Heating, Air Conditioning and

Climate Control Systems

Operation and Diagnosis

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Self-Study Program
Course Number 881203
 Volkswagen of America, Inc.
Service Training
Printed in U.S.A.
Printed 6/02
Course Number 880213
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©2002 Volkswagen of America, Inc.

All rights reserved. Information contained

in this manual is based on the latest
information available at the time of printing and
is subject to the copyright and other intellectual
property rights of Volkswagen of America, Inc.,
its affiliated companies and its licensors.
All rights are reserved to make changes at any
time without notice. No part of this document
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All requests for permission to copy and

redistribute information should be referred to
Volkswagen of America, Inc.
Always check Technical Bulletins and the
Volkswagen Worldwide Repair Information
System for information that may supersede
any information included in this booklet.
 Table of Contents

Page
Course Goals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Personal Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Environmental and Legal Responsibilities . . . . . . . . . . . . . . . . . . . . . 9

Heating and Air Conditioning Basics. . . . . . . . . . . . . . . . . . . . . . . . . 12

Heating, A/C and Climate Control Subsystems . . . . . . . . . . . . . . . . 21

Heat Transfer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Air Distribution System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

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Electrical System and Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

Climatronic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

On Board Diagnostics (OBD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

A/C Refrigerant System Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

Refrigerant System Performance Testing . . . . . . . . . . . . . . . . . . . 102

Refrigerant System Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104

Appendix 1: Application Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

Appendix 2: Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114

Appendix 3: Quiz Answer Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118

Final Exam Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

i
 Course Goals

Course Goals

This course will enable you to:

• Understand the environmental impact and legal concerns
related to the service of automotive air conditioning sys-
tems
• Identify personal safety hazards related to working with
automotive heating and air conditioning systems
• Apply the principles of heat transfer and temperature and
pressure relationships to the operation, service and repair
of Volkswagen heating and air conditioning systems
• Identify Volkswagen air conditioning system control compo-
nents, sensors and actuators
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• Understand the use of the Refrigerant Recovery, Recycling

and Recharging System to recover, recycle, evacuate and
recharge Volkswagen refrigerant systems
• Understand performance testing and troubleshooting pro-
cedures for Volkswagen air conditioning systems to deter-
mine proper functioning

ii
 Introduction

Introduction

Today, air conditioning is included as either a Air conditioning has many benefits. It
standard or optional accessory by most auto increases passenger safety and reduces
manufacturers. At one time, even heaters fatigue by eliminating the buffeting caused
were options and were not offered as stan- by wind at highway speeds. Wind buffeting,
dard equipment until the 1960s. Most states uncomfortably high temperatures and humid-
now require automobile heaters for safety ity have negative effects on driver alertness.
reasons to at least defrost the windshield.
With windows closed, vehicle aerodynamics
Most auto manufacturers today do not con- are improved for increased fuel economy
sider air conditioning a safety or performance and vehicle performance. A comfortable inte-
option, but rather a luxury choice. All current rior environment and an alert driver are rea-
model Volkswagens sold in the United States sons enough for Volkswagen to include air
today include air conditioning. In some mod- conditioning in every vehicle manufactured
els, the system is manually operated, in oth- for our market.
ers it is the Volkswagen Climatronic automat-
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ic climate control system.

1
 Personal Safety

Personal Safety Warnings and Cautions

Servicing and repairing automotive heating Before beginning this course, it is important
and air conditioning systems exposes the to review potential hazards when working
technician to personal safety hazards. with air conditioning systems. The
• Refrigerants and engine coolants are Volkswagen Electronic Service Information
under pressure and may be at very high System (VESIS) contains a comprehensive
or low temperatures, creating the risk of list of safety precautions and warnings. This
burns or frostbite. section of the Self-Study Program summa-
rizes them.
• Toxic and/or poisonous substances can
exist under some conditions. Repair Group 87 contains an extensive list of
• Running engines have belts, pulleys and warnings and cautions for the servicing of
other parts in motion, creating mechani- heating and A/C systems. Read and under-
cal and electrical safety hazards. stand these warnings and cautions before
• Service and test equipment may contain starting diagnosis or repair work.
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refrigerant under pressure and must be

Warning and Caution boxes can be found
used properly.
throughout VESIS to advise you of potential
hazards to your safety or to possible damage
to the vehicle. These Warnings and Cautions
are highlighted in RED.

WARNING!

Warnings in VESIS appear like this. They alert

you to potential dangers that could cause
personal injury or death.

CAUTION!

Cautions also appear in VESIS. They alert you

to situations that could cause damage to the
vehicle, tools or equipment.
A/C manifold pressure gauges

2
 Personal Safety

Eye and Hand Protection

Automotive air conditioning systems are

under high pressure. When escaping liquid
refrigerant is exposed to atmospheric pres-
sure, it evaporates quickly and absorbs so
much heat that it will freeze anything in con-
tact. This is true for both refrigerants R-12
and R-134a.

Never open a charged A/C system before

recovering the refrigerant. An operating A/C Vaporizing refrigerant can cause frostbite
system can generate pressures up to 34.5
bar (500 psi). Use care when connecting
recovery and recharging equipment or mani-
fold pressure gauges. A refrigerant leak can
spray in any direction with considerable
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force and the skin can be frostbitten when

contacted with vaporizing refrigerant.

Blindness may result if refrigerant

sprays in your eyes. Always use
approved eye protection conform-
ing to ANSI standard Z87.1.

3
 Personal Safety

Ventilation

Refrigerants R-12 and R-134a are considered

non-toxic in their gaseous state, however
they displace Oxygen and are a suffocation
hazard. Refrigerants are heavier than air and
collect in low areas with poor air circulation
such as under the car.

Turn on an exhaust/ventilation
system when working on the
refrigerant system. Avoid breath-
ing refrigerant vapors that may
Refrigerant container escape when connecting or dis-
connecting service equipment.
Exposure may irritate eyes, nose
or throat.
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Danger of High Temperatures

Do not expose air conditioning system com-

ponents to temperatures above 80°C (176°F).
Pressure increases from high temperatures
may cause the system to burst and release
refrigerant.

Store refrigerant containers at temperatures

below 50°C (122°F). When charging an A/C
system, do not heat containers with an open
flame to warm them. Use only warm water
Condenser
to raise the temperature of refrigerant con-
tainers.
Do not steam clean condensers
or evaporators. The added heat
can cause a dangerous increase
in refrigerant pressures. Use only
cold water or compressed air to
remove dirt from the cooling fins.

Evaporator

4
 Personal Safety

Danger of Open Flames

Although refrigerant R-12 is not combustible,

it will produce poisonous phosgene gas The Kent-Moore ACR4 Refrigerant
when burned. Be aware that an R-12 leak Recovery/Recycling/ Recharging
station will be used as an exam-
near the engine's air intake will likely cause
ple in this Self-Study Program.
the refrigerant to be burned in the combus-
Other manufacturers' systems
tion chamber.
are similar.
R-134a is not generally considered to be
combustible, however at pressures above
ambient and mixed with excess air, it can
become flammable. Do not use compressed
air to blow out A/C refrigerant components
or containers unless all of the refrigerant has
been recovered and the component has
been completely removed from the refriger-
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ant circuit.

Danger of Overfilling Refrigerant

Containers

By law, containers used for recovered refrig-

erant may be filled to no more than 60% of
capacity. A "gas space" above the liquid
refrigerant is necessary to allow refrigerant
vapors to expand. Overfilling refrigerant Unit
tank
tanks can cause internal pressures to rise
dangerously high and create a risk of explo-
Disposable
sion. refrigerant
container
Most Refrigerant Recovery/Recycling/
Recharging Systems will automatically shut
off when the unit tank reaches 60% of
capacity.

Only use approved containers to recover

refrigerant. Do not reuse disposable refriger- Scale
ant containers to store refrigerants.
ACR4 recovery, recycling and
recharging system

5
 Personal Safety

Charging Refrigerant Systems

High side service For safety, most recharging stations recharge

fitting A/C systems by pumping the refrigerant into
the system with the compressor not run-
Low side service
fitting ning. Make sure that the high side gauge
valve is always closed whenever the com-
pressor is running.

High side
hose (red)
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Golf/Jetta

Low side
hose (blue)

High side Low side

service valve service valve
ACR4 recovery, recycling
Passat
and recharging system
Do not attempt to recharge a
refrigerant system with the high
pressure service fitting open and
the compressor running.
Pressures in the high side of a
running system are high enough
to cause charging equipment and
refrigerant storage tanks to
explode.

6
 Personal Safety

Safe Use of Manifold Pressure Gauges I I I I I

I 50 60 I
40 70 200 300 I

I
I
30 80

I
I I I I
III I I
20 90 400
Manifold pressure gauges read refrigerant

I
100

I
10 100

I
I
0 110 500
pressure on the high and low sides of the 10 0

IIIIII
120

I
I
20

IIII
600

I
30
IIIII
I
SI G P SI I
IN-H G /P
system. The low side gauge is a compound G

gauge and reads both pressure and vacuum.

The only purpose of the hand valves is to

open a connection between the red or blue
Service Hoses and the Manifold Center Port.
The Manifold Center Port is only used when Service valves closed
discharging, evacuating or recharging the
system. All other times, the hand valves are I 50 60 I I I
I I I
300 I
closed. 40 70 200

I
I
30 80

I
I I I I
III I I
2 0 90 400

I
100

I
10 100

I
I
0 110 500
10 0

IIIIII
The gauges read system pressure at all 120

I
I
20

IIII
600

I
30
IIIII
I
G
P SI P SI I
IN-H G / G

times regardless of the position of the hand

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valves.

Service Fittings

Fittings for R-134a service equipment are dif-

ferent from those used on R-12 systems. Service valves open
This is to prevent cross-contamination of
refrigerants. Mixed refrigerants cannot be
reused and become hazardous waste that
must be disposed of properly.

R-134a service equipment uses quick con-

nect fittings to minimize the discharge of R-134a high side service fitting
refrigerant when connecting and disconnect-
ing the hoses.

R-12 service equipment uses threaded fit-

tings and hand shut-off valves to contain
refrigerant in the lines. By law, the shut-off R-134a low side service fitting
valves must be placed no more than 12 inch-
es from the ends of the service hoses to
reduce refrigerant loss.

R-134a quick-connect couplers

7
 Personal Safety

Heating System Safety

The engine cooling system is pressurized to

raise the boiling point of the coolant. Engine
coolant temperatures can exceed the boiling
point of water at sea level pressure. Use
care when working around the radiator,
heater core and hoses with the engine at
operating temperature.
0.5 1.0
1.5
0 Hot coolant and coolant vapors
can cause serious burns. Hot
coolant will also tend to remain
on your skin since it does not
evaporate as readily as water.

When removing the pressure cap from the

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expansion tank, relieve pressure slowly to

prevent hot coolant from spraying out. Wear
Cooling system pressure tester gloves and cover the cap with a shop rag to
reduce spraying of coolant.

Electric Cooling Fans

Coolant fan All current production Volkswagens use elec-

tric coolant fans actuated by coolant temper-
ature. These fans will come on when coolant
temperatures exceed a certain value. See
repair information for specifications.

Use caution when working near

these fans. Cooling fans can run
at any time, including with igni-
tion OFF.

Coolant fan control

thermal switch

Passat 2.8L V6

8
 Environmental and Legal Responsibilities

Refrigerant Recovery and Recycling

The Clean Air Act of 1990 required that, as

of January 1, 1992, technicians servicing
automotive air conditioning refrigerant sys-
tems be certified and use EPA certified
recovery and recycling equipment.

Recovery and Recycling certification pro-

grams are available from ASE, the Mobile Air ACR3 for R-12
Conditioning Society (MACS) and other orga- refrigerant
nizations. The course materials prepare the
technician for the ASE Refrigerant Recovery KENT-MOORE

and Recycling Review and Quiz and also

administer the test.

Both refrigerants R-12 and R-134a must be

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recovered by law. Dealership service depart-

ments are required to have EPA certified
recovery and recycling equipment available.

R-134a and R-12 refrigerants must not be

mixed. Cross-contamination and possible
damage to equipment will result from recov- ACR4 for R-134a
ering and recycling the wrong refrigerant. refrigerant

9
 Review Questions

Review Questions - Personal

Safety, Environmental and Legal
Responsibilities

1. A refrigerant leak can cause 4. Discharging refrigerant into the

which of the following safety atmosphere:
hazards? a. is OK to do with R-134a because it
a. Frostbite doesn't harm the ozone layer.
b. Suffocation b. is unavoidable from charging
c. Blindness equipment hoses.
d. All of the above c. is illegal for both R-12 and R-134a.
d. is OK after it has been recycled.
2. When is it safe to open the
high side service valve on a 5. Mixing R-134a with R-12:
manifold gauge set? a. creates a hazardous waste.
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a. When charging the system with

b. is OK after they have been
the engine running and the
separately recycled.
compressor on
c. is possible because the equipment
b. When recovering refrigerant with
used to service both refrigerants
the engine running and the
use the same service fittings.
compressor on
d. is unavoidable because the same
c. When evacuating the system with
recovery machine is used for both.
the engine and compressor off
d. When checking the high side
pressure with the engine running
and the compressor on

3. Refrigerant containers used for

recovering and recycling
refrigerant that have been filled
to 60% of their capacity:
a. can be used to recover more
refrigerant.
b. are at their safe maximum capacity.
c. do not have enough refrigerant to
be effectively recycled.
d. may cause internal pressures to
rise dangerously high.

10
 ProCarManuals.com

11
Notes
 Heating and Air Conditioning Basics

Introduction Air Conditioning and Refrigeration

Simplified
There are four principles of heat and heat
transfer that apply to automotive heating, air In simple terms, heat generated in one area
conditioning and climate control systems: of the vehicle is transported to another area
to raise or lower the temperature of the air
1. Heat always flows from hot to cold.
in the vehicle interior. The A/C system is a
2. Materials absorb or give off large closed loop in which a refrigerant is pumped
amounts of heat when changing state. by the compressor through the circuit over
3. The pressure of a liquid or gas varies and over. While it is being pumped, the
with its temperature and the temperature refrigerant changes state from liquid to gas
of a liquid or gas varies with its pressure. and back again. The refrigerant changes from
liquid to gas in the evaporator and removes
4. The boiling point of a liquid varies with its
heat from the passenger compartment. The
pressure.
refrigerant gas condenses back to liquid in
the condenser, giving off heat to ambient
Becoming familiar with these principles will (outside) air. The restrictor or expansion valve
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help you understand the operation of the creates a restriction against which the com-
systems responsible for this transfer of heat pressor pumps to create high pressure. All
energy. More importantly, this knowledge of these concepts will be discussed in detail
will help you to diagnose these systems later in this Self-Study Program.
when they do not function properly.

12
 Heating and Air Conditioning Basics

Principles of Heat Transfer and

Temperature/Pressure
Relationships

1. Heat always flows from hot to

cold.

Heat is a form of energy. Cold is a term that

simply means a lack of heat. Cold materials
have less heat energy than hot materials and
heat always flows from the hotter material to
the colder.

For example, if you hold an ice cube, your

hand will feel cold. The ice cube will remove
heat from your hand and you sense the loss
of heat. If you touch something warm, you
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feel the heat flowing into your hand. If a

large amount of heat transfers, you may be
burned and feel pain. Evaporator
This principle is demonstrated in two places
in an air conditioning refrigeration circuit.
First, heat energy contained in the passen-
ger compartment air is absorbed by the cold
refrigerant in the A/C evaporator. Second, in
the condenser, hot refrigerant is cooled by
cooler ambient air flowing through the con-
denser. In both cases, heat moves from hot-
ter to cooler.

Condenser

13
 Heating and Air Conditioning Basics

2. Materials absorb or give off large

amounts of heat when changing
state.

Water evaporating on our skin makes us feel Latent Heat is heat energy that is added to a
cold because the process of evaporation material causing it to change state. The tem-
removes body heat. In a similar way, refriger- perature of the material remains the same
ant vaporizing (changing from liquid to gas) during the change of state. We can add
inside the evaporator of the A/C system Sensible Heat energy to a pot of water and
absorbs heat from the warmer air passing raise its temperature to almost boiling, or
through the evaporator. 100°C (212°F) at sea level. But to make the
water boil and change state from liquid to
Conditions created in the evaporator cause gas, it takes much more heat energy in the
the liquid refrigerant to boil at temperatures form of Latent Heat. The amount of Latent
below the ambient temperature of the air in Heat energy required to change the state of
the passenger compartment. By boiling, the a material is much greater than the amount
refrigerant absorbs very large quantities of of Sensible Heat energy required to simply
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heat. The refrigerant absorbs far more heat raise its temperature. Similarly, when a gas
than it would if it remained a liquid. condenses to a liquid, a large amount of
Latent Heat energy is released.
In the condenser, the reverse takes place.
Here, hot refrigerant gas gives off large
amounts of heat to the atmosphere as it
condenses back to liquid. The refrigerant
gives up far more heat than it would if it
Latent Heat energy causes only
remained a gas. To explain why this is so, we
the change of state from solid to
need to look at two kinds of heat energy:
liquid or liquid to gas. The mea-
surable or sensible temperature
Sensible Heat is measurable heat - a mea-
of the material DOES NOT
surable change in the temperature of a
CHANGE.
material. Adding heat energy to raise the
temperature of a material increases Sensible Large amounts of heat energy are
Heat. For example, if we heat a pot of water absorbed or released when a
on a stove, the temperature of the water will material changes state.
increase and we can measure this change
with a thermometer. However, there is
another kind of heat energy.

14
 Heating and Air Conditioning Basics
The unit of heat energy is the BTU (British
Thermal Unit). One BTU = the amount of
heat energy required to raise the tempera-
ture of one pound of water one degree F. At
sea level pressure, water boils at 212°F. In
order to raise the temperature of one pound Evaporator
of water at 211°F by one degree to 212°F,
only one BTU heat energy is needed. But to
change that same one pound of water at
212°F to one pound of steam (gas) at 212°F
requires 970 BTUs, a much greater quantity
of heat. When the water condenses back to
a liquid, it gives off the same 970 BTUs of
heat.

In the A/C system, the refrigerant is allowed

to evaporate and condense over and over as
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it is pumped through the system. As the

refrigerant changes from liquid to gas and
back again it absorbs and releases large
amounts of latent heat energy with each
change. R-134a refrigerant absorbs or gives
off about 85 BTU/lb as it changes state in
the refrigerant cycle.

15
 Heating and Air Conditioning Basics

3. The pressure of a liquid or gas

varies with its temperature and the
temperature of a liquid or gas
varies with its pressure

Refrigerant pressure in the closed A/C circuit

will vary with changes in temperature. The
temperature of the refrigerant varies with
pressure. For example, with A/C off and at
an ambient temperature of 68°F, the pres-
sure in a fully charged system will be approx-
imately 68 psi. If the temperature rises, the
pressure will also rise. The table shows the
temperature/pressure relationship for tem-
peratures between -22°F and 158°F. At -22°F
R-134a Refrigerant pressure vs. temperature refrigerant pressure is 0 psi. At this temper-
ature, liquid refrigerant in an open container
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will not boil and will remain a liquid.

Degrees Fahrenheit and pounds per square

inch units of measure are used to make this
point. The numerical relationship at room
temperature is convenient for checking a
refrigerant charge. A/C pressure gauges are
typically scaled with these units.

The A/C compressor compresses refrigerant

gas, raising pressure and temperature and
concentrating the heat. The refrigerant flows
to the condenser where it is much hotter
than the ambient air blowing through and
gives up latent heat to the air.
A/C compressor
In the evaporator, refrigerant is exposed to
low pressure. This lowers its temperature
and the cold refrigerant absorbs latent heat
Arrow points toward evaporator from the passenger compartment.
in direction of flow
Note the temperatures of the A/C lines
when the A/C is on. The high pressure lines
will be warm or hot, the low pressure lines
will be cool or cold.

Restrictor

16
 Heating and Air Conditioning Basics

4. The boiling point of a liquid

varies with its pressure

Raising the pressure of a liquid also raises

its boiling point. The automotive cooling sys-
tem is an example of this principle. Engine
coolant temperatures can easily climb above
the boiling point of the coolant-water mixture
at sea level pressure, but pressurizing the
system raises the temperature at which the
coolant will boil.

The boiling point of a 50/50 mixture of 0.5 1.0

coolant and water is about 108°C (226°F) at 0
1.5

sea level pressure, but increasing the pres-

sure to 1 bar (15 psi) raises the boiling point
to 128°C (263°F).
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When the A/C system is operating, the pres-

sure on the refrigerant in the evaporator is
low, which lowers its boiling point. This caus-
es the refrigerant to boil and change state to
a gas, absorbing latent heat.
Cooling system pressure tester
In the condenser, the pressure of refrigerant
gas is high, raising the boiling point and
allowing it to condense to liquid as heat is
removed.

17
 Heating and Air Conditioning Basics
R-134a refrigerant exists as a gas at atmo-
spheric pressures and ambient tempera-
tures, but in the closed refrigerant circuit,
some of it is in liquid form because of the
higher pressure. As with water, the boiling
point of refrigerant increases as its pressure
increases.

Pressures below atmospheric (partial vacu-

um) lower the boiling point of water also.
The table shows the boiling point of water at
several low pressures. The value 29.92 in.
Hg is atmospheric pressure at sea level. At
this pressure, the boiling point of water is
the familiar 100°C (212°F). At higher alti-
tudes, such as in Denver, the boiling point is
lower. This is why baking or cooking times
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are longer at high altitudes.

On the table, note the low pressure at which

water will boil at room temperature (shown
in bold). This low pressure or partial vacuum
is easily attained during the evacuation
phase of refrigerant system service. At this
Vapor pressure curve low pressure, any water in the A/C system
will boil off. The importance of this will be
discussed in the A/C Refrigerant System
Service section.

Vacuum Absolute Pressure

in. Hg in. Hg
Atmospheric 0
Pressure
15.94
24.04
27.75
29.12
Vacuum 29.52

Water boiling point vs. pressure

18
 Review Questions

Review Questions - Heating and Air

Conditioning Basics

1. Which component in the A/C 4. The ambient air temperature is

system absorbs heat energy? 20°C (68° F). What should you
a. Condenser expect to see for pressure in an
A/C system that is in a static
b. Restrictor condition (compressor not
c. Evaporator running).
d. A/C Compressor a. About 68 psi
b. 22 Bar
2. Which component in the A/C
c. 29.92 in. Hg
system gives off heat energy?
a. Condenser d. 0 psi
b. Restrictor 5. You travel from sea level to a
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c. Evaporator city in the mountains at an

d. A/C Compressor altitude of 1500 m (4921 ft.).
Which one of the following is
3. What happens when the true?
refrigerant enters the a. It takes longer to boil an egg.
evaporator? b. Water boils at a lower temperature.
a. Refrigerant temperature increases c. Starting with the same water
causing the refrigerant to boil and temperature, it takes more BTUs
change state. to heat the pot of water to boiling
b. Heat is absorbed from the air sur- in the mountains than it does at
rounding the evaporator. sea level.
c. There is a drop in refrigerant pres- d. Both a and b are correct
sure.
d. Both b and c are correct.

19
 ProCarManuals.com

20
Notes
 Heating, A/C and Climate Control Subsystems

Introduction

Heating, air conditioning and climate control 3. Electrical System & Controls
systems can be broken down into three sub-
systems. The Electrical System & Controls System
provides management and control functions.
1. Heat Transfer System
All three subsystems must function correct-
The Heat Transfer System moves and trans- ly for good A/C system performance.
ports heat energy between the passenger
compartment and outside air.

2. Air Distribution System

The Air Distribution System controls airflow

within the passenger compartment and
helps to regulate air direction, volume and
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temperature.

Heat transfer system Air distribution system

Electrical system

21
 Heat Transfer System

Heat Transfer System Heating System

The Heat Transfer System consists of the Heat is a by-product of the combustion pro-
components responsible for moving heat cess in the engine, and some of this heat
into and out of the passenger compartment. energy can be used to add heat to the vehi-
For comfort, heat can be removed from, or cle interior if desired. Heat energy is trans-
added to the interior. ferred from the engine block to the coolant,
which is circulated by the coolant pump. The
heated coolant gives up some of its heat in
the radiator in order to regulate engine oper-
ating temperature and also to provide heat
to the vehicle interior.

The major components in the heating sys-

tem are the engine, radiator, expansion tank,
coolant pump, thermostat, heater core, sys-
tem cap, lines, hoses and coolant.
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Coolant 1 2 3
thermostat

Heater core

Coolant
pump

4 5 6
Radiator

Expansion tank

V6 Coolant Circuit

22
 Heat Transfer System

Heater Core Coolant Flow

On most Volkswagen models, hot coolant is The blower fan promotes air flow through
pumped continuously through the heater the heater core and evaporator in the air
core when the engine is running. When distribution housing. The warmed air is then
more interior heat is required, it is immedi- directed to the desired vents and locations
ately available once the engine, cooling as selected by the controls to provide heat.
system and heater core are up to operating The design and operation of the air distribu-
temperature. tion housing will be discussed in detail in the
Air Distribution System section.
The heater core and A/C evaporator are
located in the air distribution housing. Before
the air reaches the heater core, it first pass-
es through the A/C evaporator. If the A/C is
running, the air is not only cooled, but also
dehumidified. Moisture in the air condenses
on the cold evaporator fins. This reduces the
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amount of moisture entering the interior,

allowing faster defrost and a less humid,
more comfortable environment.

Heater core

Blower fan housing

Evaporator

Air distribution housing

23
 Heat Transfer System
The Refrigeration System

The A/C refrigeration system transports heat Look at the restrictor system configuration
from one place to another using the four diagram and note the main components and
principles of heat transfer and their relationship to one another. We will
temperature/pressure relationships that were describe the flow of refrigerant and how heat
previously discussed. It does this by pumping is moved from one place to another.
refrigerant through a closed loop where the Each component will be described in detail
refrigerant cycles over and over. later in this section.
Volkswagen uses two main types of A/C
systems: restrictor systems and expansion Cool low pressure refrigerant gas leaves
valve systems. We will look at the restrictor the evaporator, pulled by the suction 6
(intake) side of the compressor. The
type system first. Current production Passat refrigerant flows into the accumulator
and is drawn into the compressor, where
models use restrictor A/C systems. it is compressed and cycled again. As
the refrigerant gas is compressed, its
temperature also increases, and the
cycle repeats as long as the compressor
1 operates. G 6
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H
Pressure

Gas
Gas
3
Temperature

Refrigerant temperature and pressure

are increased by compressor.
The refrigerant cycle begins at the
1
compressor, which is a pump. Refrigerant
enters the compressor as a low pressure,
low temperature gas. The refrigerant gas
is compressed, raising its temperature, D
pressure and boiling point. The com- A
pressor pumps this high pressure, high
temperature gas to the condenser. B

2
Liquid
Pressure

Gas
2 C
Temperature
Refrigerant temperature drops as the
refrigerant gives up heat in the
condenser. When sufficient heat is
removed, the refrigerant condenses
from a gas to a liquid.
At the condenser, large amounts of
Latent Heat are removed from the
high pressure, hot refrigerant gas.
The heat is transferred to cooler 1 2 3
ambient air passing through. The
refrigerant gas changes state and Compression Condensation
condenses to a liquid as this Latent Max. pressure 20 bar (290 psi) Max. pressure 20 bar (290 psi)
Heat is removed. Max. temperature 70˚C (158˚F) Temperature reduction: approx. 10˚C (18˚F)

24
 Heat Transfer System

The component parts: 5

A Compressor with magnetic clutch
B High-pressure switch
C Condenser
Liquid
D High pressure service connection

Pressure
E Restrictor
F Evaporator Gas
G Low-pressure service connection
Temperature
H Accumulator
Once the refrigerant has changed
state from liquid to gas, it continues
to absorb heat and the temperature
of the gas increases.
At typical evaporator temperatures of
0-5˚C (32-40˚F) and at low pressure, the
5 refrigerant boils rapidly. It changes state
and vaporizes to become a gas and in
doing so, absorbs much Latent Heat.
This makes the evaporator cold. The heat
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absorbed is extracted from the pass-

enger compartment air, which is cooled
4 as it passes over the cold evaporator fins.

E
F 4

Liquid
Pressure

3 Gas

The refrigerant leaves the condenser a Temperature

cooler, but still warm high-pressure
liquid. In restrictor systems, the liquid Refrigerant pressure drops as the
refrigerant flows directly to the restrictor, liquid refrigerant passes through the
which controls the amount of refrigerant restrictor orifice.
admitted into the evaporator. High pressure liquid refrigerant sprays
into the evaporator through the con-
trolling orifice in the restrictor. The orifice
allows pressure to drop significantly, and
in the evaporator, the liquid refrigerant is
now exposed to low pressure. This
lowers the refrigerant's boiling point and
temperature and promotes a change of
state from liquid to gas, or evaporation.

4 5 6 1
Expansion Evaporation Note: all temperatures and
From 20 bar (290 psi) to > 1.5 bar (22 psi) Max. pressure> 0.15 bar (22 psi) pressures are approximate.
Temperature: from 60˚C (140˚F) to > -4˚C (25˚F) Temperature: > -4˚C (25˚F) See service information.

25
 Heat Transfer System

The Refrigeration Cycle - Expansion

Valve System

Currently, all Volkswagen models except Both devices control refrigerant flow into the
Passat use expansion valve type systems evaporator, and both separate high pressure
(Passat vehicles use restrictor tubes). and low pressure sides of the system.

The refrigeration cycle for expansion valve Second, where restrictor systems have a
systems is similar to the cycle in restrictor reservoir called an accumulator located on
systems. System components for expansion the low pressure side, expansion valve sys-
valve systems are similar, with two differ- tems have a reservoir called a receiver dryer
ences. located on the high pressure side.

First, an expansion valve replaces the restric- Look at the expansion valve system and
tor. Where the restrictor is a fixed orifice, the compare it with the restrictor system.
expansion valve has a variable orifice.
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Expansion Valve
Cooled fresh air

Low-pressure side

Evaporator
High-pressure side
Warm fresh air
Compressor

Receiver Drier

Cooling air
Condenser

26
 Heat Transfer System

High Side and Low Side

The refrigerant circuit is divided into high

pressure and low pressure sections. These
are commonly referred to as the "high side"
and "low side" or Suction (S) for the low side
and Discharge (D) for the high side. The two
sides of the system are separated by the
compressor and either the restrictor or
expansion valve. The condenser is always on
the high pressure side and the evaporator is
always on the low pressure side.
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Restrictor
Condenser Receiver Condenser
Expansion Dryer
A/C Valve
Compressor
High Side High side
Low Side Low side

Evaporator Muffler A/C

Compressor

Evaporator Accumulator

Restrictor tube system Expansion valve system

27
 Heat Transfer System

A/C System Components

Refrigerants

The refrigerant is the substance that is con-

tinuously cycled through the closed system.
It absorbs and releases heat, moving it from
one location to another.

R-134a is the refrigerant used today. The

trade name is SUVA and the chemical name
is Tetraflouroethane. R-134a is a HFC or
Hydrofluorocarbon compound that lacks the
Chlorine present in R-12. R-134a has 84%
less global warming potential than R-12, and
it does not destroy Ozone high in the strato-
sphere like R-12. Ozone in the stratosphere
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blocks and protects us from the sun's ultravi-

olet radiation. For these reasons, R-134a has
been judged to be better for the environ-
ment.

All Volkswagens manufactured since 1994

use R-134a. R-134a is the only approved
R-134a refrigerant refrigerant, and the only approved replace-
ment for refrigerant R-12.

Refrigerant R-12 is no longer being pro-

duced. The trade name for R-12 is FREON,
and the chemical name is
Dichlorodiflouromethane. R-12 is a
Chlorofluorocarbon or CFC containing
Chlorine.

R-134a and R-12 refrigerants must not be

mixed. Cross-contamination and possible
damage to equipment will result from recov-
ering or recycling the wrong refrigerant. To
reduce the possibility of error, storage tanks
are different colors (light blue for R-134a and
white for R-12), and tank fittings are a differ-
ent design.

28
 Heat Transfer System

Compressors

The compressor is a refrigerant pump driven

by a ribbed serpentine belt. Most compres-
sors use an electromagnetic clutch to
engage and disengage the drive.

All Volkswagen A/C compressors in current

production are either wobble plate or swash
plate designs which convert the rotation of Reed
the compressor shaft to axial piston motion. valve
Between three and ten pistons can be
arranged concentrically around the central
shaft. Volkswagen has used both fixed and
variable displacement compressors.

Compressor Operation
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Low pressure gas from the evaporator is

drawn into the compressor as the piston
travels downward. Both pressure and tem-
perature of the refrigerant is raised on the
piston's upstroke. The compressed refriger-
ant is pushed toward the condenser. The
compressor can raise the pressure of the
refrigerant because it is pumping against a
restriction: either the restrictor or expansion
valve. This creates the system high side.

The intake and outlet of the refrigerant gas is

controlled in the compressor by reed valves.
Reed valves are flat leaves of spring material
located in the cylinder head above each pis-
ton. They are allowed to bend one way only,
making a one-way valve. They open and Reed valve closed
close automatically in response to pressure
changes as the pistons travel up and down.
The reeds are intended to pump gas only,
and the compressor pistons have little or no
clearance at the top of their stroke. Liquid
refrigerant must be kept out of the compres-
sor; it is possible to "slug" or hydraulic lock a
compressor and damage it. Cautions during
servicing will be discussed later in the
Refrigerant System Service section. Reed valve open

29
 Heat Transfer System

Fixed Displacement Compressors

Wobble plate Fixed displacement compressors always

Drive hub
Piston pump the same volume of refrigerant per
revolution. Wobble plate compressors have
Suction pistons attached to the wobble plate through
ball and socket joints and connecting rods.
An angled drive hub attached to the com-
pressor drive shaft forces the wobble-plate
Discharge
to oscillate, but not rotate. The pistons are
pulled and pushed back and forth in the
Piston A is on suction stroke
cylinders, drawing in refrigerant vapor from
Piston B is at end of discharge stroke
the low side, compressing this gas and
pumping it into the high side. The piston
stroke never varies and the compressor's
displacement also never changes. The opera-
tion of the compressor is shown in three
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Compression illustrations.

Variable Displacement Compressors

Suction Variable displacement compressors can

change their output volume. These compres-
sors sense system refrigerant pressures to
Piston A during compression stroke determine heat load and automatically adjust
Piston B is on suction stroke refrigerant flow for optimum heat transfer.
The length of the piston stroke determines
the displacement of the compressor. The
longer the piston stroke, the greater the dis-
placement or output. The stroke is deter-
Discharge mined by the angle of the wobble plate.
Variable displacement compressors change
the angle of the wobble plate to match the
Suction refrigerant flow rate to the heat load on the
system.

Piston A is at end of discharge stroke Current Volkswagen models use Sanden,

Piston B is on suction stroke Zexel and Denso variable displacement com-
pressors. The Zexel internally controlled vari-
able displacement compressor is described
here. Sanden and Denso compressors are
similar. Denso also supplies a compressor
with an externally controlled valve. Refer to
the Electrical System & Controls section for
a description.

30
 Heat Transfer System

Variable displacement compressor

(Zexel) with Internal Valve

The Zexel internally controlled variable dis-

placement compressor is a single-acting
seven cylinder wobble plate design. By vary-
ing its displacement, the compressor auto-
matically adjusts system pressures in
response to changes in engine RPM and
heat load. The compressor does this by alter-
ing the angle of the wobble plate, which in
turn changes the stroke on the pistons.

Under periods of high heat load, the stroke

is increased for greater displacement. If
the heat load goes down, the stroke is
decreased. Displacement can vary from
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5% to 100% of capacity.

31
 Heat Transfer System

High displacement and delivery rate

for high cooling capacity - low cham-
ber pressure
• The high and low side system pressures • The combined force resulting from the
are relatively high. relatively high pressure acting upon the
top side of the pistons and the force of
• Bellows 2 is compressed by the high
spring 1 is greater than the combined
system high side pressure.
force resulting from the low chamber
• Bellows 1 is also compressed by the pressure acting upon the under side of
relatively high low side pressure. the pistons and the force of spring 2.
• Regulating valve opens and vents • Inclination of wobble plate increases =
chamber to system low side pressure. large stroke with high delivery rate
Chamber pressure is reduced.
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32
 Heat Transfer System

Low displacement and delivery rate

for low cooling capacity - high cham-
ber pressure
• The high and low side system pressures • The combined force resulting from the
are relatively low. relatively low pressure acting upon the
top side of the pistons and the force of
• Bellows 2 is not compressed because of
spring 1 is less than the combined force
lower high side system pressure.
resulting from the high chamber pressure
• Bellows 1 also is not compressed as a acting upon the under side of the pistons
result of the relatively low low side plus the force of spring 2.
pressure.
• Inclination of wobble plate decreases =
• Regulating valve closes and system low small stroke with low delivery rate.
side pressure raises chamber pressure
via the calibrated restrictor bore.
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33
 Heat Transfer System

Variable displacement compressor

(Denso)

The Denso (formerly Nippondenso) variable Volkswagen has used Denso variable dis-
displacement compressor is a single-acting placement compressors with internal valve
seven cylinder swash plate design. It is simi- to control displacement. These compressors
lar in function to the Zexel wobble plate com- are similar in operation to Zexel variable dis-
pressor. placement compressors with internal valve.

In swash plate compressors, the angled Denso compressors with internal valves have
plate rotates with the compressor shaft. The a thermal fuse built into the A/C clutch that
plate has smooth surfaces on both sides. will melt and open the clutch circuit if the
Slipper shoes follow the plate's motion and compressor overheats from excessive pres-
transmit reciprocating forces to the pistons. sures.
The angle of the swash plate can vary, allow-
ing compressor displacement to change. Some new vehicles use Denso compressors with
externally controlled solenoid valves to control com-
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pressor displacement. See the Electrical System &

Controls section.

Regulating Valve -N280- Piston

Swash plate

Low pressure
Chamber pressure
High pressure
Denso compressor

34
 Heat Transfer System

Pressure relief valve

Zexel and Denso A/C compressors have a

spring loaded mechanical pressure relief
valve. If system pressures get dangerously
high, the valve will open and vent the excess
pressure. The valve closes when pressures
have dropped to safe levels to prevent the
complete loss of refrigerant.

Opening pressure is approximately 38 bar

(550 psi). The valve will close when pres-
sures have dropped to approximately 30-35
bar (435-508 psi).

Zexel compressors have a round piece of

adhesive tape on the end of the valve. If the
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valve has released pressure, the tape will be Zexel pressure relief valve
pushed out to provide a visual indication of
release.

However, on Denso compressors there is no

tape on the end of the valve to indicate Denso pressure relief valve
whether the system has released excess
pressure.

Removal of the pressure relief valve first

requires recovery of the refrigerant from the
system.

35
 Heat Transfer System

Lubrication

The compressor requires oil for lubrication.

The oil reduces internal friction and heat and
Compressor helps to seal moving parts. This lubricant is
carried throughout the system by the refrig-
erant, and must be compatible with all seals
and components used.
50% Volkswagen R-134a systems use PAG oil
10% 10% (polyalkylene glycol) for lubrication. R-12 sys-
10% 20% tems used mineral oil and these oils are not
compatible. Also, mineral oil will not mix
Condenser Suction hose with R-134a refrigerant and must not be
used in R-134a systems.
Fluid container Evaporator
Since the oil is carried along with the refrig-
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erant throughout the system, a portion of

PAG oil distribution in A/C system the total oil charge must also be replaced
when a component is replaced. Some oil
may also be removed when discharging a
system. A/C service stations like the ACR4
have provisions for capturing and measuring
any oil removed so that an equal amount can
be restored. Refer to service information for
specifications regarding the amount of oil to
add for each system component.

Follow instructions for the equip-

ment you are using to inject fresh
oil. Most charging equipment will
use the vacuum created during
the evacuation process to draw
oil into the refrigerant system. Do
not add too much oil!

Volkswagen specifies more than

one type of PAG oil. Be sure to
properly identify the compressor
used in the system and consult
the service information for the
correct oil.

36
 Heat Transfer System

Condenser

The condenser is a heat exchanger located in The electric radiator fan turns on when the
front of the engine cooling radiator. It is simi- A/C system is on to draw air through the
lar to the engine radiator and provides a condenser to improve the heat transfer. Air
large surface area for efficient heat transfer. guides are used to direct airflow throughout
the condenser. Be sure air guides are always
The purpose of the condenser is to allow the in place. They force air to flow through the
high pressure, hot refrigerant gas to give off condenser instead of around it. Missing air
heat energy to cooler air passing through the guides can cause higher refrigerant tempera-
condenser. Both forward motion of the vehi- tures and pressures and reduced cooling
cle and fans promote this air flow. efficiency. This can also add additional heat
load on the engine cooling system.
High pressure refrigerant enters the con-
denser as a hot gas. The heat energy Condensers for the R-134a systems are dif-
absorbed in the evaporator is transferred to ferent from those used on the R-12 sys-
the cooler air passing over the condenser's tems. The R-134a condensers are parallel
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tubes and fins. The refrigerant gas gives up flow flat tube units with inserts in the tubes
its Latent Heat energy to the cooler ambient to transfer heat more efficiently than the sin-
air and the gas changes state and condens- gle flow condensers used on the R-12 sys-
es to a liquid. The refrigerant leaves the con- tems. Since these new designs are more
denser as a very warm liquid. efficient, R-134a condenser size and volume
has been reduced compared to R-12 con-
densers.

Air guides
Radiator
Condenser

m.y. 1998 > Passat condenser

37
 Heat Transfer System

Evaporator

The evaporator is another heat exchanger in

the A/C system. This component is located
in the air distribution housing under the
instrument panel and has a large surface
area for efficient heat transfer.

The purpose of the evaporator is to permit

the refrigerant to absorb heat from the pas-
senger compartment. Air is forced through
the air distribution housing by a blower, and
the amount of air flowing through the evapo-
rator and heater core can be controlled.

Volkswagen now uses plate and fin evapora-

tors. The tubing is hydraulically expanded
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into the fins to ensure good thermal conduc-

tivity. This new design has the same capacity
and cooling surface area as older designs
but is 40% smaller.

Heater core housing

Fresh air intake

Air flow flap

Temperature flap Fresh air/recirculation

air flap

Evaporator

Footwell/defroster Central flap

flap

Passat air distribution housing

38
 Heat Transfer System
Liquid, high pressure refrigerant sprays into The condensed moisture drains out the bot-
the evaporator through the orifice in either tom of the air distribution housing. Be sure
the expansion valve or restrictor. This orifice that this drain does not become obstructed or
allows pressure to drop, and the liquid refrig- plugged. Water coming from outlets at high
erant is now exposed to low pressure. At blower fan speeds indicates drain blockage.
this low pressure, the refrigerant boils rapid-
ly and changes state. As the refrigerant Evaporator fin temperatures cannot be
becomes a gas it absorbs Latent Heat from allowed to drop below the freezing point of
the air passing through the evaporator. water. If this happens, the evaporator can
become blocked with ice. Evaporator tem-
The refrigerant leaves the evaporator as a perature is maintained by controlling the
cool low pressure gas, pulled by the suction amount of refrigerant pumped through the
(intake) side of the compressor. This low side system. A variable displacement A/C com-
pressure will be approximately 2 bar (30 psi). pressor controls refrigerant pressure and
Check service information for exact system temperature in the evaporator. Earlier mod-
pressure specifications. els with fixed displacement compressors
use evaporator Temperature Switch -E33- to
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In addition to removing heat, the evaporator prevent evaporator icing. See Electrical
also dehumidifies the interior air. As air is System & Controls section for complete
cooled and transfers heat energy to the description.
refrigerant, the moisture (water vapor) in the
air loses enough heat to change state, and it
condenses to liquid water on the evaporator
fins. This adds to passenger comfort, helps
to defog the windshield in damp weather
and is why A/C is enabled when the defrost
function is selected in models with
Climatronic systems.
Fin
Laminar tube
evaporator Plates

Refrigerant Air

Plate evaporator Refrigerant

flow

39
 Heat Transfer System

Restrictor

Current Volkswagen Passat production uses

restrictor A/C systems. All other models are
equipped with expansion valve systems.

The restrictor is a fixed orifice that is

Restrictor installed in the evaporator inlet line, the
same location as the expansion valve. But
where the expansion valve's orifice is vari-
able in size, the restrictor's opening is not.
Like the expansion valve, the restrictor sepa-
rates the high and low pressure sides.

The restrictor is a metal tube molded into a

plastic housing with a filter screen. It has no
moving parts. The size of the opening in the
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metal tube determines the flow rate of the

restrictor.
To evaporator From condenser
High pressure liquid refrigerant flows to the
restrictor from the condenser. Refrigerant is
metered into the evaporator through the
restrictor. Pressure drops as the refrigerant
sprays from the restrictor. This drop in pres-
sure allows the refrigerant to change state
from liquid to a gas in the evaporator, and in
doing so, absorb heat from the passenger
compartment.
Arrow points toward evaporator
in direction of flow There is an arrow on the side of the restric-
tor that points in the direction of refrigerant
flow.

It is normal for the filter screen to have

Restrictor some metal debris on the inlet side. This is
usually material left over from manufacturing
and installation of components. If the filter
screen is plugged however, it means the
refrigerant is contaminated or that the sys-
tem is wearing out internally. A plugged
restrictor cannot be effectively cleaned and
must be replaced after making repairs.

40
 Heat Transfer System

Expansion Valve To regulate the flow of refrigerant into the

evaporator, the expansion valve senses both
Currently, all Volkswagen models except refrigerant temperature and pressure in the
Passat use expansion valve type systems evaporator. The expansion valve must be
(Passat vehicles use restrictors). Volkswagen well insulated from ambient air temperature
uses "H" type expansion valves. This valve in the engine compartment in order to prop-
got its name because its shape forms the erly sense ONLY evaporator temperature.
letter "H" when the refrigerant lines are There is an insulating cover that must be in
attached. The restriction is in the evaporator place to insure proper operation of the valve.
inlet side, the same location as in the restric-
tor tube system. Both evaporator inlet and Evaporator tubes
outlet lines pass through the "H" type expan-
sion valve. Bulkhead

Like the restrictor, the expansion valve sepa-

rates the high and low pressure sides of the
O-rings
system and creates the restriction that the
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compressor uses to build high side pres-

sure. The valve restricts and controls the
amount of refrigerant admitted into the evap-
orator. However, the expansion valve is a
variable, not fixed orifice.

Expansion valve Insulator

To compressor Evaporator outlet

(low pressure) (low pressure)

Membranes
Thermal head with
special gas filling Push rod

Pressure-equalizing
hole To evaporator
(low pressure)
From condenser
(high pressure)

Regulating spring Globe valve

H Type Expansion Valve

41
 Heat Transfer System

Temperature is sensed at the evaporator out-

let. The low pressure refrigerant gas exiting
the evaporator flows through the "H" block
and across the thermostatic element.

Increases in evaporator outlet gas tempera-

ture due to increased heat load cause a pres-
sure rise (Pa) of the gas filling in the thermo-
static element. The diaphragm in the gas
filled thermostatic valve element moves
downward, opening the ball valve a greater
amount, admitting more refrigerant.

The expansion valve also senses evaporator

inlet pressure. Pressure acts on the under-
side of the diaphragm in the gas filled ther-
mostatic valve element. Any decrease in
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Expansion value with high heat load evaporator pressure tends to open the ball
valve and increase the amount of refrigerant
admitted. This would be the case if the evap-
orator were "starved" and required more
refrigerant.

When additional refrigerant flows into the

evaporator, there is more refrigerant available
to absorb heat. This reduces the temperature
at the evaporator outlet, causing a pressure
drop in the thermostatic valve element. It
also increases evaporator pressure. Both of
these conditions act on the diaphragm to
reduce the ball valve opening. The cross-sec-
tion opening of the valve is reduced as the
spring pushes the ball valve toward its seat.

Expansion value with low heat load

42
 Heat Transfer System

Accumulator
Accumulator
All A/C systems with restrictors use a reser-
voir called an accumulator. This component is
located on the low side between the evapora-
tor outlet and the compressor inlet. The accu-
mulator stores excess refrigerant and also
contains a desiccant to remove moisture.

Refrigerant leaving the evaporator is collect-

ed by the accumulator before returning to
the compressor. This allows any liquid refrig-
erant to be contained before it can get to the
compressor. If liquid refrigerant were to
enter the compressor, damage could result
from hydraulic lock. This is commonly
referred to as "slugging the compressor."
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Liquid refrigerant entering the accumulator

will fall to the bottom where the low pres-
Bracket
sure created by the compressor will allow it Insulating sleeve
to vaporize. Only refrigerant vapor is drawn
into the U-tube and flows to the compressor.

Oil circulating with the refrigerant will also

collect on the bottom of the accumulator. To
prevent the accumulator from trapping this Accumulator dome
oil, there is a bleed hole with a filter screen From evaporator
in the bottom of the U-tube. Oil entering the
accumulator will be siphoned off through the
oil bleed hole.

The accumulator contains a desiccant to

remove moisture from the refrigerant.
Moisture can cause A/C system perfor-
To
mance problems and it promotes corrosion Desiccant
compressor
of internal parts. Water combines with refrig-
erants and oils to form corrosive com-
pounds. Both R-12 and R-134a are hygro-
scopic and readily absorb water. PAG oil Oil filter U-tube
used in R-134a systems is especially able to
absorb water.
Oil bleed hole

43
 Heat Transfer System

Moisture can cause another problem.

Temperatures at the restrictor can drop
below the freezing point of water. If there is
Sealing caps moisture in the system, it can form ice in the
restrictor orifice and block refrigerant flow. To
diagnose excessive water in the system, see
Using A/C System Pressures to Diagnose
A/C System Performance Complaints.

Desiccants used in some R-12 systems can-

not be used with R-134a. Incompatible des-
iccants will break up and may plug the refrig-
erant circuit if used with R-134a. If an R-12
system is being converted to use R-134a, be
sure to replace the accumulator.

New accumulators come with caps sealing

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openings. Do not remove the caps until you

are ready to install the accumulator.
Moisture in the air will saturate the desiccant
in a very short time. An accumulator left
open (even a new one) must not be used
and must be replaced.

Also seal any refrigerant circuit connections

that are opened during repairs to prevent
Accumulator moisture in the air from entering the system.
Any system that has been left open such as
one broken open in an accident must have
the accumulator replaced as part of the
repair.

44
 Heat Transfer System

Receiver Dryer Liquid refrigerant leaving the receiver dryer

flows to the expansion valve. Most R-12 sys-
The receiver dryer is the reservoir for refrig- tems had a window called a sight glass built
erant in A/C systems with expansion valves. into the receiver dryer. This provided a view
This component is located on the high side into the system which could help to deter-
(unlike the accumulator), near the condenser mine if a system was contaminated or prop-
outlet. erly charged. The window was located in a
line with liquid refrigerant, which should
Warm, high pressure liquid refrigerant flows appear colorless. Systems with a very low
from the condenser into the receiver dryer. charge would create a heavy stream of bub-
This creates a reservoir of excess refrigerant bles in the sight glass. Most systems utiliz-
that may be necessary if the system calls for ing R-134a do not have a sight glass, as the
more capacity to meet higher heat loads. PAG oil streaks the window.
This reserve of refrigerant also stabilizes any
variations in pressure and compensates for As with accumulators, the desiccant in the
loss. receiver dryer must be compatible with R-
134a if an R-12 system is being converted to
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The receiver/dryer also removes moisture use R-134a. Be sure to replace the receiver
and contaminants in the refrigerant. All the dryer.
refrigerant passing through the receiver
dryer flows through a desiccant which Also, the same cautions apply to the sealing
removes moisture. The screen on the pickup caps on new components. Keep them in
tube filters other particles. Both the desic- place until you are ready to install the receiv-
cant and filter screen can be overwhelmed er dryer.
and made ineffective by excessive moisture
or debris. Sight glass

In Out

Pickup
tube

Desiccant

Screen

Receiver Dryer (R-134a style)

Receiver Dryer (R12 style)

45
 Heat Transfer System

Lines and Hoses

Rigid lines and flexible hoses join the various Joints may be several types but always have
components in the A/C system and create o-rings for sealing. When assembling lines or
a closed loop through which the refrigerant replacing o-ring seals, always lubricate
flows. Rigid lines are usually formed o-rings only with PAG oil. The oil helps the
aluminum. Flexible hoses are a reinforced o-ring to properly seat and seal. Do not use
rubber compound with a barrier liner. any other lubricant. Always torque fasteners
to specifications.
Low side lines and hoses are generally larger
in diameter when compared with high side Lines can be flushed if contamination is
lines and hoses. This is because refrigerant suspected, see Refrigerant System Service
gas in the low side has expanded and takes section.
up much more space than refrigerant liquid
on the high side.
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Lines and hoses

46
 Review Questions

Review Questions - Heat Transfer

System

1. Which component in the 4. Cool gas exiting the "H" block

refrigeration cycle transfers helps to perform what
heat from the refrigerant to function?
ambient air outside the car? a. Cools the refrigerant
a. Evaporator b. Regulates the refrigerant entering
b. Condenser the evaporator
c. Accumulator c. Changes cool gas back to a hot
d. Restrictor liquid
d. Regulates the refrigerant exiting
2. The evaporator: the evaporator.
a. removes heat from the air passing
through it. 5. Refrigerant flows through the
receiver dryer in what state?
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b. removes moisture from the refrig-

erant as it flows through it. a. A cold low pressure gas

c. turns the refrigerant from a gas to b. A hot high pressure gas

a liquid. c. A hot high pressure liquid
d. transfers heat from the refrigerant d. A cold low pressure liquid
to the surrounding air.

3. The accumulator:
a. traps refrigerant oil which is then
siphoned back into the refrigerant
circuit.
b. collects liquid refrigerant, prevent-
ing it from entering the compres-
sor.
c. contains a desiccant that removes
moisture from the refrigerant.
d. does all of the above.

47
 Air Distribution System

Air Distribution System

The Air Distribution System controls air flow The foot well/defrost flap directs air to the
direction, volume and temperature within the windshield and side windows or to the foot
passenger compartment. The system can well. The central air flap directs or blocks air
add or remove heat from the cabin air. to the instrument panel vents (where the air
can also be controlled by hand-valves at the
The Air Distribution Housing contains the outlets). Some air will always be directed to
heater core, evaporator, blower fan, air con- the defroster vents.
trol flaps and their actuators, and passages
to various outlets in the vehicle. Air control
flaps can be moved to redirect air flow. The
flaps are controlled by cables in manual A/C
systems and by electric motors in
Climatronic systems.
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To defrost vents Evaporator Fresh air intake

Heater core
Air intake
housing

Fresh air blower

To instrument panel vents

Air distribution
housing
To floor vents

48
 Air Distribution System

Fresh Air Mode

Air can be drawn into the air distribution On Climatronic systems, selecting max A/C
housing from two inlets - outside (fresh) air, enables the recirculation mode.
and inside (recirculation) air. When the fresh
air mode is selected, outside air is drawn into Selecting defrost cancels recirculation on all
the vehicle from the intake air duct, located systems.
in the engine compartment plenum in front
of the windshield. All outside air passes The fresh air/recirculation flap is operated by
through the dust, pollen and odor filter. an electric motor on both manual A/C and
Climatronic systems. The motor is controlled
Air Recirculation Mode by a push button switch on the manual A/C
control panel or by the Climatronic control
Depressing the recirculation switch on the head.
heating and A/C control panel selects the
recirculation mode. The recirculation mode On Eurovan models, a vacuum servo moves
prevents outside air intake and increases the the fresh air/recirculation flap.
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cooling efficiency of the A/C. It also prevents

unpleasant odors from entering the vehicle The air flow flap gradually closes as road
interior. speed increases. This reduces the ram effect
and provides more consistent air volume at
all road speeds.

Fresh air

Air flow flap

G89
V71

V85
Defrost
Fresh air/
air recirculation
flap

V2

J126 Air recirculation

Dash panel outlets

left - right - center
G192
V70
Foot well V68

49
 Air Distribution System

Temperature Regulation

A blend air or "reheat" system is used on all

Volkswagen models. In this system, all air
entering the air distribution housing first
passes through the evaporator where it is
cooled more than desired and also dehumidi-
fied. This air is then blended with some
reheated air which has been directed
through the heater core to provide the
desired air temperature at the outlets.

Passat models with A/C Compressor

Regulator Valve -N280- monitor evaporator
temperatures more closely. By varying evap-
orator temperature over a wider range, this
system relies less on blending reheated air
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and is more efficient.

The temperature regulator flap is operated

by a cable on manual A/C systems and by an
electric motor on Climatronic systems.

Heater core housing

Fresh air intake

Air flow flap

Temperature flap Fresh air/recirculation

air flap

Evaporator

Footwell/defroster Central flap

flap

Passat air distribution housing

50
 Air Distribution System
Temperature and Air Distribution
Controls

On manual A/C systems, cable-actuated

flaps in the air distribution box regulate air
distribution and temperature.

On Climatronic systems, the flaps are

moved by electric motors. Flap position infor-
mation is provided by feedback potentiome-
ters. For more information, refer to the
Climatronic section of this Self Study
Program.

Fresh Air Blower Control panel actuating cables

The fresh air blower is located in the air dis-

tribution housing and moves air through the
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evaporator and heater core. On current

Volkswagen models, the fan is upstream of
both the evaporator and the heater core. The
fan draws air through the fresh air intake or
from the passenger compartment in the
recirculation mode. All air passes through
the evaporator whether or not the A/C sys-
tem is operating. Some or all of the air is
directed through the heater core if either
heat or A/C is selected.

Dust, Pollen and Odor Filter

A new dust, pollen and odor filter is used on Golf/Jetta fresh air blower
most Volkswagen models. All fresh outside
air entering the vehicle for both heating and
air conditioning passes through this filter. It
is constructed with an activated charcoal
layer between the dust and pollen filter ele-
ments.

The activated charcoal removes odors and

some pollutants such as Ozone, which is
converted to Oxygen.

The filter should be replaced according to Dust, pollen and odor filter
the maintenance schedule, or more often if
the vehicle is driven in dusty conditions.

51
 Electrical System and Controls

Introduction

The air conditioning system must operate Enabling conditions for safe and effi-
effectively under a wide range of tempera- cient operation of the A/C refrigerant
ture and humidity. It must cool and dehumid- system:
ify air to keep passengers comfortable and
must work well at all engine and compressor • High side pressures must operate below
speeds. All of this is managed by system the safe maximum pressure
controls: mechanical, electrical and electron- • System pressure must be high enough to
ic components that control the operation of keep the compressor engaged
the A/C compressor clutch and compressor • Engine coolant temperature must be
displacement. below the safe maximum
Inputs from pressure and temperature sen- • Ambient temperature must be high
sors provide information to the Coolant Fan enough to prevent the refrigerant from
Control Module -J293- or the Climatronic condensing in the compressor.
Compressors cannot compress liquid
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Control Module -J255-. Electrical outputs

control the A/C clutch, vacuum solenoids and refrigerant and will be damaged.
flap position motors to control air tempera- • Torque demands from the engine and
ture and flow. transmission must not be at maximum
performance levels
Inputs may include:
A/C refrigerant pressure switches
A/C refrigerant pressure sensor
ECT thermal switch
Ambient temperature switch
Air temperature sensors
ECM load signal
TCM transmission kickdown signal
Other signals may be used as inputs

Outputs may include:

Compressor clutch
Variable displacement compressor
regulator valve
Temperature flap and air distribution
flap control
Blower fan
Engine coolant fan request

52
 Electrical System and Controls

Sensors (Inputs)

Pressure and temperature sensors are used This moves more air through the condenser
in all A/C systems. Manual A/C systems will and reduces refrigerant temperatures to
be discussed here. Additional sensors and bring down high side pressures. When high
actuators for Climatronic systems will be side pressure drops below 12.5 bar (181 psi),
described in that section of the Self-Study the circuit opens again.
Program. To see a vehicle-specific list of sen-
sors, refer to Appendix 1: Application These are typical values; always refer to ser-
Table. vice information for actual pressure values.
A/C Pressure Switch -F129- is being phased
A/C Pressure Switch -F129- out in production and is being replaced by
A/C Pressure Sensor -G65-.
This component is located in the A/C system
high side near the condenser and consists of
two pressure switches controlling two high 1
pressure and one low pressure functions. 2
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Pins 1 and 2 are a three-position pressure

switch. This switch is normally closed and
will open when pressures exceed very high 3 4
or low thresholds. As long as refrigerant
pressures are between approximately 1.6-28
bar (23.5-415 psi), the switch will be closed,
completing the 12 V circuit to the A/C Cut-
Off Control Module -J314- in manual A/C
systems, or to the A/C Control Head -E87- in
Climatronic systems.
A/C pressure switch -F129-
When the pressure switch opens, the circuit
to A/C Clutch -N25- is opened by the A/C
Cut-Off Control Module -J314- in manual A/C To second speed
systems, or by the A/C Control Head -E87- in To A/C control coolant fan control
Climatronic systems. head -E87- circuit

Pins 3 and 4 are one normally open switch

that complete the control circuit for the
Second Speed Coolant Fan. When refriger-
ant pressures reach the first high pressure
threshold (above16 bar or 232 psi), the
switch closes, completing the control circuit
to run the coolant fan at second speed.
To load reduction Ground (Gnd)
positive voltage

53
 Electrical System and Controls
A/C Pressure Sensor -G65-

The A/C Pressure Sensor -G65- is an elec-

tronic pressure sensor which is being
1 phased in to replace A/C Pressure Switch
2 -F129-. It is mounted in the same high side
3 location as -F129-. The A/C Pressure Sensor
-G65- is not a pressure sensing switch like
-F129-, but outputs a digital square wave
pulse width modulated signal in proportion
Low pressure to changes in refrigerant high side pressure.
The sensor provides more information to the
Silicon crystal control module, sensing the refrigerant pres-
(resistance) sure throughout the working range.
Voltage
Refrigerant pressure and a reference voltage
Microprocessor are applied directly to a silicon crystal in the
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Pulse-width sensor. The crystal deforms in response to

3 2 1 modulated signal the pressure, changing its electrical resis-
tance, resulting in a proportional change in
output voltage.

An internal microprocessor housed in the

sensor converts this voltage to a pulse width
modulated (PWM) signal at a frequency of
50hz, equivalent to a period length of 20ms.

The signal pulse width varies in proportion to

system pressure. At a low pressure of 1.4
High pressure bar (20.3 psi), the pulse width = 2.6 ms or
13% duty cycle.
Silicon crystal
(resistance) At a high pressure of 37 bar (536.6 psi), the
Voltage pulse width = 18 ms or 90% duty cycle.
Microprocessor
Pulse-width
3 2 1 modulated signal

54
 Electrical System and Controls
Using a sensor rather than a switch allows
for expanded capabilities and efficiency.
The A/C Pressure Sensor -G65- provides a
signal which:
• Engages and disengages the A/C clutch
• Switches coolant fan to next higher fan
speed with system pressure increase
• Shuts down the A/C compressor in
extreme low and high pressure condi-
tions

The A/C Pressure Sensor -G65- signal is an

input for the Coolant Fan Control Module
-J293-. The sensor is also monitored by the
Engine Control Module -J220- (on some
engines) to detect increased engine load
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caused by A/C compressor operation.

Advantages
• In idling mode, engine speed can be
adapted exactly to the power consump-
tion of the air conditioning compressor.
• Engine Control Module (ECM) calculates
torque loss using signals from idle speed
to full throttle, and adjusts torque require-
ments for driving the A/C compressor.

Valve connections for A/C system

switches

The A/C pressure switches can be removed

from a charged refrigerant circuit.
Discharging the system is not necessary
because the fittings have Schrader valves to
prevent refrigerant leakage.

O-rings seal the switches to the connec- O-ring

tions. When replacing a switch, always
Schrader valve
replace and lubricate the O-ring.

55
 Electrical System and Controls

A/C Evaporator Temperature Switch A/C Cut-Out Thermal Switch -F163-

-E33-
The A/C Cut-Out Thermal Switch -F163- is
The A/C Evaporator Temperature Switch located in a coolant hose and senses engine
-E33- senses evaporator fin temperature. coolant temperature. The switch will open
The switch will open the A/C Clutch -N25- the A/C Clutch -N25- circuit if coolant tem-
circuit if evaporator temperatures drop to peratures are high. Golf/GTI/Jetta models
near the freezing point of water. This pre- use this switch through 05/99. After this
vents condensation on evaporator fins from date, thermal cut-out protection is furnished
freezing and blocking airflow. Older models by the ECM and a signal from the Engine
with fixed displacement compressors use Coolant Temperature Sensor -G62-.
this switch.
Engine Coolant Temperature Sensor
Ambient Temperature Switch -F38- -G62-
The Ambient Temperature Switch -F38- is The Engine Coolant Temperature Sensor
used with manual A/C systems only. At -G62- is located in the coolant flange on the
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ambient temperatures typically below -1°C engine and senses engine coolant tempera-
(30°F), the Ambient Temperature Switch ture. The sensor provides an analog signal to
opens the circuit to the compressor clutch. the ECM. If the ECM sees excessive tem-
When temperatures rise to above 5-7°C (41- peratures it will open the A/C Clutch -N25-
45°F), the compressor clutch will be permit- circuit. Golf/GTI/Jetta models use this switch
ted to run. These are typical values only, after 05/99. Prior to this date, thermal cut-
consult service information for specifica- out protection is furnished by the A/C Cut-
tions. Out Thermal Switch -F163-.

This switch protects the compressor from

attempting to pump liquid refrigerant which
has condensed in the compressor at low
ambient temperatures. Liquids are not com-
pressible and this could cause a hydrolock
condition and damage the compressor.

Ambient Temperature Switch -F38-

56
 Electrical System and Controls

Actuators (Outputs)

Electrical outputs can control the A/C com- On manual air conditioning systems, the A/C
pressor clutch, vacuum solenoids and flap compressor clutch is engaged when the A/C
position motors to control air temperature button is depressed. The fresh air blower
and flow. Manual A/C systems will be dis- must also be switched on for the compres-
cussed here. Additional actuators for sor to run and for A/C operation. Climatronic
Climatronic systems will be described in that A/C systems will be discussed in the
section of this Self Study Program. Climatronic section.

A/C Clutch -N25- On most compressors, the A/C clutch can

be replaced if it fails. The clearance adjust-
Most air conditioning compressors use an ment (A) between clutch hub and drive pul-
electro-magnetic clutch to engage the drive ley must be checked during installation.
pulley. The clutch hub and spring plate are
permanently attached to the compressor
shaft. The pulley is driven by the engine and
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serpentine belt. When the electro-magnetic

coil is energized, the hub is strongly attract-
ed to the pulley and both rotate together.
Clutch off Clutch on

* Belt pulley with bearing

Compressor
input shaft

Force flow
Spring plate
with hub

Compressor
Magnetic coil housing

* A = Clutch Clearance

57
 Electrical System and Controls

Compressor Clutch Engagement A/C Compressor Clutch Cut-out

On Golf/Jetta and new Beetles, current to A blocked or dirty condenser or an overheat-

the A/C Compressor Clutch -N25- is supplied ing engine may cause excessively high A/C
by the Coolant Fan Control Module -J293-. system pressures. If the refrigerant pres-
This module is switched by the A/C switch sures continue to rise even after the coolant
-E35- on the manual A/C systems. fan is switched to 2nd speed, the A/C com-
pressor circuit will be opened.
On Passat models, the current to the A/C
compressor clutch is supplied by the A/C A blocked restrictor or plugged high side
Control Module -J314-. refrigerant line will not ordinarily cause exces-
sively high pressures in A/C systems using
Inputs from pressure switches, temperature variable displacement compressors. As the
sensors and other control modules are pro- compressor pumps refrigerant into the high
cessed by Coolant Fan Control Module -J293- side, the low side pressures drop causing the
to determine the compressor on/off state. control valve in the compressor to reduce the
piston stroke, reducing high side pressure.
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If a control valve sticks and is unable to

change compressor displacement in
response to a plugged refrigerant line, then
pressures may rise high enough to cause
the A/C clutch cut-out to open the circuit. In
Nippondenso externally controlled A/C com-
pressors without clutches, the pulley and
hub assembly will begin to overrun and slip,
preventing loss of the serpentine drive belt.

Denso A/C compressor clutch

with thermal fuse

58
 Electrical System and Controls

Denso A/C Compressor with

Externally Controlled A/C Compressor
Regulator Valve -N280- without clutch

The Denso externally controlled A/C com- A new pulley has integrated overload protec-
pressor is a single-acting swash plate six tion, which protects the compressor and ser-
cylinder compressor with variable displace- pentine belt drive from damage. If the com-
ment. Since the compressor displacement pressor locks, the pulley begins to override
can be varied from virtually 0% to 100%, graphite coated rubber blocks between the
there is no need to disengage the compres- pulley and hub. This deforms pulley compo-
sor when A/C is not desired and therefore nents but permits the engine to run without
the traditional magnetic clutch is not used. breaking the serpentine belt. The compressor
This results in smoother operation, eliminat- must be replaced as a unit if this pulley slip
ing compressor cut-in shock. has occurred.

Normal Pulley
Pulley Rubber
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Hub Belt pulley

with bearing
Pulley drives
hub

Hub deforms when compressor seizes

When compressor seizes,

pulley overrides rubber

Deformed hub

59
 Electrical System and Controls
The compressor displacement is varied in a
way similar to the Denso variable displace-
ment compressor with internal valve. In both
cases, varying pressure in the chamber
behind the compressor pistons changes the
angle of the swash plate (wobble plate in the
Zexel) and thereby changes piston stroke
and displacement.

In the Denso externally controlled compres-

sor, the pressure in the chamber behind the
pistons is controlled by the A/C Compressor
Regulating Valve -N280-. This valve has both
mechanical and electromagnetic functions.

Mechanically the valve has an element sens-

ing low side system pressure. Electrically,
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Compressor shown in full the valve is controlled by a solenoid operat-

displacement position ing at a high frequency of 500 Hz. This high
frequency causes the valve to semi-float,
and it moves very little. When no voltage is
applied to the valve, the compressor
crankcase is open to system high side pres-
sure and the compressor displacement is
near 0%.

Compressor shown in low

displacement position

60
 Electrical System and Controls

Manual A/C Blower Control

The manual air conditioning system uses a If the resistor pack overheats, a thermal fuse
5-position switch and a stepped resistor pack will melt and open the circuit. If this occurs,
to give four fan speeds. The blower motor is the fan will run on high speed only.
continuously grounded and Positive voltage
is supplied to the motor through the resis- A resistor pack with a melted thermal fuse
tors and switch. may be an indication of worn blower motor
bearings, or a restriction in the airflow (such
The switch directs electrical current through as a blocked dust and pollen filter). These
all three resistors in series for low blower conditions can cause the motor current draw
speed. In the second switch position, two of to rise, adding to the heat load on the resis-
the resistors are in series in the circuit, and tor pack. Always check for mechanical prob-
for the third speed position, only one of the lems before replacing the resistor pack.
resistors is used. The resistor pack is com-
pletely bypassed for high blower speed.
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The resistor pack is mounted in the air distri-

bution housing near the fresh air blower for
cooling. Do not operate the blower with the
resistor pack removed from the air flow, and
in winter conditions, do not operate the
blower with the air intake blocked with ice or
snow.

Fresh air blower

switch -E9-
4th 3rd 2nd 1st

Fresh air
blower -V2-
Fresh air blower
series resistance
with thermal fuse

61
 Electrical System and Controls

Cooling Fan Later systems

The engine cooling fan moves air through The Engine Coolant Temperature (ECT)
the condenser fins to remove heat from the Sensor -G2- for the coolant temperature
refrigerant. The electric fan runs whenever gauge is combined with the Engine Coolant
the air conditioner is on. If refrigerant pres- Temperature (ECT) Sensor -G62- which pro-
sures rise, the fan will be switched to a high- vides a signal for the Engine Control Module
er Second Speed to remove more heat. (ECM) -J220-. For the V6 5V engine, this
combined sensor is located in the coolant
During periods of high heat load, high side pipe that crosses the rear of the engine,
system pressures rise. To reduce this pres- behind the right cylinder head.
sure, more heat energy must be removed
from the refrigerant as it flows through the ECT Sensor -G2- sends the overheat signal
condenser. This is accomplished by running to the dash panel insert -J285-, and to the
the radiator coolant fan at higher speed. Climatronic Control Module -J255-, which
commands the coolant fan to run at the
Engine overheat protection higher Second Speed.
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Early systems

Manual systems use the A/C Cut-Out

Thermal Switch -F163- to monitor excessive
coolant temperatures. -F163- is in series with
Ambient Temperature Switch -F38- and A/C
Pressure Switch -F129-, and will send a sig-
nal to Coolant Fan Control Module -J293- if
coolant temperatures rise above specified
levels. The coolant fan will then run at the
higher Second Speed. Consult VESIS or ser-
vice information for exact specifications.

Engine coolant temperature

(ECT) sensors -G2- and -G62-

V6 5V coolant pipe

62
 Electrical System and Controls

Additional Signals

The A/C compressor places a load on the

engine when it is running, especially when
there is a high heat load. The variable dis-
placement compressor will be at a high dis-
placement and the resistance from pumping
against the high pressures in the high side
of the refrigerant system will place a drag on
the engine.

There are times when it is advantageous to

shut off the A/C compressor to improve vehi-
cle performance, such as when starting the
engine or when quick acceleration is needed.
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Engine Control Module (ECM) -J220-

The ECM provides an input to the A/C Clutch

Relay or Climatronic Control Head -E87-. This
input will shut off the compressor for the fol-
lowing reasons:
• Engine speed drops below 300 RPM
• At start-up to delay "compressor on" input
and allow time to stabilize idle ECM -J220-
• Full throttle acceleration (gives driver
maximum power output from engine)
• In addition, storing certain DTCs in the
ECM may block A/C operation

Transmission Control Module (TCM)

-J217-
• The kick down input from the TCM will
shut off the A/C compressor to assist
acceleration

• In addition, storing certain DTCs in the

TCM may block A/C operation
TCM -J217-

63
 Review Questions

Review Questions - Electrical

System & Controls

1. In a normally operating A/C 4. A/C pressure sensor -G65-

system, the high side refrigerant replaces which of the following
pressures are rising. What is the sensors/ switches?
A/C systems first response to a. Ambient Temperature Switch -F38-
this situation?
b. A/C Pressure Switch -F129-
a. Shut off the A/C compressor
clutch. c. Temperature Sensor -G17-
b. Switch on the coolant fan to d. All of the above
second speed.
5. Which of the following state-
c. Relieve pressure at the pressure ments about the Denso externally
relief valve. controlled compressor is/are
d. Decrease compressor displace- true?
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ment. a. A/C Compressor Regulating Valve -

N280- is closed when no voltage is
2. Why does the A/C system shut off applied.
the compressor clutch at low
b. There is no clutch and the com-
ambient temperatures?
pressor always turns with the
a. To prevent hydro-lock in the engine.
compressor
c. Compressor displacement varies as
b. The refrigerant may condense in the swash plate angle changes in
the compressor response to changes in chamber
c. The A/C compressor drive belt pressure.
may slip d. Both b and c are correct.
d. All of the above

3. Which sensor input will cause the

control head to shut off the com-
pressor clutch if high side pres-
sure exceeds a threshold value?
a. Ambient Temperature Switch -F38-
b. Engine Coolant Temperature (ECT)
Sensor -G62-
c. A/C Pressure Switch -F129-
d. Pressure relief valve

64
 Climatronic

Introduction Eurovan dual control Climatronic

System
Manual air conditioning systems require the The Eurovan dual control Climatronic system
vehicle occupants to make manual selec- has two zones and independently regulates
tions and adjustments in order to set or the rear compartment temperature. Because
change interior temperature or air volume of the larger interior volume, an additional
and distribution. Controls for these systems evaporator and heater unit are installed to
can be by means of cables, vacuum servos properly maintain desired temperatures
or electrical switches. Whatever the form of everywhere inside the passenger compart-
control, manual input from the passengers is ment. This requires additional control func-
needed for any setting or adjustment. tions for the Climatronic control module and
additional components in order to maintain
The Volkswagen Climatronic System auto-
desired comfort levels.
matically mixes the desired amount of heat-
ed and cooled air, provides the correct vol- Most Eurovan Climatronic system compo-
ume of air and directs that air to the appro- nents are the same as those in other mod-
ProCarManuals.com

priate vents. The occupants switch the sys- els. Components specific to Eurovan are
tem on and set a desired temperature and noted.
the system does the rest.

Based on inputs from passengers and the

system's sensors, the Climatronic Control
Module -J255- actuates relays, motors, and
solenoids to control the A/C compressor,
position temperature regulation and air distri-
bution flaps, and set air flow volume. The
system uses inputs from temperature sen-
sors located inside and outside the vehicle 1999 Golf, Jetta and Passat control head
interior. A sunlight photo sensor mounted on
the instrument panel measures increased
heat load from sunlight and fine-tunes the
system.

The Climatronic control module is also linked

to coolant fan control, the instrument panel,
and engine and transmission control mod-
ules. This section describes these input and
output components and their function. The
Climatronic Control Module -J255- is integral
with the A/C Control Head -E87- and the 1999 EuroVan control head
Instrument Panel Interior Temperature
Sensor -G56- and cannot be serviced sepa-
rately.

65
 Climatronic

Sunlight Foot well/Defrost

photo sensor flap motor -V85-
-G107-
Climatronic Control
Instrument panel Central air
Panel flap motor -V70-
interior temp.
sensor -G56-
Temp. regulator
Outside air flap motor -V68-
temperature sensor
-G17-
Air flow
Fresh air intake flap motor -V71-
duct temp. sensor
-G89-
Foot well air outlet Blower fan -V2-
temp. sensor -G192-
Auxiliary signals:
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A/C pressure
switch -F129- Engine control unit
Ambient temperature

A/C pressure Coolant (FC) Fan

Diagnostic Connection control module
sensor -G65-
A/C
Auxiliary signals: compressor
Stationary period signal
Road speed signal
Engine speed signal Radiator fan -V7-

Control temp.
warning switch -F14-
Radiator fan
thermoswitches -F18-
and -F54-

Climatronic - typical sensors (inputs) and actuators (outputs)

66
 Climatronic

Climatronic Sensors To see a vehicle-specific list of sensors, refer

to Appendix 1: Application Table.
All models with the Climatronic climate con-
trol system use various electrical sensors to
inform the control head of air temperatures,
refrigerant pressures, air distribution flap
positions and sun load.

These sensors provide electrical inputs to

the A/C Control Head -E87-. The control head
provides outputs that determine the air dis-
tribution and temperature regulation based
on these signals.

Air flow (recirculation)

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flap motor position

sensor -G113-
Fresh air intake
duct temperature
Sunlight photo
sensor -G89-
sensor -G107-

Sender for outlet

temperature, floor Sender for outlet temperature
outlet -G192- center vent -G191- (in center
vent )
Evaporator vent
temperature sensor -G263-
Temperature regulator flap
Foot well/defroster motor position sensor -G92-
flap motor position
Central air flap motor
sensor -G114-
position sensor -G112-
Climatronic System Input Components

67
 Climatronic

Outside Air Temperature Sensor -G17-

On Climatronic systems, the Outside

Fresh air intake Temperature Sensor -G17- in combination
duct temperature with the Fresh Air Intake Duct Temperature
sensor -G89- Sensor -G89- performs the function of the
Ambient Temperature Switch -F38- on manu-
al A/C systems.
Fresh air The Outside Temperature Sensor -G17- is
blower located in the vehicle front in these loca-
housing tions:
• Passat - in front of the A/C condenser
• Golf/Jetta - behind the left front headlight
assembly
• Eurovan - behind the front bumper on the
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left side

The Outside Temperature Sensor -G17- is a

Negative Temperature Coefficient (NTC) sen-
Outside air sor that measures outside air temperature
temperature and sends an analog voltage signal with this
sensor -G17- information to the Climatronic control head.

Specific uses for this signal are:

Passat • To switch A/C compressor clutch off (in
combination with -G89-) at temperatures
below 3°C (37°F). Prevents refrigerant
that may have condensed to a liquid in
the compressor from circulating.
• Controls Temperature Regulator Flap
Motor -V68- and speed of Fresh Air
Blower -V2- (in combination with other
sensors).
• Calculates the outside temperature dis-
play (in combination with -G89-) on the
Climatronic control head.

In the event of a -G17- signal malfunction,

the Climatronic control head will use only
the -G89- signal.

68
 Climatronic

Fresh Air Intake Duct Temperature

Sensor -G89-

On Climatronic systems, the Fresh Air Intake • A temperature of 10°C (50°F) will be
Duct Temperature Sensor -G89-, in combina- assumed from a stored value in the con-
tion with the Outside Temperature Sensor trol head.
-G17-, performs the function of the Ambient • Air recirculation will not function; the
Temperature Switch -F38- used on the manu- recirculation (air flow) flap motor will
al A/C systems. remain in the open position.
The Fresh Air Intake Duct Sensor -G89- is • Climatronic control head will show "---" in
mounted in the intake air duct ahead of the the outside temperature display.
blower fan between the duct and the bulk-
head just below the pollen filter. In the event of a -G17- and/or a -G89- sensor
malfunction, a DTC will be stored in the
The sensor is a Negative Temperature Climatronic control module. Additional diag-
Coefficient (NTC) sensor that measures nosis can be accomplished through the
ProCarManuals.com

fresh air temperature in the intake duct and Measuring Value Blocks (function 08).
sends an analog voltage signal with this
information to the Climatronic control head.

Specific uses for this signal are:

• To switch A/C compressor clutch off (in
combination with -G17-) at temperatures
below 3°C (37°F). Prevents refrigerant
that may have condensed to a liquid in
the compressor from circulating.
• Controls Temperature Regulator Flap
Motor -V68- and speed of Fresh Air
Blower -V2- (in combination with other
sensors).
• Calculates the outside temperature dis-
play (in combination with -G17-) on the
Climatronic control head

In the event of a -G89- signal malfunction,

the Climatronic control head will use only
the -G17- signal.

If both -G17- and -G89- malfunction, the Temperature sensor -G89-

Climatronic control head will continue to
operate with the following parameters:

69
 Climatronic

Interior Sensors

Instrument Panel Interior Temperature

Sensor -G56-
Temperature sensor/fan -V42-
The Instrument Panel Interior Temperature
Sensor -G56- is built into the Climatronic
control head.

Interior Temperature Sensor Fan -V42- draws

interior air past the sensor. This gives the
Climatronic control head an accurate indica-
tion of the interior air temperature.

Temperature sensor -G56- In the event of a -G56- malfunction, a DTC

will be stored in the Climatronic control mod-
ule and a temperature of 24°C (75°F) will be
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assumed by the control head. Additional

diagnosis can be accomplished through the
Measuring Value Blocks (function 08).

Center Vent Outlet Temperature

Temperature sensor -G191- Sensor -G191- (Passat only)

The Center Vent Outlet Temperature Sensor

-G191- is located in the lower center of the
duct connecting the Air Distribution Box and
the Center Vent Trim.

The Center Vent Outlet Temperature Sensor

controls center air distribution and blower fan
speed in response to actual vent tempera-
ture.

In the event of a -G191- malfunction, a DTC

will be stored in the Climatronic control mod-
ule. Additional diagnosis can be accom-
plished through the Measuring Value Blocks
(function 08).

70
 Climatronic

Floor Outlet Temperature Sensor

-G192-

The Floor Outlet Temperature Sensor -G192-

is located in the lower left side section of
the Air Distribution Box.

The Floor Outlet Temperature Sensor con-

trols defrost and foot well air distribution and
blower fan speed in response to actual vent
temperature.

In the event of a -G192- malfunction, a DTC

will be stored in the Climatronic control mod-
ule and a temperature of 80°C (176°F) will be
assumed by the control head. Additional Temperature sensor -G192-
diagnosis can be accomplished through the
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Measuring Value Blocks (function 08).

Evaporator Vent Temperature Sensor

-G263-

The Evaporator Vent Temperature Sensor

-G263- is used in Passat models from10/00.
It is located on the lower right front side of
the Air Distribution Box and provides an ana-
log signal to the Climatronic control module
for evaporator outlet air temperature.

In the event of a -G263- malfunction, a DTC

will be stored in the Climatronic control mod-
ule. Additional diagnosis can be accom-
plished through the Measuring Value Blocks
(function 08).

Temperature sensor -G263-

71
 Climatronic

Sunlight Photo Sensor -G107-

The Sunlight Photo Sensor -G107- is located

in the center of the padded dash near the
defroster grille.

The Sunlight Photo Sensor controls the tem-

perature and blower fan speed in response
to the amount of light striking it. When
increased heat load from solar radiation is
sensed, the Climatronic system will lower
the air outlet temperatures.

In the event of a -G107- malfunction, a DTC

will be stored in the Climatronic control mod-
ule and a fixed value will be assumed by the
control head. Additional diagnosis can be
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Sunlight photo sensor -G107- accomplished through the Measuring Value

Blocks (function 08).

Pressure Sensors

The pressure sensors used in Climatronic

A/C systems are the same as in manual A/C
systems. See Electrical System & Controls
section for complete descriptions.

Temperature Sensors and Switches -

Eurovan only
A/C Engine Coolant Temperature
Sensor -G110- (Eurovan only)

The A/C Engine Coolant Temperature Sensor

-G110- is located in the upper coolant line on
the left side of the engine compartment. This
sensor is a Negative Temperature Coefficient
(NTC) analog sensor that monitors engine
coolant temperature. The signal is used by
the Climatronic control module for
defrost/foot well air distribution and fan
speed regulation.

72
 Climatronic

Front Vent Temperature Sensor - Temperature Sensor Diagnostics

G152- (Eurovan only)
In the event of any temperature sensor mal-
The Front Vent Temperature Sensor -G152- is function, a DTC will be stored in the
located in the foot well vent console in the Climatronic control module and a substitute
lower section of the instrument panel. This value will be assumed where applicable.
sensor is a Negative Temperature Coefficient Additional diagnosis can be accomplished
(NTC) analog sensor that monitors front air through the Measuring Value Blocks (func-
vent temperature. The signal is used by the tion 08).
Climatronic control module for front interior
air temperature and fan speed regulation. In A/C (Front) Evaporator Temperature
the event of a -G152- malfunction, a temper- Switch -E33- (Eurovan only)
ature of 42°C (108°F) will be assumed by the
The A/C (Front) Evaporator Temperature
control head.
Switch -E33- is inserted into the lower sec-
Rear Evaporator Temperature Sensor tion of the front A/C evaporator. This switch
-G153- (Eurovan only) monitors front evaporator fin temperature.
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The digital on-off signal is used by the

The Rear Evaporator Temperature Sensor Climatronic control module to control the
-G153- is inserted into the rear A/C evapora- compressor clutch and prevent evaporator
tor near the air outlet. This sensor is a icing. The typical switch opening tempera-
Negative Temperature Coefficient (NTC) ana- ture is -2°C (28°F).
log sensor that monitors the air outlet tem-
perature of the rear evaporator. The signal is This switch is not used on the latest
used by the Climatronic control module for Eurovans with variable displacement com-
rear interior air temperature and fan speed pressors.
regulation. In the event of a -G153- malfunc-
A/C Cut-Out Thermal Switch -F163-
tion, a temperature of 10°C (50°F) will be
(Eurovan only)
assumed by the control head.

Rear Heater Core Temperature Sensor The A/C Cut-Out Thermal Switch -F163- is
-G154- (Eurovan only) located in the coolant line on the front of the
engine and is contained within the same
The Rear Heater Core Temperature Sensor housing as the Third Speed Coolant Fan
-G154- is inserted into the rear heater core Control Thermal Switch -F165-. The A/C Cut-
near the coolant inlet fitting. This sensor Out Thermal Switch turns off the compressor
monitors the air temperature of the rear clutch via the Relay for Climatronic -J254-
heater core. The signal is used by the when the coolant temperature exceeds
Climatronic control module for rear interior 119°C (246°F). It turns back on as tempera-
air temperature and fan speed regulation. In tures fall below 112°C (234°F).
the event of a -G154- malfunction, a temper-
ature of 42°C (108°F) will be assumed by the
control head.

73
 Climatronic

Climatronic Actuators

Climatronic systems control various actua-

tors: control modules, relays, motors and
solenoids to control the A/C compressor,
position temperature regulation and air distri-
bution flaps and set air flow volume.

Recirculation (air flow)

flap motor -V71-

Fan control
module -J293-
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Blower
fan -V2-

Blower fan control

module -J126-
Temperature flap
Foot well/defroster motor -V68-
flap motor -V85-
Central flap
motor -V70-

Golf/Jetta and Passat Climate Control System Output Components

74
 Climatronic

Compressor Clutch Engagement A/C compressor clutch cut-out

On Golf/Jetta, current to the A/C A blocked or dirty condenser or an overheat-

Compressor Clutch -N25- is supplied by the ing engine may cause excessively high A/C
Coolant Fan Control Module -J293-. This system pressures.
module is switched by the A/C Control Head
-E87- in the Climatronic system. If the refrigerant pressures continue to rise
beyond 28-31 bar (412-456 psi), even after
On Passat models, the current to the A/C the coolant fan is switched to 2nd speed,
compressor clutch is supplied by the A/C the A/C compressor will be turned off. The
Clutch Relay -J44- for Climatronic equipped compressor will turn on again when pres-
models. sure drops.

Inputs from pressure switches, temperature Externally Controlled A/C Compressor

sensors and other control modules are pro- Regulator Valve -N280-
cessed by the Climatronic Control Module
-J255- in Climatronic systems to determine The Externally Controlled A/C Compressor
Regulator Valve -N280- changes the displace-
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the compressor on/off state.

ment of the Denso externally controlled A/C
compressor.

The valve has a mechanical element sensing

low side system pressure. Also, the valve is
controlled by a solenoid operating at a high
frequency of 500 Hz. This high frequency
causes the valve to semi-float, and it moves
very little. When no voltage is applied to the
valve, the compressor crankcase is open to
system high side pressure and the compres-
sor displacement is near 0%.

For more information refer to pages 60, 61,

and 66.

Denso A/C compressor clutch

with thermal fuse

75
 Climatronic

Control Module for Fresh Air Blower

-J126- and Fresh Air Blower -V2-

The Climatronic system uses an electronic Blower fan speed is controlled by the
control module to vary the fresh air blower Control Module for Fresh Air Blower -J126-
speed depending on the temperature differ- by way of a signal from the Climatronic con-
ential between the vehicle's interior air tem- trol module. The Control Module for Fresh
perature and the desired air temperature Air Blower varies the voltage supplied to the
selected by the vehicle occupants. blower fan in 7 steps.

The blower will not come on in a In the fully automatic mode of operation, the
cold car until the engine has blower fan speed is the highest when there
warmed the coolant enough for is a large difference between the ambient
the blower to provide warm air. interior temperature and the temperature
setting on the Climatronic control head. As
the temperature difference decreases, the
The Control Module for Fresh Air Blower blower speed automatically steps down and
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-J126- and Fresh Air Blower -V2- together are decreases.

mounted on the right side of the Air
Distribution Box in front of the glove box. In the event of a -J126- or -V2- malfunction, a
The blower fan is in the intake air duct DTC will be stored in the Climatronic control
entrance ahead of both the evaporator and module. Additional diagnosis can be accom-
the heater core. plished through the Measuring Value Blocks
(function 08) and the Output Diagnostic
Note: -J126- is integral with -V2- on Passat Testing Mode (function 03).
models.

Blower fan control module -J126- Blower fan -V2-

76
 Climatronic

Interior Temperature Sensor Fan -V42-

Temperature sensor/fan -V42-
The Interior Temperature Sensor Fan -V42- is
integral with the Climatronic control module.
It draws interior air past the Instrument
Panel Interior Temperature Sensor -G56-. The
fan runs whenever the Climatronic system is
switched on.

Flap Motor and Flap Motor Position

Sensor Operation

The A/C control head is programmed to set Temperature sensor -G56-

the various flaps within the Air Distribution
Box to specific positions in response to pas-
senger requirements and sensor inputs. The
flap motors move the flaps.
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A position sensor built into each flap motor

provides a feedback signal to the control
head to indicate flap position. The position
Motor -V85- receives power and Ground
sensor is a potentiometer (a three-wire vari-
at terminals T6a/6 and T6a/4
able resistor) providing an analog voltage sig-
nal to the control head. The voltage drop is measured
at terminal T6a/2
As the flap moves, the control head matches
the incoming voltage signal to values held in
memory. When the voltage matches the
stored value, the control head assumes that
the desired position has been achieved and
switches off the current to the flap motor.

The values held in memory come from full

sweep movements of the potentiometers
that were learned and saved during Basic
Settings (function 04).

In the event of a flap motor malfunction, a

DTC will be stored in the Climatronic control
module. Additional diagnosis can be accom-
plished through the Measuring Value Blocks The potentiometer is powered
(function 08), Basic Settings (function 04) at terminals T6a/3 and T6a/1
and the Output Diagnostic Testing Mode
(function 03).

77
 Climatronic

Temperature Regulator Flap Motor

-V68- with Position Sensor -G92-

The Temperature Regulator Flap Motor -V68-

is located on the bottom of the Air
Distribution Box and includes Position
Sensor -G92-. The motor moves the temper-
ature flap to mix cool air with reheated air in
response to the various inputs and the tem-
perature setting on the Climatronic control
head.

Temperature regulator flap motor -V68-

with position sensor -G92-
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Central Air Flap Motor -V70- with

Position Sensor -G112-

The Central Air Flap Motor is also located on

the bottom of the Air Distribution Box and
includes the Position Sensor, -G112-.

The motor moves the central flap to control

and limit air flow to the center vent. Air is
directed to the Foot well/Defroster Flap for
further distribution in response to the various
inputs on the Climatronic control head.
Central air flap motor -V70-
with position sensor -G112-

78
 Climatronic

Air Flow (Recirculation) Flap Motor

-V71- with Position Sensor -G113-

The Air Flow (Recirculation) Flap Motor -V71-

is located on the right side of the Air
Distribution Box and includes the Position
Sensor -G113-.

The motor moves the Air Flow Flap to limit

fresh air flow into the Air Distribution Box
and to the interior. Air is instead drawn from
the vehicle interior and recirculated.

On the Golf/Jetta, this flap closes to recircu-

late interior air at the command of the
Climatronic control module. If the flap is
wide open, the Climatronic control module
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will partially close it as vehicle speed

increases. This will keep the air flow into the
vehicle interior at a constant rate despite the Air flow (recirculation) flap motor -V71-
higher vehicle speed. with position sensor -G113-

On the Passat, this flap is split into 2 sec-

tions: a Ventilation Flap and a Recirculation
Flap. The Ventilation Flap fits within the
Recirculation Flap. In the ventilation mode,
both flaps allow outside air to enter the vehi-
cle interior. As vehicle speed increases, the
Climatronic control module commands the
Ventilation Flap to move to restrict air flow to
the interior. This results in constant air flow
rate into the vehicle despite the higher
speed. The Recirculation Flap can be moved
at any time to change the air intake from
outside (fresh) to inside (recirculate).

79
 Climatronic

Foot well/Defroster Flap Motor -V85- Actuators - Eurovan only

with Position Sensor -G114-
Coolant Fan Control Relay -J26-
The Foot well/Defroster Flap Motor -V85- is (Eurovan only)
located on the left side of the Air Distribution
Box and includes Position Sensor -G114-. The Coolant Fan Control Relay -J26- is
mounted to the radiator support near the left
The motor moves the Foot well/Defroster front headlight. It activates the radiator fans
Flap to direct air flow up to the defroster in response to A/C refrigerant pressures and
vent or down to the foot well outlets. Air engine coolant temperatures.
flow is directed to the Foot well/ Defroster
Relay for Climatronic -J254- (Eurovan
Flap from a point ahead of the Central Flap
only)
in response to the various inputs on the
Climatronic control head. The Relay for Climatronic -J254- is located in
position 1 of the fuse/relay panel and con-
trols the Fresh Air Blower -V2- and the A/C
Clutch -N25-. It also supplies a signal back to
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the Climatronic Control Module -J255- to

activate internal functions.

Rear Fan Control Relay -J323-

(Eurovan only)

The Rear Fan Control Relay -J323- is located

behind the center instrument panel. The
relay controls the supply voltage for the rear
evaporator and heater core fans.

Relay for A/C Shut-Off -J365- (Eurovan

only)

The Relay for A/C Shut-Off -J365- is located

in the auxiliary relay panel and commands
Foot well/defroster flap motor -V85 the Relay for Climatronic -J254- based on
with position sensor -G114- signals received from the A/C thermal shut
off relay.

80
 Climatronic

Rear A/C Control Head -E265- Control Module for Blower for
(Eurovan only) Evaporator -J349- (Eurovan only)

Some Eurovan Climatronic versions provide The Control Module for Blower for
rear compartment passengers with addition- Evaporator -J349- is mounted to the rear
al temperature and fan speed control. The evaporator housing and controls the speed
Rear Climatronic Control Head -E265- is of the rear evaporator blower.
mounted on the left side B-pillar behind the
driver's seat. Control Module for Warm Air Blower
-J350- (Eurovan only)

The Control Module for Warm Air Blower

-J350- is mounted on the auxiliary heater
housing and controls the speed of the
auxiliary heater core blower.

A/C Refrigerant Shut-Off Valve -N43-

(Eurovan only)
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The A/C Refrigerant Shut-Off Valve -N43- is

located in the rear liquid (high side) refriger-
ant line and mounted to the rear evaporator
housing. It shuts off refrigerant flow to the
rear evaporator.

Engine Coolant Two-Way Vacuum

Valve -N147- (Eurovan only)

The Engine Coolant Two-Way Vacuum Valve

-N147- is located in the upper coolant line in
the left side of the engine compartment and
controls the vacuum supply to the coolant
1999 EuroVan rear passenger cut-off valve. The coolant cut-off valve shuts
Climatronic control head off coolant flow to the heater cores.

Auxiliary Heater Valve -N172-

(Eurovan only)

The Auxiliary Heater Valve -N172- is located

in the upper coolant line in the left side of
the engine compartment. It controls coolant
flow to the auxiliary heater core.

81
 Climatronic

Coolant Pump -V50- (Eurovan only)

The Coolant Pump -V50- is an electric pump

located on the lower front of the engine
block. It provides additional coolant circula-
tion to the auxiliary heater core at low
engine speeds.

Rear Evaporator Fan -V20- (Eurovan

only)

The Rear Evaporator Fan -V20- is mounted in

the lower rear evaporator housing. It is con-
trolled by the Control Module for Blower for
Evaporator -J349- and the Fan Relay -J323-.

Rear Warm Air Fan -V47- (Eurovan

only)
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The Rear Warm Air Fan -V47- is mounted in

the rear air distribution housing. It is con-
trolled by Control Module for Warm Air
Blower -J350- and Fan Relay -J323-.

Vacuum rail -N53- (EuroVan only) Vacuum Valve Rail -N53- (Eurovan
only)

The Vacuum Valve Rail -N53- consists of two

electrically controlled vacuum servos that
operate the fresh air/recirculation air flap and
the foot well/defrost flap on 1997 and later
Eurovans. The two solenoids are housed
together in the Vacuum Valve Rail -N53-. The
solenoids are activated by switches on the
A/C control panel or Climatronic control
head.

The Vacuum Valve Rail is located under the

fresh air blower on the lower section of the
Air Distribution Box and is controlled by the
Vacuum servos Climatronic control module.

82
 Review Questions

Review Questions - Climatronic

1. The A/C compressor will not 4. The airflow flap motor is

engage below what temperature? responsible for all of the
a. 0°C (32°F) following functions EXCEPT:
a. Reducing intake airflow as vehicle
b. 1°C (34°F)
speed increases.
c. 3°C (37°F)
b. Opening fresh air recirculation flap.
d. 5°C (41°F)
c. Closing fresh air recirculation flap.
2. If both -G17- and -G89- d. Directing airflow to the windshield
temperature sensors malfunction, in defrost mode.
the Climatronic will allow all
except the following: 5. In fully automatic mode, the
a. A/C operation blower speed is highest when:
b. Outside temperature display a. temperature differential between
ambient temperature and selected
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c. Interior temperature regulation temperature is great

d. Air recirculation b. temperature differential between
ambient temperature and selected
3. Central Air Flap Motor -V70- temperature is small.
sends information regarding
airflow to the A/C control c. temperature differential between
head via: interior temperature and selected
a. Temperature Regulator Flap Motor - temperature is small.
V68-. d. temperature differential between
b. Central Flap Motor Position Sensor interior temperature and selected
-G112-. temperature is great.

c. A/C Pressure Switch -F129-.

d. Climatronic Control Module -J255-.

83
 On Board Diagnostics

On Board Diagnostic Functions Climatronic OBD

01 - Check Control Module Version
The Climatronic air conditioning system has
On Board Diagnostic (OBD) capabilities. If There are several versions of control mod-
there is a Climatronic system malfunction, a ules in use with the Climatronic control sys-
DTC will usually be stored in the Climatronic tem. Control modules have changed as the
control module. Additional diagnosis can be system has evolved with different pressure
accomplished through the Measuring Value switches, the number and location of tem-
Blocks (function 08). peratures sensors, the addition of flap
motors and changes in A/C compressor
The system has permanent DTC memory
manufacturers.
and a full compliment of functions available
on the VAS 5051 tester. The table lists all of The VAS 5051 displays control module infor-
the functions that can be used. mation in the upper right window of the
screen. Included are the control module ver-
Function 08, Measuring Value Blocks, can
sion, part number and current coding.
display commands to the compressor, flap
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motors, temperature sensors, control mod-

ules and other inputs and outputs. Always check for correct control
unit part number and coding when
Always consult VESIS or service information
diagnosing system faults!
for DTC definitions and diagnostic information.

Climatronic Climate Control OBD

02 - DTC Memory
01 - Check Control Module Versions
The On Board Diagnostic system monitors
02 - Check DTC Memory the electronic functions of the automatic cli-
03 - Output Diagnostic Test Mode mate control system. If faults are detected, a
permanent DTC memory stores the
04 - Basic Setting Diagnostic Trouble Code. As the system has
05 - Erase DTC Memory changed over the years new DTCs have been
added to the DTC tables in VESIS and the
06 - End Output Repair Manual. When checking DTC memory,
07 - Code Control Module be sure to use the DTC table appropriate for
the vehicle you are working on.
08 - Measuring Value Blocks

84
 On Board Diagnostics

03 - Output DTM Components tested in sequence using Output DTM

1 A/C Clutch
Up to eleven items can be actuated with the
2 Fresh Air Blower
Output DTM function. The available outputs 3 Coolant Fan
depend on the version of the climate control 4 Fresh Air/Recirculating Flap two-way Valve
system being tested. The Output DTM is 5 Temperature Regulator Flap Motor
used as part of diagnostic procedures to 6 Central Air Flap Motor
7 Footwell/ Defroster Flap Motor
check the operation of individual outputs of
8 Air Flow Flap Motor
the A/C Control Head -E87-. 9 Interior Temperature Sensor Fan
10 A/C Control Head display segment test
Entering Basic Settings disables 11 Outside Air Temperature Display test
compressor operation!

04 - Basic Settings
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In the Volkswagen Climatronic System, tem-

perature regulation and air distribution are
controlled by movable flaps in the air distri-
bution housing. These flaps are positioned
by electric motors.

The A/C control head actuates the motors in

response to inputs from the vehicle occu-
pants, temperature sensors and sunlight
photo sensor. Feedback potentiometers built
into the flap motors provide flap position
information to the A/C control head. The
control head measures the voltage drop
across the potentiometers to determine the
position of the flaps.
Foot well/defroster flap motor -V85-
When the system is in Basic Settings, the Foot well/defroster flap motor position
VAS 5051 tester commands the A/C control sensor -G114-
head to drive the flaps to their end stops.
When an end stop is reached, the control If a flap binds or encounters an obstruction
head saves in memory the voltage signal during Basic Settings that prevents it from
value it is receiving. This voltage signal value reaching an end stop, the A/C control head
is then "understood" by the control head to will set a DTC in memory for that flap.
be the end stop for that particular flap.
While Basic Settings is selected, the VAS
5051 displays digital values for position
sensors.

85
 On Board Diagnostics

05 - Erase DTC Memory Temperature Sensor Displays

The DTC memory can be erased only after These are display fields that display the tem-
the VAS 5051 has read the memory. Erase perature for the various temperature sensors
the DTC memory after repairing any mal- used by the climate control system. If a sen-
functions indicated by the DTCs. It is also sor malfunctions, the A/C control head uses
necessary to erase the DTC memory before internal stored default values. In some
performing Basic Settings. instances, a default value may be displayed
on the scan tool. Be certain that you can tell
06 - End Output the difference between actual temperature
values and default values.
End Output is used to exit from the A/C
System On Board Diagnostic (OBD) function. Flap motor position sensor displays
Before entering function 06, make certain all
of the following have been completed: The voltage drop signal at the position sen-
• DTC Memory checked sors can be read directly on the VAS 5051. To
• Malfunctions repaired check the function of a flap, go to its posi-
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tion sensor display and watch the voltage

• Basic Setting performed
change as the flap is moved by the motor.
• DTC memory erased
• A/C control head coding confirmed These display fields can be used if air distri-
bution or temperature regulation is not work-
07 - Code Control Module ing properly. Remember that the position
sensors are located inside the flap motor
Control module coding matches the control
housings. The motor and sensor may work
module to a specific vehicle, the A/C com-
correctly, but mechanical problems such as
pressor installed, the market application
broken linkages or flaps may prevent proper
(country code) and engine type. Sanden,
function.
Zexel and Nippondenso compressors have
been installed. Other signals
Always check for correct control Voltage displays for the A/C compressor
unit part number and coding when clutch, the fresh air blower and instrument
diagnosing system faults! illumination are available in the display
groups. Vehicle speed and engine RPM can
be displayed. Binary numbers (either "0" for
08 - Read Measuring Value Block off or "1" for on) are displayed for compres-
The A/C control head receives input from the sor operation, temperature switches and
passenger controls, temperature sensors pressure switches.
and flap motor position sensors. In response
to the inputs it produces output signals that
control compressor operation, temperature
regulation and air distribution. The VAS 5051
tester can monitor these inputs and outputs
in Read Measuring Value Block, function 08.

86
 A/C Refrigerant System Service

Introduction to A/C Refrigerant

System Service

Prior to 1992, the service of automotive air Monoxide, leaving the two other oxygen
conditioning systems could be performed by atoms to form a free Oxygen molecule. This
anyone with access to a manifold gauge set, destroys the ultraviolet-blocking Ozone
16 oz. cans of R-12 refrigerant and a can tap. molecule. Neither Chlorine Monoxide nor
Refrigerant was inexpensive, plentiful and Oxygen can block ultraviolet radiation.
considered safe. Do-it-yourselfers routinely
topped off leaking A/C refrigerant systems to R-134a refrigerant has almost no Ozone-
keep their air conditioners working in the depleting effects.
summer, rather than paying for repairs.
Global Warming
In service shops, refrigerants were routinely
Energy from the sun drives the earth's
vented to the atmosphere whenever service
weather and climate. Sunlight heats the
or repair required opening the refrigerant cir-
earth's surface, and some of the sunlight is
cuit. At the time, the environmental effects
reflected in the form of infrared radiation.
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were unknown and there was no practical

Much of this radiant energy dissipates into
way of recovering refrigerant. R-12 was so
space, but some is reflected back into the
cheap that its complete loss and replace-
atmosphere. Atmospheric greenhouse gases
ment cost very little.
(water vapor, Carbon Dioxide, and other
Ozone Depletion gases) trap some of the outgoing energy,
retaining heat somewhat like the glass pan-
This changed when it was discovered that R- els of a greenhouse. The trapping of too
12 refrigerant released into the atmosphere much radiant heat energy is suspected to
could seriously damage the Ozone layer that cause Global Warming. There is strong evi-
exists in the stratosphere 16-48 kilometers dence that the quantities of Carbon Dioxide
(10-30 miles) above the Earth's surface. This in the atmosphere and average world tem-
Ozone layer shields the earth from much of peratures have risen over the last 100 years.
the sun's ultraviolet radiation. Two thirds of Carbon Dioxide, one of the gases emitted by
all refrigerants released into the atmosphere internal combustion engines, has a signifi-
come from mobile sources - automobiles. cant greenhouse effect. R-12 refrigerant in
the upper atmosphere has a Global Warming
Refrigerant R-12 is a chlorinated fluorocarbon Potential (GWP) 8,500 times greater than
(CFC). When released into the atmosphere, Carbon Dioxide.
radiation from the sun breaks down this
chemical, releasing Chlorine atoms. Ozone is R-134a refrigerant is better, but still has a
a form of Oxygen with three Oxygen atoms GWP value of 1,300.
in its molecule (O3) rather then the two
atoms found in atmospheric Oxygen
molecules that we breathe (O2). When a
Chlorine atom released from CFCs encoun-
ters an Ozone molecule, it combines with
one Oxygen atom to form Chlorine

87
 A/C Refrigerant System Service

The Montreal Protocol

The discovery of Ozone layer depletion and

Chlorine's contribution to its depletion
caused the governments of the industrialized
world to meet in the mid 1980s to establish
a time table for the reduction and eventual
elimination of the production of chemicals
that deplete the Ozone layer. The Montreal
Protocol was enacted in September 1987
and laws were enacted requiring the auto-
motive service industry to modify the servic-
ing of A/C refrigerant systems.

The Industry Responds

The automotive industry's response to

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ozone depletion from A/C refrigerants has

taken two paths. First, all refrigerants used
in automotive air conditioners must be
recovered and recycled whenever an A/C
system is opened for service or repair.
Technicians servicing A/C systems must be
trained and certified to perform the recovery
and recycling and the equipment used must
also be certified to assure that refrigerants
do not escape into the atmosphere.

R-134a refrigerant Recycled refrigerants must meet a purity

standard to maintain the auto industry's war-
ranties for A/C systems and components.

Caution: Unapproved replace- Second, refrigerant R-12 has been replaced

ment refrigerants may be in the with a less harmful refrigerant. R-134a is the
system! Recovering these alter- only alternative refrigerant for R-12 that is
native refrigerants will contami- approved for use in new automobiles by all
nate the service station and sup- auto manufacturers. Volkswagen phased-in
ply tank! the use of R-134a in 1993.

88
 A/C Refrigerant System Service

A/C Refrigerant Service

Responsibilities

A/C Service Equipment ACR3 for R-12

refrigerant
All automotive service facilities performing
A/C repairs must have separate equipment
KENT-MOORE
for the recovery and recycling of R-12 and R-
134a refrigerants. If a service shop uses any
other alternative refrigerant, it must have
equipment for that refrigerant as well.

All refrigerant recovery and recycling equip-

ment must be certified to meet performance
standards and recycled refrigerant purity
standards set by the Society of Automotive
Engineers (SAE).
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Technician Certification ACR4 for R-134a

refrigerant

Any person who services a motor

vehicle air conditioner MUST by
law be properly trained and certi-
fied and must use approved
refrigerant recycling equipment.
Technicians must complete an
EPA approved recycling course
and test to be certified.

Certification programs are available from

organizations such as The National Institute
for Automotive Service Excellence (ASE) and
The Mobile Air Conditioning Society (MACS).
Some state and local jurisdictions have their
own certification requirements that super-
sede the federal requirements.

89
 A/C Refrigerant System Service

ACR4 Equipment Maintenance

Instructions for setting up and maintaining

recovery and recycling equipment come with
the machines. Maintenance items listed here
for the ACR4 will be similar to equipment
maintenance for machines from other manu-
facturers. Always consult the operator's
manual for the equipment in your shop for
specific maintenance procedures.

Vacuum pump oil change

The ACR4 has a high vacuum pump for evac-

uating the A/C system to remove moisture
and contaminants. The vacuum pump is
shipped without oil and must be filled prior
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to use. When the vacuum pump has run for

a total of ten hours, an "oil" message will
flash on the control panel display as a
reminder. Regular oil changes are necessary
to keep the pump operating efficiently.
Consult the operator's manual for specific
maintenance procedures.
Sight
glass

Oil drain
plug

ACR4 high vacuum pump

90
 A/C Refrigerant System Service

Filter/Drier Cartridge Replacement

The filter/drier traps acids, particulates and

moisture during the recycling phase of A/C
system service. A moisture indicator sight
glass on the control panel will change color
from green to yellow to indicate when the
filter/drier is saturated and should be
replaced. Typically the filter/drier can process
136 kg (300 lb) of refrigerant before requiring
replacement.

Replacement requires the recovery of refrig- Service Port

erant from the filter/drier before removal to
prevent refrigerant from being released into
the atmosphere. A service port is provided.
Follow the procedures in the operating
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Instructions book.

Unit Leak Check

The procedures for this check are described

in the operating Instructions book. Use a
leak detector approved for R-134a to check
for leaks every three months. This check may
be mandatory in some state or local jurisdic-
tions.

Scale Accuracy Check

A check of scale accuracy is necessary to

see that the correct quantity of refrigerant is
pumped into the A/C system during recharg-
ing and to make sure that the unit tank will
be filled to no more than 60% of its capacity
during recovery or filling. If the scale is inac- Unit tank
curate, it must be repaired by the manufac- scale
turer. A check for scale accuracy should be
performed every three months.

91
 A/C Refrigerant System Service

A/C Refrigerant System Service

Always wear eye protection con- Procedures, R-134a
forming to ANSI standard Z87.1
when discharging, evacuating or Diagnosis and repair of refrigerant system
recharging an A/C system. malfunctions will often require recovery and
recharging of the refrigerant. The only accu-
rate way to determining if a system has the
correct amount of refrigerant is to recover
and recharge.

Service Valves

The A/C service ports on the vehicle are use-

ful for monitoring A/C system pressures
when checking the operation of the system
or its sensors and switches.

All models have high and low pressure ser-

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vice valve ports available to monitor pres-

sures and to service the refrigerant system.

High side Low side

service valve service valve
Passat

92
 A/C Refrigerant System Service

Preparation for Recovery

Follow the operating instructions for the

recovery machine you are using. Eye protec-
tion is required, as you will be opening the
refrigerant system to install the service
hoses.

The control panel of the service station has

the high side and low side pressure gauges Low side High side
and also high side and low side service valve valve
valves. The low pressure valve and hose is
always blue and the high pressure valve and ACR4 control panel
hose is always red.

Attach the quick connect couplers to the A/C

system's service fittings. The couplers and
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service fittings are different sizes for the

high and low sides to prevent reversing the
connections.
An A/C Schrader valve is like the
Open the valves on the couplers by turning valve in a tire valve stem, but tire
the knobs in a clockwise direction. This Schrader valves are NOT identical.
action moves a pin forward into the service Do not use Schrader valves
fitting and depresses a Schrader valve, open- intended for tires on A/C
ing the A/C system to the gauge and service systems!
station. Opening the system by turning the
valves in a clockwise direction may seem
confusing, as this direction is normally used
to close a valve. Just remember that this is
the correct direction to screw the depressing
pin forward in order to open the Schrader
valve.

Check the gauges on the control panel

before continuing. If the pressure readings
are zero, the system is discharged and may
contain air. Do not attempt recover refriger-
ant, as this will draw the air into the recov-
ery tank.

If pressure readings are not zero, open the

valves on the unit tank and recovery
machine as described in the operating High side service fitting
instructions.

93
 A/C Refrigerant System Service

Preparation of the Oil Separator

Do not reuse recovered refriger-
ant oil. It absorbs moisture from During the recovery process, some of the
the air and may contain contami- A/C system PAG oil may be drawn out of the
nants from the A/C system. circuit with the refrigerant. The recovery
Moisture in refrigerant oil forms machine will separate this oil from the refrig-
acids that can damage the A/C erant and hold it in a separate container.
system.
The oil can be drained from the oil separator
and its volume measured to determine the
quantity of oil to replace.

Be certain that the oil separator is empty

before recovering refrigerant from a system.
This is necessary in order to correctly mea-
Oil drain sure the quantity of oil removed during the
valve recovery process. Follow the operating
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instructions to drain the oil.

R-134a systems use Polyalkylene Glycol

(PAG) oil for lubrication. It is not compatible
with mineral based R-12 compressor lubri-
cating oil and the two oils must not be inter-
Drained oil changed or mixed.
catch bottle

Obey laws governing the disposal

of hazardous waste when dis-
carding used refrigerant oil. DO
NOT mix PAG oil with used motor
oil.

A/C compressor identification label

94
 A/C Refrigerant System Service

Refrigerant Recovery Note that the high vacuum pump is not used
for recovery. Creating a high vacuum at this
To recover refrigerant from the vehicle A/C time will cause any water left in the system
system, the service station vapor and liquid to boil which will then be recovered with the
tank valves, and also high and low side refrigerant. This would require more frequent
gauge valves must all be open. replacement of the filter/drier. Any moisture
present in the system will be removed dur-
Volkswagen repair information requires that ing evacuation phase of the service.
all refrigerant service be performed through
the high side service fitting, although current Measure the recovered oil
model Volkswagens also have low side ser-
vice fittings. Instructions for the ACR4 ser- After the recovery machine shuts off, drain
vice station allow recovery from both sides. and measure the oil from the oil separator.
Record the amount of oil. This is the quantity
Regardless of the recovery procedures or of fresh oil that must be added to the A/C
equipment used, the recovery process will system when it is recharged.
remove the refrigerant until a shallow vacu-
Recovery completion
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um of approximately 17 in. Hg exists in the

refrigerant system. The machine will auto- When all refrigerant has been recovered,
matically shut off when this vacuum is close the valves on the control panel of the
attained. recovery equipment and don't forget to
close the valves on the unit tank.
The recovery process is not intended to pro-
duce a high vacuum, but to only remove the In most cases, it is at this point that recov-
refrigerant. ery equipment will be put aside while diag-
Completing the recovery procedure nosis or repairs are made. Before discon-
necting the service hose couplers, remem-
After initial recovery, the operating instruc- ber to turn the quick connect coupler valves
tions require a waiting period of five minutes fully counterclockwise to allow the Schrader
with the recovery machine off, hoses still valves in the service fittings to close.
connected to the A/C system and valves
open.
Evacuation

Evacuation is the process of creating a high

During this time, pressure may build up in
vacuum in the empty A/C system on the
the refrigerant system again. This occurs
vehicle. Evacuation removes any air present
because liquid refrigerant remaining in the
and lowers the pressure in the A/C refriger-
system boils in the low pressure conditions.
ant circuit to the point where any liquid
Observe the low side gauge. If the pressure
water in the system will boil and vaporize at
rises above 0 in. Hg, perform the recovery
normal ambient temperatures. This water
process again. Continue to repeat this
vapor will then be drawn out and removed
sequence of recovery and waiting until the
by the high vacuum pump. A vacuum of at
vacuum in the system does not rise above
least 29 in. Hg is necessary for this to occur.
0 in. Hg.

95
 A/C Refrigerant System Service
There are several reasons for evacuating an
A/C refrigerant system:
• It is a necessary part of normal service
after opening the system.
• The system is contaminated with water
from being left open.
• It is not known if the system has been
left open.
• It is part of a system leak check.

For the evacuation process to be effective

and for all moisture to have sufficient time to
vaporize and be removed, Volkswagen
requires that evacuation be performed for at
least 30 minutes.
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ACR4 high vacuum pump After several minutes of evacuation, observe

the low side gauge. It should read a high
vacuum of 25 to 30 in. Hg. If the gauge
Low side pressure gauge reads near 0 in. Hg, there may be a large
vacuum leak that must be repaired before
proceeding.

If a high vacuum is attained after several

minutes, shut off the vacuum pump and
observe the low side gauge. The high vacu-
um reading should hold for a few minutes. If
the high vacuum is not maintained, find and
repair the leak and repeat these procedures.
ACR4 control panel
Once the vacuum holds, continue the evacu-
ation process.

If the A/C system is known to be heavily

contaminated, it should be recharged and
the fresh charge then recovered. Evacuate a
second time. If necessary, repeat recharging
and evacuating several more times until the
system is clean.

96
 A/C Refrigerant System Service

Refrigerant Recycling
Moisture indicator
During the evacuation process, the refriger-
ant is recycled and is pumped continuously
through the filter/drier. No special action is
required for this to take place as long as the
unit tank valves are open. Observe the sight
glass and moisture indicator. The color of the
indicator must show that the refrigerant has
been dried. If not, the filter/ drier must be
replaced. ACR4 control panel

Replacing PAG Oil Follow instructions for the equip-

ment you are using to inject fresh
Once the system has been evacuated, it is
oil. Most charging equipment will
ready to be recharged with refrigerant. If any use the vacuum created during
oil was recovered, it must be replaced at this the evacuation process to draw
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time before recharging can begin. oil into the refrigerant system. Do
not add too much oil!
Do not attempt to add oil to a system that is
pressurized. The pressure will blow the oil
out of its container.
PAG oil
Take care not to let the oil container run out storage
of oil. If this occurs, air will be drawn into
the refrigerant system and evacuation will PAG oil
again be necessary. injection
valve
Always keep oil containers tightly sealed.
PAG oil absorbs moisture rapidly. Any con- PAG oil
tainer of PAG oil that is left open must be bottle
discarded and must not be used.
Remember, PAG oil cannot be disposed or
combined with waste petroleum based oils.

Volkswagen specifies more than

one type of PAG oil. Be sure to
properly identify the compressor
used in the system and consult
the service information for the
correct oil. ACR4 rear panel

97
 A/C Refrigerant System Service

Recharging

A/C refrigerant systems can be recharged by

Do not attempt to charge an A/C either pumping refrigerant into them or by
refrigerant system through the allowing the A/C system compressor to draw
high side service valve with the the refrigerant gas into the low side of the
engine running and the A/C com- system.
pressor engaged. The high pres-
sures developed may cause the The ACR4 and similar R-134a service equip-
service hoses or charging equip- ment pumps liquid refrigerant into the sys-
ment to burst! tem with engine and A/C OFF. Liquid refrig-
erant is always introduced on the HIGH SIDE
ONLY to avoid the possibility of it getting
Do not attempt to pump liquid into the compressor. When recharging, the
refrigerant into the low side with service station operating instructions usually
the engine running and the A/C require the low side valve on the control
compressor engaged. Liquid
panel to be closed.
refrigerant will cause hydro-lock
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and damage to the compressor.

Refrigerant charge quantity is determined by

weight. The amount of refrigerant charge
required is listed on a label in the engine
compartment and also in the service infor-
mation.

Check the service station unit tank to be

sure that hoses are not stretched and that
the tank rests squarely on its base. The scale
weighing the refrigerant is under the unit
tank.

The unit tank must contain sufficient refriger-

ant to charge the system. Procedures for
checking the amount of refrigerant in the
unit tank are in the operating instructions.

Enter the desired refrigerant weight on the

charging equipment keypad. Be sure the unit
tank valves, high side quick connect coupler
valve and high side gauge valve are open.
Also verify that the low side valves are
closed.

98
 A/C Refrigerant System Service
As refrigerant is pumped from the tank, the
tank weight decreases. The charging process
will stop when the weight of refrigerant High side
charged equals the amount programmed. hose (only)

Make sure that nothing alters the weight of

the unit tank while charging is taking place.
Do not place anything on top of the tank and
do not lean against it. Do not move or jar the
machine. Any change in the measured Low side hose
weight of the unit tank that does not come (do not use)
from charging the A/C system will cause an
incorrect quantity of refrigerant to be
pumped into the system. An incorrect Unit tank scale
charge amount can cause A/C system perfor- (do not disturb
mance problems or component damage. tank during
recharging)
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After charging is complete, the service infor-

mation requires that the compressor shaft
be rotated hand at least ten revolutions. This
will assure that no liquid refrigerant is in the
compressor. ACR4 rear panel

Start the engine with the A/C off. Allow the

engine idle to stabilize, turn the A/C on and
allow the engine to idle for two minutes.
Refrigerant and oil will circulate throughout
the system.

Performance test the A/C system as

described in the service information to check
for proper function.

When charging has been completed and the

system performance verified, close the high
side service valve on the quick connect cou-
pler and remove the hose from the fitting.
Recover the refrigerant from the hoses and
close the valves on the control panel and
unit tank.

99
 A/C Refrigerant System Service

A/C System Flushing

The Repair Manual provides instructions for

flushing the refrigerant system using com-
pressed air and Nitrogen. System flushing
may be necessary if:
• PAG oil is contaminated
• Too much oil or unknown quantity of oil is
in system
• Moisture or dirt has entered system
• Refrigerant system has been left open
• Compressor is replaced due to internal
damage
• Certain components are replaced
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Components that can be flushed: Follow recommendations for system flushing

condenser, evaporator, lines and hoses in the Repair Manual.
• All components must be removed from
the system before flushing. Do not blow
compressed air into a closed system or
into a component that is not open at both
ends.

• Use compressed air to flush oil and dirt

and dry the component using Nitrogen.
• Always use pressure regulators for
compressed air and Nitrogen.
• Replace any components heavily
contaminated or having deposits that
flushing cannot remove.
• Do not blow compressed air or Nitrogen
through the compressor or restrictor.
• After flushing, always replace the accu-
mulator and restrictor, and on expansion
valve systems, replace the receiver/dryer.
Components which must be replaced
after flushing: receiver/dryer,
accumulator, restrictor

100
 Review Questions

Review Questions - A/C Refrigerant

System Service

1. To open the refrigerant system to 3. The purpose of the oil catch

the recovery equipment, the bottle on the ACR4 is:
knobs on the quick disconnect a. to determine how much oil has
couplers: been removed from a refrigerant
a. screw or thread onto the service system.
fittings. b. to change the oil in the high
b. are turned counterclockwise after vacuum pump.
connecting to the service fittings. c. to recover used oil to put back
c. are turned clockwise after into the refrigerant system when
connecting to the service fittings. it is recharged.
d. are turned clockwise before d. to lubricate the recovery pump.
connecting to the service fittings.
4. The low side gauge reading rises
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2. One indication that the filter/drier from 17 in. Hg to a positive pres-

cartridge on the ACR4 needs to sure five minutes after the refrig-
be replaced is that: erant had been recovered from a
a. the machine has been in use for system. What is the most likely
six months. reason for this?
a. There is a leak in the system.
b. the unit tank is full of recycled
refrigerant. b. Liquid refrigerant is boiling off in
the system.
c. The beeper on the control panel
goes off. c. Ambient temperature is rising.
d. The moisture indicator doesn't indi- d. Ambient temperature is dropping.
cate that the refrigerant has been
dried. 5. What is the main purpose of
evacuating a system?
a. To remove air from the system.
b. To remove old oil from the system.
c. To boil off and remove water from
the system.
d. Both A + C

101
 Refrigerant System Performance Testing

Refrigerant System Performance

Testing

Radiator Condenser An A/C system performance test should be

conducted to verify a customer complaint of
poor cooling performance and also to verify
that repairs have corrected a cooling perfor-
mance problem.

Remember, the A/C system MUST be

mechanically OK before condemning any
controls or electronics.
Air guides
The exact procedures may differ from model
to model but in general all performance test-
ing includes the following steps.
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Visual Inspection:
• Check the condenser and radiator. The
cooling fins must be clean and unob-
structed.
• Check the air guides to be sure they are
in place and all air flow is directed
through the condenser and radiator
• Check the drive belt for the A/C
compressor for condition and proper
tension
• Dust and pollen filter must be clean

Test Conditions:
• Engine at operating temperature
• A/C clutch engaged
• Radiator coolant fan running
1999 Golf/Jetta dust and pollen filter
• Hood closed
• Engine running at 2000 RPM during test

102
 Refrigerant System Performance Testing

Manual A/C or Climatronic Control

Settings:
• Temperature control to lowest setting
• Fresh air/recirculation control to recircula-
tion mode
• Fresh air blower to highest speed
Climatronic control head
• Air discharge to the center vents

Check the following:

• Ambient air temperature
• Temperature of air coming from the
center vents

Compare the measured temperatures with

the graph in the service information. If the
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specified temperatures are not obtained, fol-

low the diagnostic procedures to determine
the cause of the poor cooling condition. Vent temperature ˚C (˚F)
˚C (˚F)
Conclusion 8 (46)
7 (45)
Remember, the A/C system performance 6 (43)
5 (41)
test can be performed:
4 (39)
• At the beginning of a diagnostic 3 (37)
sequence for a poor cooling complaint 2 (36)
1 (34)
• To verify performance after repairs
0 (32)
• As a quality check for normal A/C system 15 (59) 20 (68) 25 (77) 30 (86) 35 (95) 40 (104)
service Ambient temperature ˚C (˚F)

This performance test should be performed

any time the refrigerant system is recharged.

Typical vent temperatures only.

Always consult VESIS.

103
 Refrigerant System Diagnosis

Refrigerant System Diagnosis Air Distribution System

• Dust and pollen filter blocked
If the A/C System Performance Test shows
• Warm air leak from heater core
that the air temperature at the center vents
does not drop to acceptable values as speci- • Outside air in air stream
fied in the graph, diagnosis of the system is • Fresh air blower too slow or inoperative
needed. The problem may exist in any of the
• Air distribution flaps misadjusted
three subsystems of the heating and air con-
ditioning system. Isolating the problem to • Temperature regulation flap misadjusted
the correct subsystems can speed diagnosis • Flap motors, vacuum servos and linkages
and repair.
Electrical System & Controls
Possible causes are listed here under the
appropriate subsystem headings: • A/C compressor clutch
• A/C pressure switches
Heat Transfer System Diagnosis
• Electronic engine coolant temperature
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• Refrigerant charge too low thermal switch (manual A/C)

• Refrigerant leak • Engine coolant temperature sensor
• Refrigerant charge too high • Ambient temperature switch
• Too much oil in refrigerant • Outside air temperature sensor
• Moisture in refrigerant • Intake air duct temperature sensor
• Blockage in refrigerant circuit • A/C vacuum solenoids
• Restrictor too large or missing • ECM compressor cut-out signal
• Expansion valve defective • TCM kick down signal
• A/C compressor damaged or worn • Engine RPM signal
• A/C compressor control valve stuck • A/C clutch control module
• A/C compressor clutch slipping or not • A/C control head
engaging
• Wiring between electrical components
• A/C compressor drive belt slipping
• Radiator coolant fan not running
• Engine overheating
• Condenser dirty or blocked
• Evaporator blocked
• Evaporator "iced"

104
 Refrigerant System Diagnosis

Tools for Diagnosis

The Climatronic control system has On

Board Diagnostic (OBD) capabilities.

VAS 5051 Diagnostic Tool

The VAS 5051 tester has expanded OBD

functionality, trouble codes, diagnostic infor-
mation, a built in multimeter and two-chan-
nel oscilloscope. Some of the areas most
useful to the technician will be Test
Instruments, Vehicle Self Diagnosis and
Guided Fault Finding.
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VAG 1598 Test Box

Electrical testing of the Climatronic system

can also be performed using the VAG 1598
test box, harness adapters and a multimeter.

VAS 5051

Adapters

The adapters connect to wiring harness con-

nectors for making resistance and voltage
tests on the A/C electrical circuit compo-
nents and wiring.
• VAS 5255 for 2-pin connectors
• VAS 5256 for 2-pin connectors
V.A.G 1598

• VAS 5256/1 for 2-pin connectors

• VAS 5257 for 3-pin connectors V.A.G. 1598 A
• VAS 5258 for 4-pin connectors

105
 Refrigerant System Diagnosis

Manifold Pressure Gauges

VESIS and the service information lists pres-

sure specifications for the refrigerant system
high side. Both operating pressures and stat-
ic pressures are included. Manifold pressure
gauges can determine charge quantity, high
side pressures and temperatures and the
condition of the refrigerant circuit and com-
ponents.

Pressure gauges built into the service sta-

tion can be used for this diagnosis as well as
service.

Dial Thermometer

The A/C system performance test requires

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the use of a dial thermometer to measure

the instrument panel center vent air temper-
ature. It can also be used to make ambient
temperature readings. Comparing measured
temperatures with service information speci-
Dial thermometer fications can help to determine system per-
formance.

Hand Vacuum Pump

Vacuum servos are used for the fresh air/

recirculation flap and engine coolant shutoff
valves on some models. The hand vacuum
pump can be used to check the operation of
servos, vacuum lines and solenoids. It can
also be used as a vacuum gauge for check-
ing source vacuum and applied vacuum.

Hand vacuum pump

106
 Refrigerant System Diagnosis

Digital Multimeter (DMM)

The Fluke 83 Digital Multimeter is recom-

mended for electrical testing of the
Climatronic System and manual A/C electri-
cal circuits. The DMM can be used to mea-
sure voltage, resistance and current.

Digital multimeter
US1122 Sensor Tester - Hot & Cold

This tester uses the shop's compressed air

supply to blow hot air from one end of the
tester and cold air from the other. This is
useful to test the operation of the tempera-
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ture sensors for the Climatronic System.

The tester is manufactured by Kent-Moore

and is commonly referred to as a Choke
Tester.

Choke tester
Refrigerant Leak Detectors

New electronic refrigerant leak detectors are

available that can be used for both R-134a
and R-12 refrigerants. Older R-12 leak detec-
tors will not work on R-134a systems, and
the new detectors can detect smaller refrig-
erant leaks than the old ones.

Leak tracing dyes are also available that can

be added to the refrigerant charge. If a leak
is present, the dye will be visible when
viewed under an ultraviolet light and can
help pinpoint the source of the leak. Electronic leak detector

107
 Refrigerant System Diagnosis

Service Information and Wiring

Diagrams

With your understanding of A/C system

operation, and available service information,
wiring diagrams and the tools listed above,
you should be able to isolate the cause of
A/C performance complaints.

Begin any diagnosis by checking the DTC

memory, repairing those malfunctions first.
The Repair Manual or Volkswagen Electronic
Service Information System (VESIS) will
guide you through diagnosis and provide
specifications necessary to locate the cause
of the problem.
R-134a Refrigerant pressure vs. temperature
Troubleshooting
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If the A/C System Performance Test verifies

a customer complaint of poor cooling and
there are no DTCs in memory, you may be
able to locate the cause of the complaint by
checking A/C system refrigerant pressures.

Static refrigerant pressures are dependent

on ambient temperature (remember the ear-
lier discussion of temperature and pressure
relationships and refer back to Heating and
Air Conditioning Basics).

The static pressures and temperatures table

can help determine if a refrigerant system
has an adequate charge.
Running A/C pressures and temperatures table The table for system operating pressures
(for reference only)
and temperatures can also be used to diag-
nose refrigerant system problems.

108
 Refrigerant System Diagnosis

Using A/C System Pressures to

Diagnose Performance Complaints

Current production Volkswagen models have

both high and low side service ports. Refer
to VESIS or service information for low and
high side pressure specifications. Diagnostic
procedures based on evaluation of high and
low side pressures are also included.

A summary of pressure conditions and possi-

ble causes are described in this section.

These are typical pressures only.

Variable displacement compres- High side Low side
sors can compensate for some service valve service valve
faults and conditions and display Passat
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near-normal pressures. Refer to

Refrigerant Pressures and
Temperatures Checking tables,
and set the A/C system controls
to the conditions listed in the ser-
vice information.

Condition 1: High pressure remains at

static pressure and increases only
slightly, low pressure drops quickly to
suction pressure.

This usually indicates a low refrigerant

charge.
• Check for leaks.
• Check for discharge from pressure relief
valve.
• Repair leaks.
• Find and correct cause of pressure
release.
• Recover and recharge refrigerant. Low refrigerant charge

109
 Refrigerant System Diagnosis

Condition 2: High pressure increases

only slightly above static pressure,
low pressure drops only slightly
below static pressure

Condition indicates a faulty compressor.

• Recover refrigerant.
• Flush with compressed air and Nitrogen.
• Replace A/C compressor, evacuate and
recharge system.

Condition 3: High and low pressures

A/C compressor faulty normal. After a period of time, high
pressures rise above specified value,
low pressure drops below specified
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value

Moisture in system, restrictor or expansion

valve icing.
• Recover and recycle refrigerant.
• Flush with compressed air and Nitrogen.
• Replace accumulator and restrictor, or
receiver dryer and expansion valve.
• Recharge system.

Moisture in system, restrictor ices up

110
 Refrigerant System Diagnosis

Condition 4: Low pressure too low,

low pressure switch shuts off com-
pressor, proper cooling performance is
obtained when system operates

Low pressure switch faulty.

Compressor faulty.
• Check switching pressure of low pres-
sure switch.

If switching pressure is OK:

• Recover refrigerant.
• Flush system with compressed air and
Nitrogen. Low pressure switch faulty
• Replace A/C compressor, evacuate and
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recharge.

Condition 5: Low pressure too low,

low pressure switch shuts off com-
pressor, proper cooling performance is
not obtained when system operates

Low refrigerant charge

• Check for refrigerant leaks.
• Check switching pressures of low
pressure switch.
• Replace switch if faulty.

Low refrigerant charge

111
 Refrigerant System Diagnosis

Condition 6: Low pressure too high,

high pressure normal or increases
above specified value

System is overcharged
• Recover refrigerant 200 grams at a time,
recheck system pressures.

If high and low pressures are normal:

• Recover, evacuate and recharge system.

If high and low pressures are still not cor-

rect:
System is overcharged • Compressor is faulty, replace.
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Condition 7: Low pressure normal,

high pressure normal, proper cooling
performance is not obtained

Too much refrigerant oil in system

• Recover refrigerant.
• Flush system with compressed air and
Nitrogen.
• Evacuate and recharge system.

Too much oil in system

112
 Appendix 1: Application Table

VW HVAC Equipment Matrix

Evaporator Temperature Switch

(Replaced by ECT –G62- signal

Refrigerant Shut-Off Valve for

A/C Cut-Out Thermal Switch
VW

Ambient Temp. Switch

High Pressure Sensor

A/C Pressure Switch
(Manual A/C only)

2nd Evaporator
to ECM)
Model and Year System Compressor E33 F38 F129 F163 G65 N43
Type Type

A3 Expansion Valve Sanden X X X X

Golf/Jetta/GTI variable (up to (some
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displacement 07/93) engines)

1993-1999
A4 Expansion Valve Sanden X X X X
Golf/Jetta/GTI variable (or (to 05/99) (or
displacement G65) F129)
1999> SD7-V16
or
Zexel
DCW-17D
Cabrio Expansion Valve Sanden X X X
1995> variable (up to (some
displacement 07/93) engines)
New Beetle Expansion Valve Sanden X X
1998> variable (or (or
displacement G65) F129)
SD7-V16
Passat B4 Expansion Valve Sanden X X
1993-1997 variable
displacement
Passat 2.8 Restrictor Denso X X X
1998> 7SB-16C (or (or
G65) F129)
Passat 1.8T Restrictor Zexel X X
1998> Variable (or (or
Displacement G65) F129)
DCW-17D >10/00
or
Denso
7SB-16C 10/00>
Passat W8 Restrictor Denso X X
2002 w/N280
No clutch
7SEU16
Eurovan Expansion Valve Sanden X X X
1997> variable (W/2nd
displacement evap)
Eurovan Expansion Valve Sanden X
1993-1996 fixed
displacement

113
 Appendix 2: Glossary

Glossary

Accumulator - Refrigerant reservoir in Change of State - Change in physical char-

restrictor A/C systems. Receives vapor and acteristics of matter. There are three com-
liquid refrigerant from evaporator to prevent mon states of matter: solid, liquid and gas.
liquid from reaching the compressor.
Contains desiccant to remove moisture. Chlorofluorocarbon - A family of chemicals
containing Chlorine and shown to cause
Ambient Air - Outside or surrounding air. ozone depletion. Refrigerant R-12 is a chlo-
rofluorocarbon.
Ambient Temperature Switch - Outside air
temperature sensing switch that prevents Clutch - Electromagnetic device to connect
A/C operation when outside temperatures or disconnect compressor pulley and com-
are too low. pressor shaft to the engine drive belt.

Atmospheric Pressure - Air pressure at a Clutch Pulley - Part of clutch assembly driv-
specific altitude - at sea level, atmospheric en by belt at all times. The pulley freewheels
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pressure is about 14.7 psi. when the clutch is disengaged.

Axial Compressor - Compressor with pis- Cold - Absence of heat.

tons that reciprocate in parallel to the com-
pressor shaft. All current Volkswagen models Compressor - Refrigerant pump that circu-
use axial piston swash plate or wobble plate lates and increases the pressure of refriger-
compressors. ant vapor.

Blower Fan - Fan that forces air past evapo- Condensation - Change of state from vapor
rator and heater core to circulate air in the to liquid. Gases condense when giving up
passenger compartment. Latent Heat.

Boiling Point - Temperature at which a liquid Condenser - A/C system heat exchanger
changes state from liquid to vapor. This tem- where hot, compressed refrigerant releases
perature changes with changes in air pres- heat and condenses from a vapor to a liquid.
sure.
Conduction of Heat - Ability of heat to travel
British Thermal Unit - Also BTU. The unit of within a substance.
heat energy. The amount of heat required to
raise the temperature of one pound of water Convection - Transfer of heat caused by cir-
one degree F. culation of a vapor or liquid.

Celsius - Temperature scale: 0°C is freezing Density - Weight or mass of a given volume
point, 100° C is boiling point for water. of a gas, liquid or solid.

CFC - See Chlorofluorocarbon. Desiccant - Chemical which removes and

holds moisture from refrigerant.

114
 Appendix 2: Glossary
Discharge Air - Air leaving vent outlets. HFC - See Hydrofluorocarbon.

Discharge Line - Refrigerant high side line HFC-134a - Also R-134a. Refrigerant chemi-
connecting the compressor to the con- cal designed to replace R-12. R134a does
denser. The compressor outlet line. not deplete the ozone layer.

Discharge Pressure - Pressure of the refrig- Heat - Energy of motion. All substances
erant as it leaves the compressor. High-side above absolute zero contain heat.
pressure.
Heat Load - A measure of the amount of
Evacuate - To pump down the A/C system heat the A/C system needs to remove from
to a deep vacuum of at least 29 in.Hg. to the passenger's compartment. Increased
remove air and moisture. heat load will raise the temperature of the
refrigerant leaving the evaporator.
Evaporation - Change of state from liquid to
vapor. Liquids evaporate when absorbing Heater Control Valve - Device for control-
Latent Heat. ling the flow of coolant to the heater core.
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Evaporator - A/C system heat exchanger Heat Exchanger - Device for transferring
where liquid refrigerant takes on Latent Heat heat from one object to another, based on
and evaporates to change state from a low the principle that heat will always travel from
pressure liquid to a vapor. the hotter object to the cooler.

Expansion Tube - See Restrictor. Hg - Chemical abbreviation for Mercury.

Used when referring to vacuum (inches of
Expansion Valve - Valve that senses evapo- Mercury).
rator temperature and pressure to regulate
the amount of refrigerant metered into the High Pressure Lines - Lines between com-
evaporator. pressor outlet and expansion valve or restric-
tor inlet that carry high pressure refrigerant.
Fahrenheit - Temperature scale: 32°F is
freezing point, 212° F is boiling point for High Side - Pressure of the refrigerant as it
water. leaves the compressor. Same as Discharge
Side.
Fixed Orifice Tube - See Restrictor.
Humidity - Moisture in the air.
Flush - Removal of particles and sludge by
running a solution through the lines and Hydrofluorocarbon - A family of chemicals
components. that do not deplete Ozone like
Chlorofluorocarbons. Refrigerant R-134a is a
Freezing Point - Temperature at which a liq- hydrofluorocarbon.
uid changes state to solid.
H Valve - A type of Expansion Valve used by
Gas - The state of a material which does not Volkswagen. When lines are attached it has
have a specific volume or shape. A vapor. an "H" shape.

115
 Appendix 2: Glossary
Inches of Mercury - Unit of measure for Ozone - A molecule of three Oxygen atoms
vacuum. (O3). At lower levels in the atmosphere,
Ozone causes photochemical smog, but in
Latent Heat of Condensation - Amount of the upper atmosphere, Ozone acts as a
heat given off to change a vapor to a liquid, shield against ultraviolet radiation.
without actually decreasing the liquid's tem-
perature. Performance Test - A/C system test under
controlled conditions to check temperatures
Latent Heat of Evaporation - Amount of and efficiency.
heat required to change a liquid to a vapor,
without actually increasing the liquid's tem- Polyalkylene Glycol - Also PAG. Type of
perature. lubricating oil used with R-134a systems.

Liquid - The state of a material which has a Potentiometer - A three-wire variable resis-
specific volume but does not have a specific tor, with Ground, reference and signal volt-
shape. age connections.

Liquid Line - A/C lines between the con- Pressure - Force per unit of area. Refrigerant
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denser outlet and the expansion valve or pressure is typically measured in pounds per
restrictor inlet. Refrigerant in these lines is a square inch (psi).
liquid.
R-12 - Dichlorodifluoromethane. Trade name
Low Pressure Cutout Switch - Disengages FREON.- This refrigerant was used prior to
compressor clutch when system pressure R-134a. It was phased out because it is a
drops too low. CFC and deteriorates the ozone layer.

Low Side - Pressure of the refrigerant as it R-134a - Tetrafluoroethane. Trade name

enters the compressor. Same as Suction SUVA. It is an HFC refrigerant that replaced
Side. R-12 and is currently in use.

Magnetic Clutch - See Clutch. Radiation - Passage of heat through air or

space. Heating occurs when these waves
Manifold Gauge - Pressure gauges and contact an object.
manifold with control valves used to mea-
sure system pressures. Receiver Dryer - Combination device for
storing liquid refrigerant and removing mois-
NTC - Negative Temperature Coefficient. ture.
Electrical resistance decreases with increas-
ing temperature. Reciprocating Compressor - Compressor in
which pistons travel back and forth in the
Overcharge - Too much refrigerant in the cylinders.
system.
Recovery - The process of removing refriger-
ant from the A/C system and capturing it for
reuse.

116
 Appendix 2: Glossary
Recycle - Filtering and removing moisture Suction Pressure - Pressure of the refriger-
and contaminants from recovered refrigerant ant as it enters the compressor. Low-side
prior to reuse. pressure.

Reed Valves - One-way valves made from Suction Side - See Low Side.
leaves of thin steel sheet. They are located in
the A/C compressor cylinder head and con- Temperature Sensor - Temperature-sensi-
trol the direction of refrigerant flow. tive device which outputs a signal voltage in
proportion to the measured temperature.
Resistor - Device used in electrical circuits
such as blower motors for dropping voltage. Thermostatic Expansion Valve - See
Expansion Valve.
Restrictor - Fixed orifice that meters refrig-
erant flow into the evaporator. Also called Ultraviolet radiation - Solar radiation from
Fixed Orifice Tube or Expansion Tube. low end of the spectrum. Known to cause
skin cancers, cataracts, reduce crop yields
Schrader Valve - Spring-loaded valve similar and kill certain varieties of plankton and lar-
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to a tire valve to hold refrigerant in the A/C vae in the oceans.

system at the service ports.
Undercharge - A system low on refrigerant.
Sensible Heat - Heat energy that causes a
substance to change temperature without Vacuum - A pressure below atmospheric
changing state. pressure; a negative pressure.

Service Port - Fittings to permit access to Vacuum Pump - Mechanical pump which
service the A/C system. Usually there are can create a deep vacuum of at least 29
High Side and Low Side Service Ports. in.Hg. in the A/C system. Used to remove all
air and moisture.
Servo Motor - Vacuum or electric motor
used to position air control flaps in the air Vapor - A gas, usually used when referring
distribution box. to the gaseous state of refrigerant or water.

Sight Glass - A transparent window in the Variable Displacement Compressor - A

liquid line to aid in determining the level of compressor which can change its output vol-
refrigerant charge in the system. ume.

Solid - The state of a material which has a Water Valve - See Heater Control Valve.
specific volume and shape.

Stratosphere - Upper level of the earth's

atmosphere.

Suction Line - Refrigerant line between the

evaporator outlet and the compressor inlet.

117
 Appendix 3: Quiz Answer Key
Review Questions - Personal Safety, Review Questions - Electrical System &
Environmental and Legal Responsibilities Controls (page 64)
(page 10)
1 B
1 D
2 D
2 C
3 C
3 B
4 B
4 C
5 D
5 A
Review Questions - Climatronic (page 83)
Review Questions - Heating and Air
1 C
Conditioning Basics (page 19)
2 D
1 C
3 B
2 A
4 D
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3 D
5 D
4 A
5 D Review Questions - A/C Refrigerant
System Service (page 101)
Review Questions - Heat Transfer
1 C
System (page 47)
2 D
1 B
3 A
2 A
4 B
3 D
5 D
4 B
5 C

118
 Final Exam Instructions
An on-line Knowledge Assessment (exam) is available for this Self-Study Program.

This Knowledge Assessment may or may not be required for certification. You can find this
Knowledge Assessment under the Certification tab at:

www.vwwebsource.com

For assistance please call:

Certification Program Headquarters

1-877-CU4-CERT (1-877-284-2378)
(8:00 a.m. to 8:00 p.m. EST)
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Or email: [email protected]

119
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Volkswagen of America, Inc.

3800 Hamlin Road
Auburn Hills, MI 48326
Printed in U.S.A.
June 2002