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Removal and Installation NOTE: If an A/C evaporator core leak is suspected, the A/C evaporator core must be leak tested before it is removed from the vehicle. For additional information, refer to Component Tests in Section 412-00. NOTE: Installation of a new suction accumulator is not required when repairing the air conditioning system except when there is physical evidence of system contamination from a failed A/C compressor or damage to the suction accumulator. 1. Recover the refrigerant. For additional information, refer to Section 412-00. 2. Remove the instrument panel. For additional information, refer to Section 501-12. 3. Remove the junction box splash shield, if equipped. 4. Disconnect the cable ends. 5. Remove the junction block bracket. 1. Disconnect the electrical connector. 2. Remove the screws. 3. Detach the pin-type retainers and remove the junction block bracket. 6. Using suitable tools, clamp off the heater core inlet and outlet hoses. 7. Gently push each heater hose towards the heater core, compress the clip, and disconnect the heater hoses from the heater core. For additional information, refer to Section 412-00. 8. Disconnect the refrigerant spring lock couplings from the evaporator inlet and outlet. For additional information, refer to Section 412-00. 9. Remove the screw and the RH demister adapter. 10. Remove the screws and remove the defroster duct and LH demister adapter as an assembly. 11. Remove the nut. 12. Remove the nut. 13. Disconnect the vacuum line from the parking brake release solenoid. 14. Disconnect the vacuum connector from the panel/floor vacuum control motor. 15. Disconnect the vacuum line. 16. Remove the screw. 17. Remove the screw. 18. Remove the nut.

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Inspection and Verification 1. Verify the customer’s concern by operating the climate control system to duplicate the condition. 2. Inspect to determine if one of the following mechanical or electrical concerns apply: Visual Inspection Chart Loose, missing or damaged A/C compressor drive belt. Loose or disconnected A/C clutch. Loose, misrouted or damaged vacuum lines. Broken or leaking vacuum control motora Discharged A/C system. Broken or leaking refrigerant lines. a a A leak in the vacuum control circuit may occur during acceleration (slow leak), may exist at all times (large leak), and may exist only when specific functions are selected (indicating a leak in that portion of the circuit). The vacuum hoses used in the passenger compartment control circuit are constructed from PVC plastic material. The vacuum hoses used in the engine compartment are constructed of Hytrel®. Because of the materials used, never pinch the vacuum hoses off during diagnosis to locate a leak. A wood golf tee can be used as a plug when it is necessary to plug one end of the vacuum hose for leak test purposes. 3. If the inspection reveals obvious concern(s) that can be readily identified, service as required. 4. If equipped with the electronic automatic temperature control system, go to Step 6. 5. If equipped with a manual A/C system, determine the symptom and go to the Symptom Chart. 6. If the concern remains after the inspection, connect the Rotunda New Generation Star (NGS) Tester to the data link connector (DLC) located beneath the instrument panel to carry out the DATA LINK DIAGNOSTICS test. If the NGS responds with NO RESPONSE/NOT EQUIPPED for the electronic automatic temperature control module, GO to Pinpoint Test A. If the DATA LINK DIAGNOSTICS test is passed for the electronic automatic temperature control module, retrieve the continuous DTCs and execute the Self-Test Diagnostics for the electronic automatic temperature control module to retrieve the current DTCs. Mechanical Electrical Open fuses. Blower motor inoperative. A/C compressor inoperative. Circuitry open/shorted. Disconnected electrical connectors. 7. If the self-test is passed and no DTCs are retrieved, go to the Symptom Chart to continue diagnostics. 8. If DTCs are retrieved, go to the Electronic Automatic Temperature Control (EATC) Module Diagnostic Trouble Code (DTC) Index to continue diagnostics. 9. If the electronic automatic temperature control module cannot be accessed by the NGS, GO to Pinpoint Test A. Electronic Automatic Temperature Control Module Self-Test The EATC module self-test will not detect concerns associated with data link messages like engine coolant temperature or vehicle speed signals. A NGS tester must be used to retrieve these concerns. The EATC module self-test will detect concerns in the system control functions and will display hard diagnostic trouble codes (DTCs) in addition to intermittent diagnostic trouble codes for concerns that occur during system operation. The vehicle interior temperature should be between 4-32° (40-90°F) when performing the self-test. If the temperatures are C not within the specified ranges, false in-car temperature sensor DTCs will be displayed. The self-test can be initiated at any time. Normal operation of the system stops when the self-test is activated. To enter the self-test, press the OFF and FLOOR buttons simultaneously and then press the AUTOMATIC button within two seconds. The display will show a pulse tracer going around the center of the display window. The test may run as long as 30 seconds. Record all DTCs displayed. If any DTCs appear during the self-test, follow the diagnostics procedure given under ACTION for each DTC given. If a condition exists but no DTCs appear during the self-test, refer to the Symptom Chart Condition: The EATC System Is Inoperative, Intermittent or Improper Operation. To exit self-test and retain all intermittent DTCs, push the blue (cooler temperature) button. The control will exit self-test, retain all intermittent DTCs and then turn OFF (display blank). To exit self-test and clear all DTCs, press the DEFROST button. The vacuum fluorescent display window will show 888 and all function symbols for one second. Then, the EATC control assembly will turn OFF (display blank) and all DTCs will be cleared. Always exit the self-test before powering the system down (system turned OFF). Intermittent DTCs will be deleted after 80 ignition switch ON cycles after the intermittent condition occurs.

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1. If equipped, remove the floor duct panel. Remove the two plastic push pins (one each side) and release the expander clip. 2. If equipped, remove the floor console. For additional information, refer to Section 501-12 . 3. Remove the RH instrument panel brace. 1. Remove the lower nut. 2. Remove the upper bolt. 3. Remove the brace. 4. Remove the LH instrument panel lower nut and position brace aside. 5. Remove the floor duct. 1. Remove the two screws (one each side). 2. Remove the floor duct. 6. NOTE: Rotate the vacuum control motor to disconnect the vacuum control motor rod from the panel/floor door. Remove the panel/floor door vacuum control motor (18A318). 1. Disconnect the vacuum line connector. 2. Remove the panel/floor door vacuum control motor screws. 3. Slide the rod out to the door and remove the panel/floor door vacuum control motor. 7. Remove the electronic actuator. 1. Disconnect the electronic actuator electrical connector. 2. Remove the three actuator screws. 3. Pull down to release the actuator shaft and remove the electronic actuator.

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NOTE : The vacuum hoses cannot be removed individually. Vacuum Control Solenoid – (Solenoid Valves) : The solenoid valves open and close the vacuum lines from the vacuum bells used to control the shutters, in response to electrical signals from the microprocessor. The few vacuum hoses which are installed are securely clamped, eliminating the risks of interchanging and pinching the hoses Heater Replacement Note: This procedure shows the 940 model. The 960, S90 and V90 models are similar. Disconnect battery ground lead. The following operation applies only to replacement of the heater:

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1. Unscrew vacuum control valve on injection pump. 2. Remove vacuum control unit after loosening 4 fastening screws. Installation 3. Bolt vacuum control unit to governor cover, using 2 new gaskets (1). Make sure that connecting rod of vacuum control unit latches onto control rod. Shop Made Tool
Gauge for cutting-off rear radial sealing ring Refer to image below
NOTE: The radial sealing ring is graphite gray similar to that in other diesel engines.
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