R-134a has been with us for more than 10 years.

R-134a has been with us for more than 10 years, and could continue as the U refrigerant of choice for years to reach [i]or[/i] attain any place [i]or[/i] point if updated tools and service techniques are suitably implemented.

Just when you conception you had automotive a/c service figured revealed it's ready to enter an entirely strange era, with new equipment, of recent origin techniques and, in the nearest five years, apparently one or more recently made known refrigerants.

The chapters of the story have been unfolding each year at the convention and trade present to view of the Mobile Air Conditioning Society (MACS), and each time we look, the story looks to take some unexpected uses Last year we discussed the issue of refrigerant conservation, the moot points of recovery and accurate charging, and leak detection. Did we disentangle these problems for you?

Maybe not. if it be not that while there's good progress to report, a number of recently made known complications have entered the picture.

R-134a still strike one as beings to have a solid events to come in this country, but increasing demand and environmental touchs have led to a allotment of changes. The problems are mounting as fast as we can take notice of them, starting with the refrigerant itself.

Buying holy Refrigerant

Because many third-world countries have been converting from R-12 to R134a, demand is up and modern plants have been built in China. Questions have been raised about the purity of the refrigerant and the quality as delivered, particularly from China. in the way that what are we talking about?

While there are engineering standards for refrigerant purity, like as from the Airconditioning and Refrigeration Institute (ARI), as well as the recycling standards from the Society of Automotive Engineers (SAE), a poor production proces will consequence in unacceptably high levels of certain impurities, which can affect a/c connected view materials and pressures, and possibly create blockages. If impurities are kept below 40 parts by million, they're not a regard Also at issue is ingestion of moisture (should be beneath 10 ppm) and air (below 1%) the two of which are postproduction belong tos

You can't check for impurities or the air of moisture with a refrigerant identifier; a lab proof is required. And it takes a premium identifier to discover air of 2% and lower. However, if you periodically purchase a jug of bargain R-134a from other than the greatest in quantity trusted sources (which we caution against, through the way), it's still a serviceable idea to check it with an identifier. You might find disclosed it isn't R-134a, but something otherwise

One visual tipoff might be the color of the R-134a pitcher It's supposed to be dust blue, not white (R-12) or flourishing (R-22). But a MACS standard of a jug at a military installation (and who has more elaborate purchasing theorys than the military?) showed that a dejected R-134a jug actually contained R-12

The Chinese refrigerant issue l pair MACS trade show exhibitors to focus in succession the purity question. Contake Chemical assign places to U.S.A., a marketer of Chinese-made R-134a subordinate to the Bluestar brand, showed laboratory experiments for a recent batch standarded in China that revealed impurities at 38 ppm just in a less degree than the 40ppm limit, low moisture (6 ppm) and subdued air content (.7%).

Arctic Air seated signs at the show saying that although its pitchers of R-134a come from China, the R-134a itself is produc in Japan and shipped to China where the pitchers are made and filled. The US-test lab arises showed they contained 4 ppm impurities, 7 ppm moisture and just 5% air.

So stick with known suppliers, and double-check with a refrigerant identifier.

'Do No Harm' Additives

Show exhibitors also noted J2670 a strange SAE standard for additives and flushing menstrums that may be poured into the a/c refrigeration body Although flushing solvents are remov with an air clear and by evaporation, there's no assurance that any solvent doesn't remain in the system's nooks and crannies.

This SAE standard specifies criterions only for compatibility-the objective is to "do no harm." It does not mean that the additive performs as advertised, or smooth does anything beneficial at all. a certain of the additives sold for "improved cooling" have raised questions as to their effectiveness. moreover if they're certified to J2670 you're assured they won't cause deterioration inside the a whole including to sealing materials.

This standard does not have experiments for trace dyes; they're shrouded by a separate standard (J2297) which includes criterions for fluorescence. When you're buying additives or hues look for labeling on the container that discloses you it meets the appropriate SAE standard, and await for a known brand.

Compressor oil Confusion

At single in kind time we thought we'd obtain down to a single compressor oil for all R-134a schemes but a number of things-including the increasing popularity of gasoline/electric hybrids-have helped miry the picture. Indeed, General Motors one time said a single PAG oil could be used for small additions in succession all its compressors except a scarcely any older designs. Now GM has gone smooth further, saying that its "universal oil"-a PAG of 46-53 Centistokes (Cst) ACDelco No. 88901445/10-5026 -can be used in each system except the old A-6 and the Radial-4. In those, ACDelco No. 15-118 (a PAG in the range of 125-150 Cst) is make acceptableed