HFC-134a systems and approved for use in all New
Holland HFC-134a A/C systems. Special tools are
also available to aid in injection and leak detection.
40011170
The dye, which dissolves into the SP-20 PAG oil in
the system, is particularly helpful in detecting 295
intermittent leaks that occur only when the system is
running because of change of temperature, high
system pressures, vibration or contact between
components.
WARNING
Wear safety goggles and non-permeable gloves
when working with the flourescent dye and leak
testing.
This fluorescent dye will normally remain useful over

the life of the system. However, due to a large
refrigerant leak, system flush or major component
failure, it may become necessary to reintroduce the
dye into the refrigerant circuit.
Fluorescent Dye Injection

Many methods are available to introduce the dye to
a system for the first time or to reinject the dye into an
A/C system. Select the method most appropriate to
the needs of the A/C system and where you are in the
service process:
1. Dye Injector Tool with a System in a Vacuum

2. Dye Injector Tool with a Charged System
3. Compressor Oil Port
50-52
Dye Injector Tool with a System in a Vacuum
The R-134a dye injector tool is designed to be used 1
with the OEM1598 recycling station.
1. Disconnect the low pressure hose (blue) from the

1/2 inch Acme flare fitting on the rear of the
station. Connect the dye injector (1) to the fitting.
2. Connect the low pressure hose to the dye injector
(2).
2
NOTE: The dye injector can be permanently
mounted on the recycling station with the two
threaded holes on the bottom of the reservoir. 40011171
296
3. Open the valves on both sides of the reservoir on
the dye injector. 4 1
4. Recover and recycle the refrigerant from the A/C
system and evacuate the system.
5. With the system in a vacuum, close the valves on
both sides of the reservoir on the dye injector.
6. Remove the cap (1) from the reservoir (2) and fill
the reservoir with the contents of one bottle of
fluorescent dye. Reinstall the cap on the
2 3
reservoir and tighten securely.
7. Open the valve on tractor side of the reservoir (3) 40011171
on the dye injector. (Valve shown in open
position.) 297
8. Recharge the A/C system with the proper
amount of refrigerant. Start the recharging
process and immediately open the valve on the
station side of the dye injector (4) to prevent
drawing the dye into the charging station. (Valve
shown in open position.) The dye will be injected
into the system while recharging.
9. Install the dye identification sticker (1) on a
clearly visible area on the compressor body close
to the service ports. This will alert service
personnel in the future to the presence of the dye 1
in the system.
RI01G038
298
50-53
10. Operate the A/C system for about 15 minutes to
circulate the dye throughout the system. Turn off
the system and use the UV lamp and goggles to
locate leaks. The exact location of the leak will be
shown by a bright yellow/green glow of the dye.
NOTE: The operating time needed for the dye to
penetrate a leak and show will depend on the size of
the leak. A very small leak could take hours or days
of system operation to appear.
11. After repairing the system, use fluorescent dye

cleaner to remove any traces of dye from around
RI01G037
the leak location to avoid false diagnosis in the
future. 299
50-54
Quick and Easy Dye Injector Tool with a
Charged System 2 1
The quick and easy R-134a dye injector tool is
designed to insert the dye into a charged system.
1. The dye injector tool has a quick coupler (1) for

connecting to the low pressure port of the tractor
A/C system and a valve with T-handle (2) on the
other end.
2. Examine the threaded end of the valve to see if
the point of the valve stem is flush with the rubber
washer. If not, turn the T-handle until the point is
flush.
3. Screw the Quick and Easy can (3) and the valve 3
together until the can seats on the rubber washer.
NOTE: Do not turn in the T-handle at this time to tap
the can.
4. Connect the quick coupler to the low pressure

service port on the A/C system.
5. To purge air from the hose, slowly unscrew the
untapped can a half turn or more. Allow 40011169/40011168
refrigerant from the A/C system to force the air
out of the hose, and then retighten the can on the 300
valve.
6. Turn the T-handle clockwise to tap the can.
7. Hold the can upside down to allow the can
contents to enter the A/C system. When
complete, turn the T-handle counterclockwise to
close the valve. Disconnect the tool from the low
pressure port.
NOTE: You may have to operate the tractor and the
A/C system for a few minutes to completely empty
the can.
in the system.
RI01G038
301
50-55
penetrate a leak and show will depend on the size of
of system operation to appear.

RI01G037
future. 302
50-56
Compressor Oil Port
1. Recover the refrigerant from the A/C system. 1
2. Remove the oil filler plug (1) and pour the
contents of one bottle of fluorescent dye into the
compressor.
3. Check the O ring on the oil filler plug (1) and
replace if necessary. Reinstall the oil plug on the
compressor and torque to 11 to 18 lb.-ft. (15 to 24
NVm).
4. Evacuate and recharge the A/C system with the
proper amount of refrigerant.
303
in the system.
penetrate a leak and show will depend on the size of RI01G038
of system operation to appear. 304

future.
RI01G037
305
50-57
Fluorescent Leak Testing
To perform UV fluorescent leak testing:
1. Operate the tractor long enough to circulate

the refrigerant and produce normal system
pressures.
2. Shut the tractor and system off when leak testing.
3. Always wear fluorescent enhanced safety
glasses when leak testing.
4. Attach the lamp to a fully charged 12V battery or
an alternate 12V power supply for best lamp 40011170
performance.
5. Shine the high intensity ultraviolet light at the 306
various A/C components, hoses and lines to
search for a glowing fluorescent trail or puddle
which identifies the leak location.
The ultraviolet lamp is intended for intermittent
use only. The lamp has a momentary contact
pushbutton switch to briefly light suspected leak
locations.
IMPORTANT: Do not work with the lamp ON for more
than 5 minutes. If the lamp heats up uncomfortably,
cease operation.
IMPORTANT: Do not expose eyes or skin to

ultraviolet light. Do not stare into an ultraviolet light
beam or operate the lamp without the ultraviolet lens
filter in place.
6. In direct sun sunlight or very bright ambient light,

use a cover of any type over the suspected area
to reduce this light.
7. If the lamp cannot be directed straight at a
suspected leak location, use a mechanics mirror
to reflect the light at the location. Or wipe the
suspected leak site with a clean shop cloth, and
shine the lamp at the cloth to check for traces of
fluorescent dye.
8. The exact location of a small leak at a connection
point or sealing point can be further narrowed by
daubing a wet film of soap solution over the
suspected area. Watch for bubbles to confirm the
exact point of leakage.
9. Repair all leaks and recharge the system.
10. Use fluorescent dye cleaner to remove any
traces of dye from around the leak location to
avoid false diagnosis in the future.
50-58
PERFORMANCE TESTING
PRESSURE/TEMPERATURE RELATIONSHIP CHART
Ambient
Temperature High Pressure Gauge Reading Low Pressure Gauge Reading
F C psi bar kPa
70 21 140-160 9.52-10.88 965-1103
75 24 156-176 10.61-11.97 1076-1214
80 26 180-200 12.24-13.60 1241-1379
85 19.5 190-210 12.92-14.28 1310-1448
90 32 205-225 13.94-15.30 1413-1551 7.0 - 30.0 psi
0.48 - 2.04 bar
95 35 215-235 14.62-15.98 1482-1620 48.3 - 207 kPa
100 38 240-260 16.32-17.68 1655-1793
105 40.5 260-280 17.68-19.04 1793-1931
110 43 280-300 19.04-20.40 1931-2068
115 46 292-312 19.86-21.22 2013-2151
120 49 310-330 21.08-22.44 2137-2275
NOTE: Normal manifold gauge readings on the low side gauge are 3 to 18 psi (21 to 124 kPa). The high pressure
gauge readings used in the examples that follow are for an ambient temperature of 355 C (955 F). However, as
outside air temperature increases or decreases so will pressure readings. Refer to the Pressure/Temperature
Relationship Chart for readings equivalent to your ambient temperature.
NOTE: The following examples show test equipment with gauges that indicate bar values. Different equipment
from various manufactures use different gauge readouts. The text for the example describes the values in bar,
psi and kPa. The diagrams are representative only. Concentrate on the system condition, diagnosis and
corrective actions.
NOTE: Ambient air temperature readings were taken 50 mm (2 inches) in front of the condenser. Pressure
readings were taken following the conditions for system performance presented below.
CONDITIONS FOR PERFORMANCE TESTING

Performance testing should always be performed under the following conditions:
1. Parking brake set, and transmission in neutral.
2. Engine operating at 2200 RPM with NO engine load.
3. Blower control on highest speed.
4. Temperature control set to maximum cooling.
5. Recirculation control set to maximum recirculation.
6. Cab windows and doors closed.
7. Hood closed.
8. Heater supply and return lines clamped/closed at the engine.
9. All cab louvered vents open.
10. Gauge readings taken 15 minutes after start-up.
50-59
GAUGE READINGS AND INTERPRETATIONS
EXAMPLE 1
PROBLEM: Little or no cooling.
CAUSE: Refrigerant slightly low.
CONDITIONS*
1. Low side pressure too low: 4 psi (28 kPa). Gauge
should be in the 7-30 psi (48-207 kPa) or
0.48-2.04 bar range.
2. High side pressure too low: 150 psi (1034 kPa).
3. Air out of evaporator slightly cool, but not cold.
307
DIAGNOSIS: System refrigerant is low, likely
caused by a small leak.
CORRECTIVE PROCEDURES
1. Leak test the system.
2. Recover refrigerant from the system.
3. Repairs leaks; replace lines or components as
necessary.
4. Evacuate the system; replace oil amount
separated during recovery with new SP-20 PAG
oil.
5. Recycle and recharge the system.
6. Performance test the system.
*NOTE: Test procedure based on ambient tempera-
ture of 355 C (955 F). For proper high side gauge
reading for other ambient temperatures, refer to the
Pressure/Temperature Relationship chart.
50-60
EXAMPLE 2
PROBLEM: Insufficient cooling.
CAUSE: Refrigerant excessively low.
CONDITIONS*
1. Low side pressure very low: 0 psi (0 kPa). Gauge
3. Air out of evaporator warm.
308
4. Low pressure switch opens and compressor will
not engage.
DIAGNOSIS: System refrigerant is extremely

low, likely caused by a serious leak.
necessary.
4. Evacuate the system; replace oil amount
separated during recovery with new SP-20 PAG
oil.
ture of 355C (955F). For proper high side gauge
50-61
EXAMPLE 3
CAUSE: Air in the system.
CONDITIONS*
1. Low side pressure reading does not change
when compressor cycles on and off. Low side
pressure slightly low: 8 psi (55 kPa).
2. High side pressure slightly low to normal: 200 psi
(1379 kPa).
3. Air out of evaporator cool but not cold. 309
DIAGNOSIS: Non-condensables (air or

moisture) present in the system. System not
fully charged.
1. Leak test the system. Pay special attention to the
compressor seal area.
necessary.
4. Evacuate the system; adjust oil level with new
SP-20 PAG oil.
50-62
EXAMPLE 4
PROBLEM: Little cooling in cab.
CAUSE: Compressor malfunction.
CONDITIONS*
1. Low side pressure too high: 38 psi (262 kPa).
Gauge should be in the 7-30 psi (48-207 kPa) or
3. System fully charged.
310
4. Air out of evaporator warm or cool. Little cooling
in the cab.
DIAGNOSIS: Internal leak in the compressor

between high side (discharge) and low side
(suction) pressures.
2. Replace the compressor and adjust SP-20 PAG
oil level on new compressor to match old
compressor.
3. Evacuate the system; replace oil level separated
during recovery with new SP-20 PAG oil.
50-63
EXAMPLE 5
PROBLEM: Insufficient or no cooling. Engine

overheats in some cases.
CAUSE: With engine overheating, fan/belt problem

or air flow problem through grille, condenser, oil
cooler and radiator.
Without engine overheating, plugged or clogged

condenser or overcharge of refrigerant.
CONDITIONS*
311
2. High side pressure too high: 300 psi (2068 kPa).
3. Liquid line very hot.
4. Air out of evaporator cool but not cold.
5. High pressure switch opens if condenser is
plugged or clogged.
DIAGNOSIS: Fan/belt or airflow. Condenser

problem. System overcharge.
1. If engine is overheating, check belt, fan operation
and air flow through grille, condenser, oil cooler
and radiator.
2. If engine is not overheating, check if condenser
is plugged with dirt and debris. Clean with low
pressure compressed air or water wash.
3. If condenser is not plugged, check for clog in
condenser coils. Recover the system. Flush the
condenser with R134a or replace condenser as
required. Evacuate and adjust SP-20 PAG oil
level. Recycle and recharge.
4. If none of the above, system is likely
overcharged. Recover, evacuate and adjust
SP-20 PAG oil level. Recycle and recharge.
50-64
EXAMPLE 6
PROBLEM: Insufficient cooling during the hot part

of the day, but cools okay during cool part of the
day.
CAUSE: Moisture in the system freezes at the

thermal expansion valve.
CONDITIONS*
1. Low side pressure reading normal: 10 psi (69
kPa), but drops when the compressor turns on.
2. High side pressure reading normal - 220 psi 312
(1046 kPa) - but drops when the compressor
turns off.
3. Air out of evaporator is cold until restriction forms
at valve. Low pressure switch opens disengag-
ing the compressor. Warm air blows into the cab
until the valve thaws and pressure switch closes,
reengaging the compressor.
DIAGNOSIS: System has a leak and the

receiver-drier is saturated. Moisture freezes at
the thermal expansion valve, preventing refriger-
ant flow into the evaporator.
necessary. Replace receiver-drier.
50-65
EXAMPLE 7
PROBLEM: Insufficient or no cooling.
CAUSE: Large amount of air in the system.
CONDITIONS*
3. Air out of evaporator is warm.
313
4. Suction line is warm.
DIAGNOSIS: Large amount of air in the system.

Major leak indicated.
necessary. Replace receiver-drier.
50-66
EXAMPLE 8
CAUSE: Expansion valve malfunction. Thermal

expansion valve is stuck in an open position.
CONDITIONS*
3. Air out of evaporator and cab louvers warm. 314
4. Condensation on suction line.
5. Heavy condensation on evaporator outlet.
DIAGNOSIS: Thermal expansion valve is stuck

in an open position, flooding the evaporator
with too much refrigerant.
1. Test the thermal expansion valve.
3. Replace the thermal expansion valve.
50-67
EXAMPLE 9
CAUSE: Expansion valve malfunction. Thermal

expansion valve is stuck in a closed or mostly
closed position.
CONDITIONS*
1. Low side pressure very low: 0 psi (0 kPa). Gauge
2. High side pressure low to very low: 150 psi (1024 315
kPa).
3. Low pressure switch opens, disengaging the
compressor.
4. Air out of evaporator cool or warm.
5. Evaporator inlet very cold or has frost/
condensation formed on it.
6. Evaporator outlet is warm.
DIAGNOSIS: Thermal expansion valve is stuck

in a closed or mostly closed position, starving
the evaporator.
1. Test the thermal expansion valve.
3. Replace the thermal expansion valve.
50-68
EXAMPLE 10
CAUSE: Restriction in high pressure side of the

system: liquid line or receiver-drier.
265
CONDITIONS*
1. Low side pressure too low: 5 psi (35 kPa). Gauge
2. High side pressure high: 265 psi (1827 kPa).
3. Low pressure or high pressure switch open, 316
disengaging the compressor.
4. Air out of evaporator cool or warm.
5. Condensation or frost on liquid line to receiver-
drier.
6. Condensation or frost on receiver-drier.
DIAGNOSIS: Restriction in liquid line or

receiver-drier.
2. Locate restriction and repair or replace line/
component.
50-69
EXAMPLE 11
PROBLEM: Compressor will not engage or

compressor engages too frequently (short cycles
or operates until it freezes.
CAUSE: Thermostatic switch has failed, or

capillary tube is kinked or installed in contact with a
warm heat source.
CONDITIONS*
1. Low side pressure normal: 25 psi (172 kPa).
2. High side pressure normal: 220 psi (1517 kPa). 317
4. No low pressure or high pressure switch
activation.
DIAGNOSIS: Defective thermostatic switch, or

capillary tube kinked or contacting warm heat
source.
1. With tractor and A/C system Off, check switch
capillary tube for kinks or contact with warm heat
source - heater coil or HVAC box cover.
2. If kinked, replace switch.
3. If installed in contact, reroute sensing tube and
retry the unit. If still not okay, replace switch.
4. Test the thermostatic switch. If compressor will
not engage when warming the sensing tube,
replace switch.
NOTE: See Thermostatic Switch to properly route
and install the switch in evaporator core.

50-70
EXAMPLE 12
PROBLEM: No or poor cooling in the cab.
CAUSE: Heater control valve or heater supply

valve leaking, or temperature control cable
improperly adjusted.
CONDITIONS*
1. Low side pressure normal to slightly high: 25 psi
(172 kPa).
2. High side pressure normal to slightly high: 220
psi (1517 kPa). 318
4. No low pressure or high pressure switch
activation.
DIAGNOSIS: Hot engine coolant flowing

through heater/evaporator assembly when
cooling is desired.
1. See Heater Control Valve operational check to
troubleshoot the valves and control.
2. Replace or repair defective parts.
50-71
PERFORMANCE TEST AND DIAGNOSIS SUMMARY
PROBLEM POSSIBLE CAUSE(S) CORRECTION

Gauge Readings: Refrigerant slightly low Leak test the system.
Low Side: Low
Air in the system. Recover refrigerant and repair
High Side: Low
leaks. Evacuate the system, and
Small leak in the system
Air out of evaporator slightly cool, adjust SP-20 PAG oil. Recycle and
but not cold. recharge the system.
Performance test the system.
Gauge Readings: Refrigerant extremely low Leak test the system.
Low Side: Very low
Serious system leak Recover refrigerant and repair
High Side: Very low
Air out of evaporator warm. adjust SP-20 PAG oil. Recycle and
recharge the system.
Low pressure switch opens and
compressor will not engage. Performance test the system.
Gauge Readings: Non-condensables - air or mois- Leak test the system.
Low Side: Slightly low to normal ture - in the system. System not
Recover refrigerant and repair
High Side: Slightly low to normal fully charged.
Air out of evaporator cool but not adjust SP-20 PAG oil. Recycle and
cold. recharge the system.
Gauge Readings: Internal leak in the compressor Recover refrigerant from the
Low SIde: High between high side and low side. system.
High Side: Low
Replace the compressor, adjusting
System fully charged. PAG oil level between compressors.
Air out of evaporator warm or Evacuate the system, and adjust
cool. SP-20 PAG oil separated during re-
covery. Recycle and recharge the
system.
Gauge Readings: Fan/belt or airflow. If engine overheating, check belt,
Low Side: High fan operation and airflow through
Condenser problem.
High Side: High grille to radiator.
System overcharge.
Liquid line very hot. Check condenser for plugging or
clogging. If plugged, clean. If
Engine may or may not be over-
clogged, flush or replace.
heating.
If system overcharge, recover re-
Air out of evaporator cool but not
frigerant. Evacuate the system, and
cold.
adjust SP-20 PAG oil. Recycle and
High pressure switch opens if recharge the system.
condenser is the problem.
50-72

Gauge Readings: Restriction forming at thermal ex- Leak test the system.
Low Side: Normal but drops pansion valve from moisture in
when compressor engages. the system; system has a leak.
High Side: Normal but drops
adjust SP-20 PAG oil. Recycle and
when compressor turns off.
Air out of evaporator cold until re-
striction forms at thermal expan-
sion valve. Low pressure switch
opens.
Gauge Readings: Large amount of air in the sys- Leak test the system.
Low Side: High tem. Major leak indicated.
High Side: High
Air out of evaporator warm. adjust SP-20 PAG oil. Recycle and
Suction line warm
Gauge Readings: Thermal expansion valve is stuck Test the thermal expansion valve.
Low Side: High in an open position, flooding the
Recover refrigerant and replace the
High Side: High evaporator.
valve. Evacuate the system, and
Air out of evaporator and cab lou- adjust SP-20 PAG oil. Recycle and
vers warm. recharge the system.
Condensation on suction line. Performance test the system.
Heavy condensation on evapora-
tor outlet.
Gauge readings: Thermal expansion valve stuck in Test the thermal expansion valve.
Low Side: Very low a closed position, starving the
Recover refrigerant and replace the
High SIde: Low to very low evaporator.
valve. Evacuate the system, and
Low pressure switch opens. adjust SP-20 PAG oil. Recycle and
Evaporator inlet very cold or has
frost/condensation. Evaporator Performance test the system.
outlet warm.
Air out of evaporator cool or
warm.
Gauge Readings: Restriction in liquid line or Recover refrigerant.
Low Side: Low receiver-drier.
Locate restriction, and repair or re-
High Side: High
place line/component.
Condensation or frost on liquid
Evacuate the system, and adjust
line to receiver-drier or on receiv-
SP-20 PAG oil. Recycle and re-
er-drier.
charge the system.
Low pressure or high pressure
switch opens.
Air of evaporator cool or warm.
50-73

Gauge Readings: Defective thermostatic switch, or Check capillary tube for kinks or
Low Side: Normal capillary tube kinked or contact- routing contact. Reroute tube or re-
High Side: Normal ing warm heat source. place switch.
Compressor will not engage or Test switch for engagement when
engages too frequently. warmed. Replace switch if required.
System fully charged. Performance test the system.
No low or high pressure switch
activation.
Gauge Readings: Hot engine coolant flowing Test heating circuit to locate source
Low Side: Normal to slightly high through heater/evaporator when of leak.
High Side: Normal to slightly high cooling is desired. Repair or replace defective parts.
No or poor cooling in the cab. Heater control valve or heater Performance test the system.
System fully charged. supply valve leaking, or tempera-
No low or high pressure switch ture control cable improperly ad-
activation. justed.
50-74
GENERAL TROUBLESHOOTING SUMMARY

HEATING SYSTEM
PROBLEM POSSIBLE CAUSE CORRECTION
No Heating Temperature control adjusted Turn control clockwise to open the
fully counterclockwise heater control valve.
Temperature control cable out of Readjust or replace temperature
adjustment or defective control actuator.
Heater supply valve closed Open heater supply valve.
Defective heater control valve Replace valve.
Clog in supply or return hoses or Flush heating system.
heater core.
Kinked supply or return hose Check routing or repair hose.
Noisy Heating Air in the heater core Bleed air from system.
AIR CONDITIONING SYSTEM

No Cooling Recirculation door control turned Rotate control clockwise.
fully counterclockwise
Low pressure switch activated Performance test the system.
disengaging the compressor
High pressure switch activated Performance test the system.
disengaging the clutch
Compressor clutch failed Test the clutch. Replace clutch if
defective.
Compressor failed Replace the compressor.
Thermostatic switch failed or Reroute sensing capillary tube or
installed in contact with another replace switch.
temperature source
System extremely low on Performance test the system.
refrigerant.
Thermal expansion valve stuck Test the valve. Replace if defective.
completely closed
Loose or broken compressor Replace belt.
clutch drive belt.
50-75

Insufficient cooling Temperature control knob not Rotate control fully counterclock-
rotated fully counterclockwise wise.
Low refrigerant charge Performance test the system.
Moisture in the system Performance test the system.
Restriction in the system - Performance test the system.
receiver-drier or thermal
expansion valve
Plugged or clogged condenser Clean condenser or flush
condenser to remove clog.
Faulty thermal expansion valve Test valve. Replace if required.
Defective heater control valve or Test valves. Replace if required.
heater supply valve not closing
Heater control valve cable out of Readjust or replace as required.
adjustment
Internal compressor leak Performance test the system.
Loose compressor clutch drive Replace belt.
belt
Plugged evaporator Clean evaporator. Check for
missing or plugged filters. Check
cab seals.
Poor Air Flow Plugged cab air intake filters or Replace filters as required.
cab recirculation filter
Missing or deteriorating foam Inspect and replace as required.
seals around evaporator/heater
assembly
Blower motor failing Test motor and replace if required.
Noisy System Clutch bearings failing or failed. Replace clutch.
Compressor moan or whine Check compressor for internal
damage. Replace if required
Compressor knock Check mounting hardware and
bracket. Replace as required.
Compressor chatter at idle Performance test the system.
A/C line groundout Locate loose lines and tighten;
remove or insulate contact.
Blower motor squeak or rattle Motor bearings or contact with
squirrel cage. Repair or replace as
required.
Water Leaks Clogged condensate hoses or Clean and clear hoses or valves.
check valves
Deteriorating HVAC box seal Reseal as necessary.
22. Fuse F1, 7.5 amp 26. Ground, right side B pillar
23. High pressure switch 27. Ground, left side B pillar
24. Low pressure switch 28. Ground, engine block
25. Compressor clutch
50-76
40005931
319
1. Fuse F4, 30 amp 8. Fuse F1, 7.5 amp
2. HVAC relay 9. High pressure switch
3. Blower speed control 10. Low pressure switch
4. Blower resistor bracket 11. Compressor clutch
5. Blower motor 12. Ground, cab roof
6. Recirculation door control 13. Ground, lower cab
7. Thermostatic switch 14. Ground, engine block
50-77
Compressor does not operate, blower operates - compressor control circuit.

Steps and Test Point Corrective Action
NOTE: Always inspect connectors for damage, loose, bent or dislocated pins or improper seating while trouble-
shooting.
1. Is recirculation control set to any position but OFF? YES - Go to next Step.
NO - Turn recirculation control ON and retry the

system.
NOT OK - Go to next Step.

2. Check ground between clutch screw and bracket. YES - Go to next Step.
Less than 1 ohm?
NO - Check connections or replace wire to restore
ground. Retry the unit.
NOT OK - Go to next Step.

3. Keyswitch ON, blower control on High, tempera- YES - Test clutch. Go to next Step.
ture control fully counterclockwise, recirculation
control fully clockwise. Is 12V present at the NO - Go to Step 5.
compressor clutch harness connector?
4. Check resistance through the coil between the YES - Go to next Step.
clutch harness connector and the bracket ground.
Resistance should be 3.3-3.7K ohms. NO - Replace clutch.
NOTE: Excessive or infinite resistance indicates the
coil is defective.
Is resistance within range?

5. Is 12V present at pin A of low pressure switch? YES - Go to next Step.
NO - Go to Step 7.
6. Test continuity through the low pressure switch YES - Go to next Step.
(S-44). Is continuity present between pins A and
B? NO - Low pressure switch has opened indicating
system pressure has dropped to 4 psi 3 psi. Install
test gauge set and proceed with system performance
test.
7. Is 12V present at pin A of high pressure switch YES - Go to next Step.
(S-43)?
NO - Go to Step 9.
8. Test continuity through the high pressure switch. Is YES - Go to next Step.
continuity present between pins A and B?
NO - High pressure switch has opened indicating
system pressure has risen to 335 psi 10 psi. Install
test gauge set and proceed with system performance
test.
9. Is 12V present at fuse F1 in the fuse and relay YES - There is an open condition between fuse F1 and
panel in the cab? high pressure switch on CM-079-GR through
connector J1 on pin 18 or U to CH-079-GR. Locate and
repair.
NO - Go to next Step.
50-78

10. Is fuse F1 blown? YES - Replace fuse. Perform clutch test in Step 4.
NOTE: The compressor clutch is the only device in this

circuit which draws enough amperage to blow fuse F1
with a short circuit.
11. Remove the panel for the blower control and YES - Go to next Step.
recirculation control. Is 12V present at pin A of
recirculation control (S-41)? NO - Locate open condition between pin C of blower
control (S-45) on CM-172-GR to pin A of recirculation
control (S-41).
12. Is 12V present through the recirculation door YES - Go to next Step.
control on pin B?
NO - Replace Switch.
13. Is 12V present at terminal 2 of thermostatic YES - Go to next Step.
switch?
NO - There is an open condition between pin B on
NOTE: The thermostatic switch and connector J7 are recirculation door control and terminal 2 on the
located under the cab roof. See Cab Roof Removal thermostatic switch. Locate and repair open on
for accessing the connector and the HVAC box. CM-170-GR through pin 1 on connector J7 to the
switch.
14. Is 12V present at terminal 2 of thermostatic YES - There is an open condition between pin 1 of the
switch? thermostatic switch to fuse F1. Locate and repair open
on AC-189-GR through pin 2 on connector J7 to fuse
NOTE: Controls must be set correctly to call for clutch
F1.
engagement. If necessary, warm the end of the
capillary tube sensor with your hand to cause the
compressor clutch to engage. If the clutch will not NO - Replace thermostatic switch.
engage and power is present, the switch is defective.
50-79
Both compressor and blower do not operate - switched power.

NOTE: Always inspect connectors for damage, loose, bent or dislocated pins or improper seating while
troubleshooting.
1. Keyswitch ON, blower control on High, tempera- YES - Go to next Step.
ture control fully counterclockwise, recirculation
control fully clockwise. Is 12V present at fuse F4? NO - Locate open condition between fuse F4 and fuse
F15 and repair.
2. Is fuse F4 blown? YES - Replace fuse and test the blower motor. Go to
Blower Circuit Test.
NOTE: The blower motor is the only device in this

circuit which draws enough amperage to blow fuse F4
with a short circuit.
3. Is 12V present at terminal 86 of the HVAC relay YES - Go to next Step.
(A1)?
NO - Locate and repair open condition between
terminal 86 of the relay and terminal 3 of the keyswitch.
D204599 and Above: Check CM-257-WH to

CM-065-OR, through connector J3 on pin 18, to
keyswitch at terminal 3 on SC-065-OR.
D204598 and Below: Check CM-257-WH to

CM-065-OR, through connector J3 on pin GG, to
keyswitch at terminal 3 on SC-065-OR.
4. Is 12V present on terminal 30 at the relay? YES - Go to next Step.
NO - Locate and repair open condition between

terminal 30 and fuse F4 on CM-275-RD.
5. Keyswitch OFF. Disconnect the relay from the YES - Go to next Step.
panel. Supply independent 12V to terminal 86 and
ground to terminal 85 on the relay. Can you hear NO - Replace the relay.
the relay engage when power is applied?
6. Check ground at terminal 85 of relay. Less than 1 YES - Go to next Step.
ohm?
NO - Locate open condition in ground and repair.
7. Keyswitch ON with same control settings in Step YES - Go to next Step.
1. Is 12V present at terminal B of the blower speed
control (S-45)? NO - Locate and repair open condition on CM-171-GR
between terminal 87 on the relay and terminal B on the
switch.
8. Test blower control. With 12V at terminal B, there YES - Switched power tests okay.
must be 12V at terminals L, M and R as the switch
is turned, and 12V at terminal C in all three NO - Replace switch. Retry the unit.
positions. Is 12V present at terminals indicated?
50-80
Blower Circuit Test
Blower does not operate. Fuse F4 blows.
Keyswitch ON, blower control on High. Test for YES - Motor has short circuit. Replace motor.
overcurrent condition between motor leads R and G at
the blower motor. Is voltage in excess of 12V? NO - Locate and repair shorted wire, most likely on
AC-175-GR between motor and pin 7 on connector J7.
NOTE: Replace fuse F4 before performing this test.
Blower does not operate, but compressor operates.
1. Keyswitch OFF. Test for open condition through YES - Go to next Step.
blower motor or in ground to motor. Is there
continuity through the motor between leads R NO - Replace the motor.
and G?
2. Check ground from motor to cab roof or B pillar. YES - Ground tests okay.
Less than 1 ohm?
NO - Locate open in ground and repair.
Blower operates on high, but not on low or medium speed - resistor fault.
Blower does not operate on all speeds - open condition.

NOTE: This test assumes that the blower control tests okay. With 12V at terminal B, there must be 12V at
terminals L, M and R as the switch is turned, and 12V at terminal C in all three positions.
1. Inspect resistors at blower motor. Check for loose connections or breaks. Reconnect or replace resistor
if damaged and retry the unit.
Low Speed:
2. Keyswitch OFF. Test resistance across the thinner YES - Go to next Step.
resistor for low speed. Is resistance within
0.7-1.0K ohms? NO - Replace the thinner resistor.
3. Test continuity from terminal L at the motor to pin YES - Go to next Step.
5 on connector J7 on AC-173. Is continuity
present? NO - Locate open condition and correct.
4. Test continuity between pin 5 on connector J7 to YES - Low speed tests okay.
terminal L at blower control on CM-173. Is
continuity present?
NO - Locate and repair open condition.
50-81

Medium Speed:
5. Keyswitch OFF. Test the resistance across the YES - Go to next Step.
thicker resistor for medium speed. Is resistance
within 0.5-0.7K ohms? NO - Replace the thicker resistor.
6. Test continuity from terminal M at the motor to pin YES - Go to next Step.
6 on connector J7 on AC-174. Is continuity
present? NO - Locate open condition and correct.
7. Test continuity between pin 6 on connector J7 to YES - Medium speed tests okay.
terminal M at blower control on CM-174. Is
continuity present? NO - Locate and repair open condition.
High Speed:
8. Keyswitch OFF. Test continuity from terminal R at YES - Go to next Step.
the motor to pin 7 on connector J7 on AC-175. Is
continuity present? NO - Locate open condition and correct.
9. Test continuity between pin 7 on connector J7 to YES - High speed tests okay.
terminal R at blower control on CM-175. Is
continuity present? NO - Locate open condition and repair.
50-82
AIR-CONDITIONING COMPONENT
REMOVAL AND INSTALLATION
CAB ROOF
Removal of the cab roof requires two people. Re-
moval of the roof is required to service the evapor-
ator/heater assembly, heater control valve, thermal
expansion valve, recirculation air filter and damper
and blower assembly.
Removal
1. Remove the eight bolts with sealing washers, 1,
securing the roof to the cab frame.
320
2. Loosen the set screw, 1, on the antenna mast
and unscrew the mast.
321
3. Lift up on the roof on both sides and remove the
roof.
322
50-83
4. Remove the insulation blanket and carefully
place aside.
5. With an assistant remove the protective plate
from the top of the cap.
Inspection
Check the roof for damage or cracks. Repair small
cracks with a sealant. Replace the roof if cracks can-
not be repaired. If the roof must be replaced, also re-
place the strips sealing the roof edge. Check to see
that the washers and screws are in good condition.
If not, replace them.
323
Installation
1. With an assistant, install the protection plate on
the cab. Position the two tabs (1) in the rear of the
plate over the rear two roof bolt mounts..
2. Place the insulation blanket on the cab with the
foil side up. Be sure to cover the radio antenna 1
and wiring harness where necessary.
3. With the help of an assistant, lift the roof into
position.
4. Install the eight screws (1) and sealing washers.
5. Reinstall the radio antenna tightening the set
screw retaining the mast. MT03J007
324
325
50-84
BLOWER AND MOTOR ASSEMBLY
Removal
1. Remove the screws (1) holding the HVAC box
cover (2) and remove the cover.
1
326
2. Disconnect the wires from the fan speed resistor
(1) located on the fan motor and the two wires (2)
from the fan motor. 1
2
MA0F049
327
3. Remove the two screws (1) from the fan retainer
clamp.
4. Lift the fan assembly from the HVAC box.
MT03G001
328
50-85
Installation
1. Lower the blower assembly into the HVAC box.
2. Install the blower retainer clamp (1) and install 1
the two screws (2).
MT03G001
329
3. Reconnect the blower motor resistor wire
connector (1) to the resistor. Install the orange 2
blower motor wire (2) to the positive terminal of 1
the motor and the black wire (3) to the negative
terminal.
MT03F049
330
4. Replace the HVAC box cover (1).
331
50-86
THERMAL EXPANSION VALVE AND

EVAPORATOR
Removal
CAUTION
Fully recover any refrigerant before disconnect-
ing any lines or components. Wear gloves and
eye protection when opening refrigerant lines or 1
fittings.
1. Recover the refrigerant from the air conditioning

system.
2. Remove the cab roof, insulation and protective 332
plate.
3. Remove the HVAC box cover (1) by removing the
retaining screws.
4. Using two wrenches, remove the suction (1) and
liquid (2) lines from the valve (suction line
shown). Cap the lines.
2
MT03G008
333
5. Remove the valve retaining screw (1) from the
valve.
MA03F052
334
50-87
6. Remove the capillary tube (1) from the
evaporator.
NOTE: Do not kink the tube when removing or the
sensor and thermal switch will not work. Note the
position and depth of the tube in the evaporator.
MT03J014
335
7. Remove the retainer clips (1) from each side of
the evaporator and heater core flanges.
1
MT03G009
336
8. Remove the evaporator and expansion valve
assembly from the HVAC box.
MT03G010
337
50-88
9. Using two wrenches, remove the evaporator inlet
(1) and outlet (2) lines from the valve. Cap the
evaporator lines.
2
10. Discard all O rings from the valve and fittings.
1
MT03G007
338
50-89
Installation
1. Install new O rings on the valve and fittings.
Lubricate the O rings with SP20 PAG oil before
installing. 2
2. Connect the evaporator inlet (1) and outlet (2)
lines to the new expansion valve. Tighten the
fittings using two wrenches.
1
MT03G007
339
3. Lower the expansion valve and evaporator

assembly into the HVAC box.
MT03G010
340
4. Install the two clips (1) on each end of the
evaporator and heater core flanges.
MT03G009
341
50-90
5. Install the suction (1) and liquid (2) lines to the
valve (suction line shown). Tighten the fittings
using the two hand, two wrench method.
MT03G008
2
342
6. Install the valve retaining screw (1).
MA03F052
343
7. Carefully install the capillary tube sensor (1) into
the same position and depth in the evaporator
prior to removal.
NOTE: The system has not been open for a long
period of time so it may not be necessary to replace
the receiver-drier. Consult the guidelines and replace
the receiver-drier if required.
Evacuate the system and adjust the PAG oil level

removed during recovery. Recharge the system.
1
Leak test the valve connections.
MT03J014
344
50-91
HEATER CORE ASSEMBLY

Removal
1. Remove the cab roof, insulation and protective
plate. Remove the HVAC box cover (1) by
removing the retaining screws (2).
2
345
2. Be prepared to collect a small amount of coolant.
Loosen the hose clamps (1) and remove the
heater hoses from the evaporator/heater assem-
bly.
1
MA03F059
346
3. Remove the clip (1) from between the A/C
evaporator and the heater core. 1
MT03G004
347
50-92
4. Lift the heater core out of the HVAC box.
MT03G006
348
Installation
1. Slide the heater core (1) into the HVAC box. the
LH and RH rear flanges must slide into the 1
mounting tabs (2) as shown.
MT03G006
349
MT03G004
350
50-93
2. Reconnect the heater hoses. Tighten the hose
clamps (1).
MA03F059
351
3. Install the spring clip (1) over the flanges of the
heater core and A/C evaporator.
MT03G009
352
4. Reinstall the HVAC box cover (1) protective
plate, insulation blanket and the cab roof.
353
50-94
CONDENSER
Removal
CAUTION
eye protection when opening refrigerant lines or
2
fittings.
1. Recover all refrigerant from the air conditioning

system. 1
2. Using two wrenches, disconnect the condenser MT03J005
inlet (1) and outlet (2) lines. Cap or plug the line 354
to the receiver-drier and from the compressor.
3. Release the latches (1) and tilt the condenser

forward. Remove the LH and RH latch lock nut
(2) and washer.
4. Remove the cotter pins (1) from the pivot pins (2).
Support the condenser and remove the LH and
RH pivot pins. Remove the condenser. 1 2
MA03B047
355
50-95
Installation
1. Position the condenser on the engine air cooler
mounting frame and install the LH and RH pivot 2
pins (1) and washers (2). Install the cotter pins (3)
on the pivot pins.
1 2
MT03J001
356
2. Install the tilt latch arms (1) on the condenser and
install the LH and RH washers and lock nuts (2).
NOTE: If the system has not been opened for a long
period of time, and caps or plugs were installed on
the lines, the receiver-drier may not have to be
replaced. Refer to the guidelines and replace if 2
required 1
MA03B047
357
3. Connect the condenser inlet line to the hose from
the compressor (1) Connect the condenser
outlet line to the receiver-drier (2) Tighten the
connections using the two hand, two wrench
method.
1
MT03J005
358
50-96
4. Use the dipstick method to adjust the SP-20 PAG
oil level. Evacuate and recharge the system.
5. Leak test the connections.
RH01D019
359
HIGH AND LOW PRESSURE SWITCHES
1
Removal
1. Disconnect the high pressure switch at its
harness connector (1) or disconnect the low
pressure switch at its harness connector (2).
2. Unscrew the switch from fitting.
MT03J018
360
Installation
1. Screw the new switch into the fitting.
2. Connect the harness connector to the switch.
50-97
RECIEVERDRIER
1
Removal
1. Use two wrenches to remove the inlet and outlet
hoses (1) from the receiverdrier. Remove and
discard the Orings.
MT03G003
361
2. Remove the clamp bolt (1) and nut.
MT03G002
362
3. Spread the clamp and lift the receiverdrier from
the clamp.
MT03J002
363
50-98
Installation
1. Install the receiverdrier into the clamp. Install
but do not tighten the clamp bolt (1) and nut.
MT03G002
364
2. Lubricate and install new Orings on the hose
ends. Install and tighten the inlet and outlet hoses 1
(1). Tighten the clamp bolt (2).
MT03G003
365
50-99
COMPRESSOR
Removal 1
CAUTION
eye protection when opening refrigerant lines or
fittings.
1. Remove the two bolts (1) to remove the belt 2

guard (2) from the compressor. 1
MA03F054
366
2. Remove the serpentine belt with a 1/2 inch drive
socket wrench in the belt tensioner hole (1). 3
Rotate the wrench upward and remove the belt
from the tensioner (2) or alternator (3) pulley.
2
1
MA03F005
367
3. Using two wrenches, disconnect the fitting from
the suction port (1) on the compressor. Cap or
plug the fitting. Disconnect the fitting from the
discharge port (2) on the compressor. Cap or
plug the fitting. 2
NOTE: If the compressor is okay and the clutch is to 1
be rebuilt, cap the ports on the compressor as well.
MT03J003
368
50-100
4. Remove the two tie straps and disconnect the

clutch harness connector (1).
MT03G012
369
5. Remove the four bolts (1) securing the
compressor to its mounting bracket, and remove
the compressor.
NOTE: Refer to Compressor Clutch which follows
if the clutch is being replaced or repaired.
1
NOTE: Refer to Adjusting Oil Level when replacing
a compressor. The PAG oil level of the new
compressor must be adjusted to match the oil level
of the compressor being replaced.
MT03G011
370
Installation
NOTE: Refer to Compressor Clutch which follows
if the clutch is being replaced or repaired. 3
1
1. Install the new compressor on the bracket using
the hardware removed earlier.
2. Connect the clutch harness connector.
2
3. Connect the fitting to the discharge port on the
compressor (1). Connect the fitting to the suction
port on the compressor (2) Tighten connections
using the two hand, two wrench method. 3
MA03F054
371
4. Reinstall the serpentine belt.
5. Install the belt guard to the compressor mounting
ears with the bolts (3) removed earlier.
50-101
COMPRESSOR CLUTCH
1 5
Removal
The clutch is serviced as a kit containing snap rings
(1) bearing and pulley assembly (2) armature plate
(3); field coil (4) retaining nut (5) and shims (6) (0.012,
0.016 and 0.020 inch). If any part of the clutch has 6
failed, rebuild the entire clutch with the components
above.
3
4
2
372
1. With the compressor and clutch assembly
removed from the tractor, disassemble the clutch
on a workbench.
2. Cap the ports on the compressor. Set the
compressor upright for easier clutch removal. If
a vise is used, clamp the mounting ears, not the
compressor body, or damage may occur.
3. Insert tool #FNH02343A-8 clutch holder pins into
two of the threaded holes on the front plate.
Remove the retaining nut from the end of the
shaft.
373
4. Remove the clutch armature plate with the puller,
tool #FNH02343A-9. Screw the puller pins into
the threaded holes on the front plate 2 to 3 turns
only as not to damage the dust seal below.
374
50-102
5. Remove the shims from the drive shaft. Note the
number and thickness of shims removed.
375
6. Remove the dust seal from the clutch housing.
NOTE: Be careful not to damage the dust seal as it
is not part of the clutch rebuilding kit.
376
7. Remove the pulley retaining snap ring using the
snap ring pliers, tool #FNH02343A-10.
377
50-103
8. Assemble the puller as shown using the tools:
#FNH02343A-7 body, #FNH02343A-6 arbor,
and #FNH2RT95 jaws.
378
9. Remove the pulley using the assembled puller as
shown.
The jaws of the puller will fit into a groove in the
inner diameter of the pulley. Lock the jaws in
place on the body using the thumbscrews.
379
10. Loosen the wire clip (1) on the compressor
housing and remove the coil ground wire.
380
50-104
11. Remove the field coil retaining snap ring using
snap ring pliers, tool #FNH02343A-10. Remove
the field coil.
381
Installation
1. Place the field coil onto the compressor and
secure with the large snap ring. Note the locating
stud on the underside of the field coil. This stud
fits into a recess on the compressor housing.
382
2. Reinstall the ground wire and clip (1).
383
50-105
3. Using the driver, tool #FNH02343A-4 and
adapter, tool #FNH02343A-5 on the pulley
housing, tap the pulley and bearing assembly
into position.
The pulley and bearing assembly is home when
it seats below the snap ring groove.
384
4. Install the pulley snap ring.
385
5. Reinstall the dust seal by gently tapping it into
place using the driver, tool #FNH02343A-4 and
adapter, tool #FNH02343A-5.
NOTE: Be careful not to damage the dust seal as it
is not part of the clutch rebuilding kit.
386
50-106
6. Install the clutch shims.
NOTE: The clutch air gap is determined by shim
thickness. When installing a clutch on a used
compressor, try the original shims first. When
installing a clutch on a compressor that has not had
a clutch installed before, first try two 0.020, (0.5 mm)
shims.
387
7. Using a suitable driver, install the armature plate.
388
50-107
8. Replace the retaining nut and tighten to a torque
of 15 Nm-21 Nm (11 ft. lbs.-15 ft. lbs.). Hold the
armature plate using tool #FNH02343A-8.
389
9. Check air gap between the clutch plate and the
pulley. A spark plug gauge with 90 wire feelers
may be used to check initial gap in the field. Slip
the wire between the clutch plate and the pulley,
and check the gap at the three rivets. The gap
must be 0.01 to 0.031 inch (0.25 to 0.79 mm).
The gap must be even all the way around the
plate. If necessary, lightly lift or push down on the
plate to make the gap even.
390
10. If the clearance is not within the specification,
remove the armature plate and add or subtract
shims until the correct clearance is obtained.
50-108
391
AIR-CONDITIONING HOSES routed up the right-side cab pillar to the thermal
The hoses for conducting the refrigerant through the expansion valve.
system are routed as follows:
Evaporator to compressor. The refrigerant leaving
Compressor to condenser. From the compressor the evaporator passes through another hose which
discharge port, a hose carries the refrigerant across goes down the same pillar, loops under the cab and
the top of the engine air filter to the front of the engine is routed forward to the compressor suction port.
and back across the oil cooler to the top of the
condenser on the left side. NOTE: Air-conditioning hoses and heater hoses, as
they pass over the articulation joint of the tractor are
Receiver/drier to expansion valve. The refrigerant gathered into a bundle with the power, fuel and
passes through the receiver/drier into a hose that throttle cables.
carries it back to the cab area. The hose is then
50-109
COMPRESSOR TO CONDENSER HOSE

Removal 1
Recover all refrigerant from the air conditioning
system before servicing hoses. 2
1. Remove the high pressure switch (1) wire

connector from the wire harness. 3
2. Remove the high pressure switch (1) from the
hose end tube.
3. Disconnect the discharge line (2) from the port
(3) at the compressor. The discharge port is MA03F054
marked with a D on the compressor cover plate.
392
4. Disconnect the hose (1) from the condenser inlet
(2).
5. Cut any plastic ties (3) and hose clamps (4)
holding the hoses together or to the tractor.
1
6. Remove the hose.
IMPORTANT: Replace any defective or damaged
hoses with R134a-compatible hoses of the same
length.
4 2
3
MT03J005
393
Installation 6. Install the high pressure switch in the hose end
1. Replace the Orings in fittings at hose ends. tube.
Lubricate the Orings with SP20 PAG oil prior 7. Install the switch wire connector on the engine
to replacement. wire harness.
2. Cover the front end of the hose with a similar size NOTE: The receiver-drier should always be the last
new protective sheath. item replaced when servicing the system. Replace
3. Route the hose over the engine, following the the receiver-drier if required by the guidelines.
original path.
8. Evacuate the system and adjust SP-20 PAG oil
4. Use plastic ties to fasten the hose to the tractor level removed during recovery. Recharge the
where necessary. system.
5. Connect the hose to the condenser inlet and the 9. Leak test the hose.
compressor discharge port. Tighten hose ends
on the ports.
50-110
RECEIVER-DRIER TO THERMAL
EXPANSION VALVE HOSE 1
Removal
Recover all refrigerant from the air conditioning
system before servicing hoses.
1. Using two wrenches, disconnect the outlet line

(1) from the receiver-drier. Cap the outlet port.
MT03G003
394
2. Cut any plastic ties and remove the sheathing
and insulation material from the hose at the
receiver-drier.
3. Remove the cab roof and HVAC box cover.
4. Cut any plastic ties, and remove the insulation
material from the hoses (1) to the valve.
Disconnect the hoses from the outlet (2) and inlet
(3) ports. 2
NOTE: Both the liquid line to and suction line from the 1
valve pass through the same cab pillar and share the
same sheathing. Consider replacing both hoses at 3
the same time to save work. MT03G008
395
length.
50-111
Installation
1. Replace the Orings in fittings at hose ends. 4
Lubricate the Orings with SP20 PAG oil prior
to replacement.
2. Drop a wire or rope down the right side cab pillar
(1). Fasten the rope to the hoses and pull them
through the pillar (1).
3. Connect the inlet (2) and outlet (3) hoses to the
valve using the two wrench method to tighten.
4. Install the insulation on the hose and secure with
plastic ties (4). 1
MA03E087
396
5. Route the hose over the engine following the
original path.
6. Cover the hose areas with protective sheathing
where it runs along the right side of the engine
with the hose going to the compressor.
7. Use plastic ties to secure the hose to the tractor
where necessary.
3
8. Connect the hose to the receiver-drier outlet (5). 4
Use the two wrench method to tighten.
9. The receiver-drier should always be the last item
replaced when servicing the system. Replace 2
MT03G008
the receiver-drier since the system has been
open for a prolonged time. 397

level removed during recovery. Recharge the 5
system.
11. Leak test the hose.
MT03G003
398
50-112
THERMAL EXPANSION VALVE TO

COMPRESSOR HOSE
Removal
1. Recover all refrigerant from the air conditioning
system before servicing hoses.
2. Remove the cab roof and the cover from the
HVAC box.
3. Cut plastic ties and remove insulation from the 1
hose (1) on the suction port of the valve.
4. Using two wrenches, disconnect the hose from
the extension. Cap the extension. MT03G008
NOTE: Both the liquid line to and suction line from the 399
valve pass through the same cab pillar and share the
same sheathing. Consider replacing both hoses at
the same time to save work.
5. Cut any plastic ties and remove the sheathing

and insulation material from the hose at the
compressor (1).
6. Remove the low pressure switch (2) wire
connector from the wire harness. 2 3
7. Remove the switch (2) from the hose end tube.
8. Disconnect the hose from the suction port (3).
Cap or plug the fitting port. 1
length. MA03F054
400
50-113
Installation
1. Replace the Orings in fittings at hose ends.
Lubricate the Orings with SP20 PAG oil prior 5
to replacement. 5
2. Cover the hose area with protective sheathing
where it runs through the cab pillar (1).
3. Drop a wire or rope down the right side cab pillar
(1). Fasten the rope to the hoses and pull them
through the pillar (1).
4. Route the hose over the engine following the 1
original path.
MA03E087
401
5. Cover the hose with insulation where it runs
along the left side of the engine with the hose to
the expansion valve.
6. Use plastic ties to secure the hose to the tractor
where necessary. 3
7. Connect the hose to the fitting at the compressor
suction port (2).
8. Install the low pressure switch (3) in the hose end 2
tube.
9. Install the switch (3) wire connector on the engine
wire harness. MA03F054
402
10. Connect the hose to the (4) suction port at the
valve. Tighten using the same method.
11. Replace all insulation and plastic ties (5) on the
hose.
12. The receiver-drier should always be the last item
replaced when servicing the system. Replace
the receiver-drier since the system has been
open for a prolonged time. 4
level removed during recovery. Recharge the 5
system.
MT03G008
14. Leak test the hose.
403
50-114
HEATER CONTROL VALVE

Removal
1. Close the heater supply valve (1) on the right side
of the engine block.
1
MA03F050
404
2. Loosen the cable clamp screw (1). Gently pry the
cable loop (2) off the valve lever.
3. Loosen the hose clamps (3) on both sides of the
valve. Remove the valve.
NOTE: Be prepared to collect a small amount of 2
coolant when the hoses are disconnected. 1
3
MA03F051
3
405
4. If the control cable must be replaced:
Remove the control panel from the headliner in 2 1
the cab by removing the retaining screws.
Loosen the cable clamp (1) and unhook the cable
from the control arm (2) on the temperature knob.
10011172
406
50-115
5. Remove and save the putty at hole where the

cable goes through the plenum wall (1). Pull the
cable through the plenum and discard.
MT03J009
407
Installation
NOTE: The valve has an engraved arrow below the
lever indicating the direction of flow. The arrow
should point to the rear of the tractor, away from the
engine when installed correctly.
1. Install the valve in the hoses. Tighten the clamps 1

(1).
MA03F051
1
408
2. Install the control cable through the hole (1) in the
plenum and route it toward the control panel.
Reapply the sealing putty when the cable is
properly adjusted.
MT03J009
409
50-116
3. Attach the cable to the pin (1) on the cab control.
Secure with the cable clamp (2). 1 2
10011172
410
4. Turn the temperature control fully counterclock-
wise and move the valve lever (1) to the fully
closed position. 1
2
5. Install the cable on the valve arm (2) and secure
with the clamp screw (3).
411
6. Reinstall the control panel on the headliner. Test
valve control operation through the full range.
Readjust the cable so the valve closes 1
completely in the full cooling position, if required.
NOTE: The range of control movement is greater
than the range of the valve lever. ALWAYS work from
the fully closed position of the valve to set cable
adjustment.
7. Reinstall the cab roof.
MA03D047
412
50-117
RECIRCULATION DOOR CONTROL

Removal
1. Remove the control panel from the headliner by
removing the retaining screws.
10011172
413
2. Loosen the cable clamping screw (1) and unhook
the cable from the control arm (2). 1
2 2
1
10011172
414
3. Remove the knob and nut from the switch.
Disconnect the switch at the connector (1).
Remove the retaining screws (2) and remove the
control.
1
2
10011172
415
50-118
4. Remove the cab roof.
5. Release the cable at the spring clamp (1) and
unhook the cable from the damper arm (2).
2
6. Remove and save the putty at hole (3) where the
cable goes through the plenum wall. Pull the
cable through the plenum and discard.
3
MT03J010
416
Installation
1. Install the control cable through the hole in the
plenum (1) and route it toward the control panel.
Reapply the sealing putty when the cable is 2
properly adjusted.
2. Install the cable loop over the damper arm (2).
Install the cable in the spring clip (3).
1
MT03J010
417
3. Install a new switch in the control panel with
retaining screws (1) using the alignment tab to
locate it. Install the nut and knob on the switch.
3
NOTE: The switch is installed so when it is turned
from the OFF position, the switch lever (2) is pressed
against the switch body (3).
4. Connect the switch to the harness connector.
1
2
10011172
418
50-119
5. Attach the cable (1) to the control arm. Secure

with the cable clamp (2).
6. Check cable adjustment. The damper must be
fully closed when the control is adjusted fully
clockwise. Readjust the cable clamp if required. 2
1
10011172
419
7. Reinstall the control panel in the headliner with
the retaining screws.
8. Reinstall the HVAC box cover and cab roof.
50-120
BLOWER SPEED CONTROL

Removal
1. Remove the control panel from the headliner by
removing the retaining screws.
2. Remove the knob from the switch. Remove the
nut securing the switch in the panel.
3. Identify and mark wire connections to the switch.
Remove the connectors.
10011172
420
Installation
1. Install a new switch using the alignment tab to
locate it.
2. Attach the wires to the studs on the switch.
3. Install the nut and knob on the switch, and
reinstall the control panel in the headliner.
50-121
421
HEATER HOSES The return hose from the assembly passes through
The supply hose is connected to the heater supply the same cab pillar and then is routed forward to the
valve, mounted on the right side of the engine block. base of the radiator. It connects next to the return
The hose runs across the tractor and up the left cab hose from the engine block.
pillar to the evaporator/heater assembly in the HVAC
box.
50-122
Removal
CAUTION
Heated engine coolant can cause severe burns.
Allow the engine and the coolant to cool before
hose replacement.
1. Shut off the heater supply valve (1) on the right

side of the engine.
1
MA03F050
422
2. With the tractor OFF, turn the temperature
control knob (1) to the maximum heat position
(fully clockwise).
1
MA03F046
423
3. Place a clean container under the tractor to
capture coolant. Loosen the hose clamp at the 2
radiator, and remove the hose (1) from the fitting.
NOTE: The heater hose is located between the lower 1 3
radiator hose (2) and, if equipped the front PTO drive
shaft (3).
MT03J013
424
50-123
4. Loosen the hose clamp at the supply valve and
remove the hose, draining coolant into the same
clean container.
425
5. Remove the cab roof and the HVAC box cover
(1).
426
6. Loosen the clamp on the return hose (1) and
remove the hose.
1
MA03F059
427
50-124
7. Loosen the clamp on the supply hose (1) at the
heater control valve, and remove the hose.
MA03F051
428
Installation
1. When replacing hoses, follow the original
routing. Leave enough slack in the hoses under
the cab so the cab can be raised without
disconnecting the hoses.
2. Run a wire or rope down the left cab pillar. Use
the wire or rope to pull the hoses up through the
pillar.
3. Reconnect the hoses with clamps at the
evaporator/heater assembly, the heater control
valve, the radiator and the heater supply valve.
4. Clean up any spilled coolant while replacing the
hoses.
5. Pour the drained coolant back into the radiator
and top off the coolant bottle.
6. Run the engine until the thermostat opens and
the cab heats.
7. Inspect all hose connections for leaks, and
retighten clamps as required.
8. Replace the HVAC box cover and the cab roof.
50-125
REPAIR TIME SCHEDULE
CAB HEATING, A/C SYSTEM
DESCRIPTION OF OPERATION TIME IN HOURS

Install test equipment, stabilize system 0.3
System - Evacuation, recovery and charge (Includes leak check) 1.5
System - Evacuation and recharge (Includes leak check) 0.8
Receiver/ Dryer - R&R 0.3
Compressor - R&R 0.5
Compressor seal - R&R 1.0
Compressor clutch - Rebuild 1.0
Condenser - R&R 0.5
Cab roof - R&R 0.7
Expansion valve - R&R 0.5
Evaporator/heater core - R&R 0.7
Blower motor assembly - R&R 0.5
Thermostatic switch - 0.4 0.5
Fan speed resistor - R&R, Test resistor 0.5
Heater control valve - R&R 1.0
A/C controls - R&R 1.0
Temperature control cable - R&R 1.0
Recirculation control cable - R&R 1.0
Heater hoses - R&R 2.0
A/C system hose, compressor to condenser - R&R 0.3
A/C system hose, receiver/dryer to expansion valve - R&R 0.7
A/C system hose evaporator to compressor - R&R 0.7
Check oil level 1.2
50-126

Aire Acondicionado New Holland

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Aire Acondicionado New Holland

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SECTION 50 CLIMATE CONTROL CHAPTER 1

SECTION 50 - CLIMATE CONTROL

Chapter 1 - Climate Control

* The compressor tool kit #FNH02343B includes these tools.

DESCRIPTION AND OPERATION

R134a, a hydrofluorocarbon or HFC, replaces R12.

All R134a A/C systems and the service equipment for

Storage containers and hoses for R134a have a

Connecting hoses, service ports and pressure

The TV140 tractor has a R134a air conditioning

NOTE: Follow all local and governmental regulations

For maximum cooling, the recirculaton control

THE BASICS OF REFRIGERATION

Heat always flows from a warmer object to a cooler

The intensity of heat is measured with a thermometer

When enough BTUs are added to or subtracted from

Liquids absorb the greatest amount of heat when

As the R134a boils, it absorbs heat from the tractor

LOW SIDE HIGH SIDE

HEAT MOVES FROM

EVAPORATOR OUTSIDE AIR

INDIVIDUAL COMPONENT OPERATION

The compressor is equipped with three ports: an oil

The high pressure side of the A/C system begins at

NOTE: Sometimes liquid and vapor are used to

Locating the Problem

Disconnect the orange clutch wire connector at the

If operation is noisy, feel the compressor next to the

IMPORTANT: Do NOT attempt to test the clutch

IMPORTANT: This is only a momentary contact with

Little or no temperature difference between the

NOTE: Loose mounting brackets often cause a

Remove the two tie straps from the wire harness.

1. Check for 12V at the clutch terminal of the engine

Check for too much belt wear: cracking, cord wear,

NOTE: If the gap does not meet the above

The hot, high pressure vapor from the compressor 2

A condenser plugged with debris or clogged with

NOTE: Lift the pivot latches (1) and tilt the

When the condenser coils are clogged with

NOTE: When components are replaced, the SP-20

NOTE: Sometimes a minor coil leak may be repaired

There is no change in refrigerant state - high

The receiver-drier has two functions:

2. It serves as a filter and moisture-removing drier

A pressure relief valve, located behind the sight glass

As outside temperatures increase, moisture droplets

During normal system recovery and recharging, all

1. The system has been opened for a prolonged

Failed Receiver-Drier 235

The contaminants - usually yellow or brown bits of

NOTE: When there is a restriction in liquid refrigerant

THERMAL EXPANSION VALVE

1. Throttling Action: By changing orifice size, the

(1) the high pressure liquid inlet port from the

(3) the low pressure vapor port connected to the

(4) and the low pressure vapor outlet port to the

On the opposite end of the valve is a sealed chamber 8

Refrigerant flow is balanced by the opposite forces of

When the evaporator is low on refrigerant, the

When the evaporator is flooding with refrigerant, the 239

When the compressor is cycled off and low side

When the compressor is cycled back on, the valve