Jeep Cherokee (XJ): Low pressure cycling clutch switch. Refrigerant system leaks. Vacuum system

Low pressure cycling clutch switch

Before performing diagnosis of the low pressure cycling clutch switch, be certain that the switch is properly installed on the accumulator fitting. If the switch is too loose it may not open the Schrader-type valve in the accumulator fitting, which will prevent the switch from correctly monitoring the refrigerant system pressure. Remember that lower ambient temperatures, below about -1 C (30 F), during cold weather will open the switch contacts and prevent compressor operation due to the pressure/temperature relationship of the refrigerant.

Also verify that the refrigerant system has the correct refrigerant charge. See Refrigerant System Charge in the Service Procedures section of this group for more information.

For circuit descriptions and diagrams, refer to 8W-42 - Air Conditioning/Heater in Group 8W - Wiring Diagrams.

(1) Disconnect and isolate the battery negative cable.

(2) Unplug the low pressure cycling clutch switch wire harness connector from the switch on the accumulator fitting.

(3) Install a jumper wire between the two cavities of the low pressure cycling clutch switch wire harness connector.

(4) Connect a manifold gauge set to the refrigerant system service ports. See Refrigerant System Service Equipment and Refrigerant System Service Ports in the Description and Operation section of this group for more information.

(5) Connect the battery negative cable.

(6) Place the heater-A/C mode control switch knob in any A/C position and start the engine.

(7) Check for continuity between the two terminals of the low pressure cycling clutch switch. There should be continuity with a suction pressure reading of 262 kPa (38 psi) or above, and no continuity with a suction pressure reading of 141 kPa (20.5 psi) or below. If OK, test and repair the A/C switch sense circuit as required. If not OK, replace the faulty switch.

Refrigerant system leaks

WARNING: REVIEW THE WARNINGS AND CAUTIONS IN THE FRONT OF THIS GROUP BEFORE LEAK TESTING THE SYSTEM.

If the air conditioning system is not cooling properly, determine if the refrigerant system is fullycharged.

See A/C Performance in this group for the procedures. If the refrigerant system is low or empty; a leak at a refrigerant line, connector fitting, component, or component seal is likely.

An electronic leak detector designed for R-134a refrigerant, or a fluorescent R-134a leak detection dye and a black light are recommended for locating and confirming refrigerant system leaks. Refer to the operating instructions supplied by the equipment manufacturer for proper care and use of this equipment.

An oily residue on or near refrigerant system lines, connector fittings, components, or component seals can indicate the general location of a possible refrigerant leak. However, the exact leak location should be confirmed with an electronic leak detector prior to component repair or replacement.

To detect a leak in the refrigerant system with an electronic leak detector, perform one of the following procedures:

SYSTEM EMPTY

(1) Evacuate the refrigerant system. See Refrigerant System Evacuate in this group for the procedures.

(2) Connect and dispense 0.283 kilograms (0.625 pounds or 10 ounces) of R-134a refrigerant into the evacuated refrigerant system. See Refrigerant System Charge in this group for the procedures.

(3) Position the vehicle in a wind-free work area.

This will aid in detecting small leaks.

(4) With the engine not running, use a electronic R-134a leak detector and search for leaks. Because R-134a refrigerant is heavier than air, the leak detector probe should be moved slowly along the bottom side of all refrigerant lines, connector fittings and components.

(5) To inspect the evaporator coil for leaks, insert the electronic leak detector probe into the center instrument panel outlet. Set the blower motor switch to the lowest speed position, and the mode control switch in the recirculation mode.

SYSTEM LOW

(1) Position the vehicle in a wind-free work area.

This will aid in detecting small leaks.

(2) Bring the refrigerant system up to operating temperature and pressure. This is done by allowing the engine to run with the air conditioning system turned on for five minutes.

(3) With the engine not running, use a electronic R-134a leak detector and search for leaks. Because R-134a refrigerant is heavier than air, the leak detector probe should be moved slowly along the bottom side of all refrigerant lines, connector fittings and components.

(4) To inspect the evaporator coil for leaks, insert the electronic leak detector probe into the center instrument panel outlet. Set the blower motor switch to the lowest speed position, and the mode control switch in the recirculation mode.

Vacuum system

Vacuum control is used to operate the mode doors in the heater-only and heater-A/C housings. Testing of the heater-only and heater-A/C mode control switch operation will determine if the vacuum, electrical, and mechanical controls are functioning. However, it is possible that a vacuum control system that operates perfectly at engine idle (high engine vacuum) may not function properly at high engine speeds or loads (low engine vacuum). This can be caused by leaks in the vacuum system, or a faulty vacuum check valve.

A vacuum system test will help to identify the source of poor vacuum system performance or vacuum system leaks. Before starting this test, stop the engine and make certain that the problem is not a disconnected vacuum supply tube at the engine intake manifold vacuum tap or at the vacuum reservoir.

Use an adjustable vacuum test set (Special Tool C-3707-B) and a suitable vacuum pump to test the heater-A/C vacuum control system. With a finger placed over the end of the vacuum test hose probe (Fig. 9), adjust the bleed valve on the test set gauge to obtain a vacuum of exactly 27 kPa (8 in. Hg.).

Release and block the end of the probe several times to verify that the vacuum reading returns to the exact 27 kPa (8 in. Hg.) setting. Otherwise, a false reading will be obtained during testing

Fig. 9 Adjust Vacuum Test Bleed Valve

1 - VACUUM PUMP TOOL C-4289
2 - VACUUM TEST SET C-3707
3 - BLEED VALVE
4 - PROBE

VACUUM CHECK VALVE

(1) Remove the vacuum check valve. The valve is located in the vacuum supply tube (black) at the heater-A/C system vacuum tee.

(2) Connect the test set vacuum supply hose to the heater-A/C control side of the valve. When connected to this side of the check valve, no vacuum should pass and the test set gauge should return to the 27 kPa (8 in. Hg.) setting. If OK, go to Step 3. If not OK, replace the faulty valve.

(3) Connect the test set vacuum supply hose to the engine vacuum side of the valve. When connected to this side of the check valve, vacuum should flow through the valve without restriction. If not OK, replace the faulty valve.

HEATER-A/C CONTROLS

(1) Connect the test set vacuum probe to the heater- A/C vacuum supply (black) tube at the tee in the engine compartment. Position the test set gauge so that it can be viewed from the passenger compartment.

(2) Place the heater-A/C mode control switch knob in each mode position, one position at a time, and pause after each selection. The test set gauge should return to the 27 kPa (8 in. Hg.) setting shortly after each selection is made. If not OK, a component or vacuum line in the vacuum circuit of the selected mode has a leak. See the procedure in Locating Vacuum Leaks.

CAUTION: Do not use lubricant on the switch ports or in the holes in the plug, as lubricant will ruin the vacuum valve in the switch. A drop of clean water in the connector plug holes will help the connector slide onto the switch ports.

LOCATING VACUUM LEAKS

WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO GROUP 8M - PASSIVE RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.

(1) Disconnect the vacuum harness connector behind the glove box and inboard of the glove box opening on the heater-A/C housing.

(2) Connect the test set vacuum hose probe to each port in the heater-A/C housing half of the vacuum harness connector, one port at a time, and pause after each connection (Fig. 10). The test set gauge should return to the 27 kPa (8 in. Hg.) setting shortly after each connection is made. If OK, replace the faulty heater-A/C control. If not OK, go to Step 3.

(3) Determine the vacuum line color of the vacuum circuit that is leaking. To determine the vacuum line colors, refer to the Vacuum Circuits chart (Fig. 11) or (Fig. 12).

(4) Disconnect and plug the vacuum line from the component (fitting, actuator, valve, switch, or reservoir) on the other end of the leaking circuit. Instrument panel disassembly or removal may be necessary to gain access to some components. See the service procedures in this group.

(5) Connect the test set hose or probe to the open end of the leaking circuit. The test set gauge should return to the 27 kPa (8 in. Hg.) setting shortly after each connection is made. If OK, replace the faulty disconnected component. If not OK, go to Step 6.

(6) To locate a leak in a vacuum line, leave one end of the line plugged and connect the test set hose or probe to the other end of the line. Run your fingers slowly along the line while watching the test set gauge. The vacuum reading will fluctuate when your fingers contact the source of the leak. To repair the vacuum line, cut out the leaking section of the line.

Then, insert the loose ends of the line into a suitable length of 3 millimeter (0.125 inch) inside diameter rubber hose.

Fig. 10 Vacuum Circuit Test