A/C problem

[R134a]

What's your plan for dealing with his leak ?

 

[Oldpath05]

Hi everyone. My first post here.

Have a 2016 5085E . Recently, the A/C started not cooling. I noticed the compressor clutch is rapidly cycling on and off. At first I thought low charge, but thats not it. The clutch engages and disengages very fast. Like engage for 1 second, disengage for 1 second, repeat. It seems to only do this when its above 85* ambient. Cab filters cleaned and replaced, condenser filter cleaned, all good there.

Any thoughts?

How come you didn't post your video while your at it................................ok I do it for you, anytime I can give free advertising for tractors companies I'm all in.................... John Deere Quality Pissing ME the F@#% Off! - YouTube <<<<I can understand this guy thrustration, AC lines should not leak for a long time IMO.

 

[Harry in Ky]

I wasn't aware it's been established he actually HAS a leak. So far I thought the main symptom/complaint (other than hot air)was a rapidly cycling compressor clutch. I think there was a post suggesting that may be due to low charge, but I don't see where that's yet been proven. I think there may also be a few electrical possibilities for that and charge level may not even enter in. Been no mention yet of any actual pressure readings or really anything else upon which to base much of a diagnosis.

 

[Tx Jim]

I agree with Harry as I see no leak mentioned by Mildthunder.

 

[Mildthunder]

I agree with Harry as I see no leak mentioned by Mildthunder.

I dont believe this is a low refridgerant situation. Sometimes it works fine all day , others, the compressor cycles rapidly .

When i put the low psi gauge on, while compressor was steady running, it showed 45psi. Once it starts malfunctioning, the low psi reading goes from 45 to near pegging the gauge when compressor shuts off.

Are the low and high psi switches in the headliner? I dont see any visible

 

[Tx Jim]

I dont believe this is a low refridgerant situation. Sometimes it works fine all day , others, the compressor cycles rapidly .

When i put the low psi gauge on, while compressor was steady running, it showed 45psi. Once it starts malfunctioning, the low psi reading goes from 45 to near pegging the gauge when compressor shuts off.

Are the low and high psi switches in the headliner? I dont see any visible

The reason pressure spikes on low pressure gauge when compressor clutch disengages is because pressures equalize when compressor isn't operating.

 

[chevy791979]

The reason pressure spikes on low pressure gauge when compressor clutch disengages is because pressures equalize when compressor isn't operating.

I agree with the pressure rising, but not spiking. When the compressor kicks out, the low side will rise but not spike.

I'm not going to give this much effort without knowing the low and high side pressure. Could be a switch, expansion valve, charge, lack of air flow on condesor/evaporator. I'd also like to know the resistance of the clutch coil. Is the clutch diode good? I've have many diodes fail under amperage load. The doide is on the power side(B+) of the clutch circuit to help with voltage spikes when it disengages

 

[Mildthunder]

Its been working fine this morning. The next time it acts up ill try to take a video of the clutch.

 

[Tx Jim]

I agree with the pressure rising, but not spiking. When the compressor kicks out, the low side will rise but not spike.

Here's a dictionary definition of spike [a sharp increase in the magnitude or concentration of something] I think pressure going from 45 psi to around 125 psi is a sharp increase providing system has adequate refrigerant in system.

If it suits you better I will state low pressure gauge will gradually spike(rise) to where both low & high pressures are the equal while compressor clutch is disengaged

 

[chevy791979]

Here's a dictionary definition of spike [a sharp increase in the magnitude or concentration of something] I think pressure going from 45 psi to around 125 psi is a sharp increase providing system has adequate refrigerant in system.

If it suits you better I will state low pressure gauge will gradually spike(rise) to where both low & high pressures are the equal while compressor clutch is disengaged

Ok, well when I hear spike I think of it going from say, 45 to 125 instantly. When a clutch disengages, the do equalize but it takes a little bit. IMO 45psi on the low side is a bit high. I'm betting the high side pressure is WAY high. Like stated before, we need to know the high side pressure also. Until we know that we are pissing into the wind.