AC REFRIGERANT SUPER HEAT & SUB COOLING WITH REFRIGERANT CHARGE EXPERIMENTATION
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- Опубліковано 25 сер 2024
- On some vehicles, temperatures and pressures don’t change a lot between a variety low refrigerant charge Ann A correct refrigerant charge
Different make model vehicles, respond differently, depending on the software that is used in the vehicle to control the system .
in the evolution of my watching your videos ( hundreds) I have progressed to a point where I am now focusing on learning what you have to say about SH & SC. those 2 values helped me properly diagnose my own vehicle ( with my brand new SMAN480V). BTW it is still cooling great !! This video is exactly what I hope to see as you continue to help those of us that did not receive enough good training. Thanks again for taking the time during your busy days of actually repairing cars and sharing your knowledge!!
If you research the search term ( refrigerant stacking )
And then put in the names of the UA-cam channels
Love2HVAC
AC service LLC
HVAC School
Anyone of these three reference Greg from AC service LLC, or Ty from Love to HVAC and Brian or from HVAC School
If you watch their videos about refrigerant stacking
Stacking, refrigerant in the condenser for subcooling
And then they have separate videos for stacking refrigerant in the evaporator for orifice tube systems with accumulators .
Between the three of these gentlemen channels, and watching each one of their videos, explaining it a little bit differently, and explaining it with a little bit different details, and explaining it with different items, descriptions, you’ll be taken to a new level of understanding .
👍
By the way, did you get the notification about the Facebook group Automotive HVAC technicians
I have posted a lot of links going back the last two or three months to other descriptions channels and articles on air-conditioning. I have not listed on my UA-cam channel.
Great job Tom
Its recirculate mode not recycle...The terms “recirculate” and “recycle” have distinct meanings:
Recirculate:
Refers to the movement of something within a system.
Often done to maintain a specific environment or function.
For example, recirculating air within a room using a fan or recirculating water in a closed-loop system.
The focus is on internal circulation within a defined context12.
Recycle:
Involves breaking down and reusing component materials.
Applies to items like paper, plastic, or glass.
The recycling process collects, processes, sorts, and transforms materials into new products.
When something is labeled as “recycled,” it means it has already undergone this process13.
Remember, recycling contributes to sustainability, while recirculation maintains specific functions within a system.
So that’s why I got F’s and D’s in English all the time
so Tom,the sub cooling of 20 degrees to 50 degrees that a/c training materials always mention and super heat of 0 degrees a d 5 degrees for orfice tube system and 10 degrees super heat for expansion valve system do not mean anything ,i am wondering why they keep printing that in their books,even in ASE books.they do not realize keep repeating something wrong will not make it right. thanks for another educational clip.
This is what happens when uneducated old dinosaurs are allowed to be in charge of a company or information.
Even the dealerships keep repeating stuff occasionally I still come across stuff that was printed from the 70s or 80s with their temperature pressure charts that are completely wrong for today .
Even though I tell people to read the information, but I must tell them the information is not always right
But the only problem is we come back to lack of education in the first place, where they don’t even know the basics and the basics they were most likely taught were from 70 years ago .
I’ve always taken superheat and subcooling on every vehicle since I was a kid when my dad taught me
I’ve always use a micron gauge from the very first air-conditioning job. I did at 12 years old under my dad a micron gauge was the first thing that was hooked up that he taught me how to use. .
And he told me you always use it on every job. You never skipped this procedure. .
And as a child, not being raised in a commercial environment out in the real world with uneducated individuals who are in it for the money and how fast they can do it .
I only knew and was brought up doing it the right way precisely every time without exception, I knew no other way . The first eight years from 12 years old on I never worked around any other mechanics in a shop until I got my first job.
I only knew how to diagnose correctly
I only knew how to perform procedures on diagnosis. Following steps and trees..
I never knew, or even thought that there was individuals who just swap out parts, trying to fix fix something
My father taught me you do it once you do it right and you’re always 100% correct every time .
I never knew there are people who just guess at what’s needed
I never knew there were people out there who repair cars by what they feel or buy what they think should be done .
You could imagine my shock and awe when I entered the market 19 years old 20 years old with other technicians who are 12 years to 17 years, my senior in experience . I’ve never seen so many shortcuts, guessing and mistakes in my whole life within my first few months of working at my first job.
I didn’t know they hired idiots for managers and supervisors. I didn’t know that service writers were usually clueless technically and did not know how to communicate between the customer and translates the information from the customer to correctly. Tell the technician what to look for a problem. .
That usually led to miscommunication and improper diagnosis due to lack of communication .
Our industry is a septic tank .
Thank God, my father and grandfather raised me to know when it was time to fire your boss when they’re idiots
There was always the old saying technicians are a dime a dozen .
In reality, Bad, bosses, supervisors, and managers are less than a dime dozen. They’re like fleas on a junkyard dog. .
I guess if you’ve watched my videos, you’ve seen my superheat on certain vehicles be as high as 50 or 70° and as low as near 0° on the newer vehicles with electric compressors and heat pumps .
Cooling ranging somewhere between five and 7° usually up to 30° occasionally up to 40°
And now, with today’s variable displacement, compressors that we’re not available back when that literature was written
Variable speed, condenser fans that did not exist back when that material was written
And airflow is king
It will throw your superheat or subcooling all over the map .
Unless you’re lucky enough to be on the very hottest day that makes the variable displacement compressor run at 100% and makes the condenser fan run at 100%. You can start recording some numbers that will be pretty steady and repeatable but only every time you hit that certain ambient temperature for only that year make model vehicle car under those conditions. .
I haven’t released the video on an Audi. I had a problem with today that I seen something happen on a heat pump that I have never seen before on these Audi. I’ve done about 30 or 40 of them.
This one when you see the video published in a couple weeks you’ll know what I’m talking about .
I have to do some reading, and some learning .
I knew what was going on, but I just didn’t know how to control the controls on this Audi
And I did not know what the software, and a time intervals that might have been taking over, controlling everything behind the scenes .
We learn something new every day
I’m just a student learning .
hope one day you write a technical book and hopefully before i retire.@@coldfinger459sub0
That’s on my bucket list of to do items
Honda actually specifies what the pressure reading should be on the Low & High side which will vary depending on intake temp & humidity.
@ 90 degrees intake temp
Low side
28 PSIG 30% humidity
40 PSIG 80%
High side
245 PSIG 30%
295 PSIG 80%
Test conditions:
Place thermometer units recirculation inlet duct at the glove box
-Move the vehicle out of direct sunlight and let it cool down to the surrounding (ambient) temperature. If necessary, wash the vehicle to cool it down more quickly.
-The blower intake temperature must be at least 68 °F(20 °C).
-Open the hood.
-Open the front doors.
-Start the engine. Set the temperature control dial to Max Cool, the mode control button to Vent, and the recirculation button to Recirculate.
-Set the air conditioning button ON and the fan control dial to Max.
-Run the engine at 1,500 rpm.
-No driver or passengers in the vehicle.
11.To complete the high side (discharge) pressure/intake temperature chart:
-Mark the high side (discharge) pressure on the vertical line.
-Mark the intake temperature on the bottom line.
-Draw a vertical line from the intake temperature mark.
-Draw a horizontal line from the high side (discharge) pressure mark until it intersects the vertical line.
NOTE: The high side pressure and the intake temperature should intersect in the shaded area. Any measurements outside the area may indicate the need for further inspection.
12.To complete the low side (suction) pressure/intake temperature chart:
-Mark the low side (suction) pressure along the vertical line.
-Mark the intake temperature along the bottom line.
-Draw a vertical line from the intake temperature mark.
-Draw a horizontal line from the low side (suction) pressure mark until it intersects the vertical line.
NOTE: The low side pressure and the intake temperature should intersect in the shaded area. Any measurements outside the area may indicate the need for further inspection.
That’s great if you’re in a laboratory if it’s only at 68°F
But what about the rest of the world for the other 99.5% of time where the vehicle will not be taken to the shop on a 68° day under full direct sunlight
To use their gray shaded area of such wide parameters that’s basically useless
On a vehicle that has shitty air conditioning in the first place .
Pull the charge in about four minutes on my recovery unit give it about 120 seconds of vacuum since it’s never been exposed to the atmosphere and charge it up fully 100% with liquid refrigerant in about 30 seconds . DONE! ✅
They need a full spreadsheet, temperature to pressure to subcooling, and or superheat graft that can be followed by anybody in the field just like residential.
And a dedicated software to throw the system into a test mode using a software that compensates for the sensors of any ambient temperature and humidity within a given range, for example, 68° to 105°F
So any simple individual without much education can use their finger and just follow the left right move over to the right to correlate it to a drop-down from a temperature to come up to a specific superheater subcooling that anybody can follow and use instantly .
Like every manufacture of small higher in residential or larger commercial VRF, heat pumps and heat recovery units have .
What’s the problem with the automotive industry? . Too much worthless material provided.
@@coldfinger459sub0 Subcooling and Superheat will not work on automotive because the heat exchanger are hard to clean. Airflow on the condenser depends on how clean the radiator is. The only thing I like about Honda is that you can run AC diagnostic test system & sensor by holding several buttons. Control modules are plug & play and automatically relearn without
Older vehicles AC performance are much better because the under hood heat load from the radiator and catalytic converter is very low. The coolant thermostat is located where the upper radiator is connected. Only the top of the radiator is hot. The thermostat on newer cars are located at the bottom. That's why it takes forever to reach a normal operating temp. The coolant at the bottom of the radiator is @ 190 degrees. EVAP purging is a duty cycle on vehicles equipped with electronic throttle body. Old vehicles equipped with cable type throttle body don't purge EVAP on idle. Less heat from the stupid catalytic converter that burns fuel without producing power. Good for the environment 😄
@@w0lvez1 good for the environment that I will agree.
Because I lived and seen what our skies look like here in San Francisco Bay Area before the introduction of the very first catalytic converter
And then I got the witness and see after about 5 to 7 years of the introduction of Cadillac converters the guy started clearing up .
And by the time, 90+ percent of the old vehicles were in the junkyard, and everything was replaced with new EPA emission vehicles. We finally had clear blue skies again, and we can actually see the hillside and mountains from the freeway again. .
So yes, the EPA devices along the freeway routes have worked and you can see it clearly with your eyes
I was servicing my 2012 328i as it wasn’t cooling as well as a year ago when I bought it. I had a subcool of 23F and a superheat of 40F as I started, figured it needed more freon to bring the superheat down but the more I add the higher it goes even into the 70s so I stopped messing with the car. This goes against common theory that high SH means low freon? The car cools well even after this but just concerned about those numbers. Should I remove refrigerant from the system until it maybe evens out? I started all this game because I wanted to bring down evaporator temps to at least 4C at idle, I started at 11C and now I’m at 8C but with this dilemma
You never add refrigerant or top off
You just completely recover the refrigerant
And recharged by manufacturer specific weight
No guessing
@@coldfinger459sub0 well I was trying to avoid doing that and saw guys online working with those measures and the gauges but well I might have to do that
I'm also having issues with an aftermarket chiller install on my supercharged cadillac ctsv. That's what lead me to these videos. The vehicles cabin ac works great with it not plumbed in. Once it is, ac cabin vent temperature suffers greatly. Tips?
@@brandonwarren4614 usually, everybody under charges them.
And because different manufactures used different components and control them a little bit differently .
They all have similar to the same problem, but need to be handled differently compressors get burnt out sometimes .
The original variable displacement compressor should be replaced with a fixed piston conventional compressor.
Takes a lot of work and changing sensory positions and different settings to get them to work really good .
@coldfinger459sub0 which is sad because they're advertised as "works right out of the box!" Lol everything seems to work fine until the ambient temps get hot
@@brandonwarren4614 I even worked answering questions and guys trying to fix stuff who are the ones who design and make and sell some of these kits.
It has been very, very frustrating .
So many problems were discovered from the initial design .
I had one manufacturer on his prototype test vehicle install clear site glass
( Sporlan SeeAll )
Connected just before his expansion valve in in line on the liquid refrigerant line .
So he can attempt to charge up the refrigerant the old-fashioned way by site until the bubbles start disappearing .
On a hot day, using the glycol pump with a heat load and air conditioning on full inside all windows open kept charging refrigerant until the site class at the expansion valves were almost clear just a few tiny bubbles left .
That was when he got his best cooling.
He said it took an extra almost 2 pounds extra refrigerant to get there .
@coldfinger459sub0 I might know who you speak of. One system I had previously installed used that same method of charging. But, once again, when it got hot outside, the cabin ac suffered greatly so I removed it.
Now I'm "testing" out another manufacturer and seem to have the same result with only a few OZ above the stock fill weight of 1.2lb (19.2oz)
So very frustrating now that it's hot outside
@coldfinger459sub0 apparently my compressor is a fixed displacement and cannot be changed out