Join Date: Nov 2011
Location: Rocks of Bawn, nearby Pat Murphy's meadow.
Would be of the same mind as Anan1.
Keep in mind that "compressor running" means the armature has been pulled in by the electromagnetic coil, to make contact with the driven pulley face/ This armature is on the end of the crank.
Coil signal of course is based on thermostat demand (cabin air) and LPCO too ( low pressure cutout to prevent damage if loss of refrigerant)- so this may be a chicken-egg issue you had initially.
Check coild resistance with DVM for open circuit, if good then check voltage to coil via thermostat/LPCO. This will help decide if electrical v mechanical issue you have.
With a clean and vaccumed system down to 500microns level (close to 30" HG vaccum gauge) it may be possible to get from 50~80% of the HFC134a charge into the receiver -drier < reservoir tank> but to finish off, you generally need to get the compressor running, condenser fan(s) on and evap blowers moving air too..
Same principle applies to all HVAC - refrigeration and AC. I dont knw of any Vapour Compression HVACR system where you can weigh in 100% charge on a non running compressor.
Bear in mind that auto-air just takes a few ounces of refrigerant (few hundred grams) to begin with.
Give a shout to some of the 'fridgie' guys in the Transport Reefer industry there. Thermo King "Ballinlough' , Carrier , Sanden, MHI and Denso . They all use these same swashplate compressors on the van chillers. And yes, clutch pulley, armature, magnetic coils , bearing and seals may be serviced on most. TAMA Zexel, Denso and Sanden compressors are quite common. Clutches generally OGURA or Denso.
Last edited by Man of Aran; 04-07-2012 at 16:13.