Question about Goodman CLQ36AR49 Air Conditioner

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New unit got leak and it is mistake charge vapor in the high side port for a few minutes and the reading on high side is only 120psi. what should i do to fix

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I recommend not even connecting the high side hose! No need to charge the unit. Average pressure on a 95 degree day is around 65 to 75 pounds on the low side and 235 to 265 on the high side! These are just strictly ballpark numbers! Super heat is the most accurate way to get the best effiency.

Posted on Aug 22, 2010

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Running only 120psi on the high side is actually pretty low. Most systems operate at 200+psi. Charging the unit on the high side while it is running will actually push the refrigerant back into the bottle and is dangerous and shouldn't be done. Charging the high side with the unit off will not hurt the system, it is just preferred to be charge with liquid, but none the less, it will just push the refrigerant away from the compressor. The only thing that you really have to watch for is charging liquid into the low side since it can ruin the compressor internally. I would say you need to finish charging the system on the low side with vapor and be sure that you have the right amount of superheat. Hope this points you in the right direction!

Posted on Aug 05, 2010


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I need to know the size of the capillary tube because it was broken and now the refrigerator does not reach the freezing temperatures.

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When you said you changed the filter, do you mean the drier in the seal system?
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Assuming, you used the vacuum pump to check for leaks (Vacuum held), and you did not get air into the seal system. Air is detrimental (Harmful in a sealed system).
Attach your pressure gage hose assembly. You will not get the desired cooling if you under charged the system, too much vapor in your high pressure liquid side, or over charged, too much liquid in your low pressure vapor side.
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I think you may be over your head on this one and need the help of a certified refrigeration technician. Good luck.

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Where exactly is the low port for the air conditioner on a 1998 Pontiac grand am

Normally you cannot charge the high port as the connection will not fit. Also if the A/C is working the high port gets much hotter than the low port. Also on the plastic cap it will have an L on the low pressure port and an H on the high pressure side. Do not try to recharge it unless you are 100% sure. If you are needing to recharge the system then it has a leak that needs to be repaired. It is technically illegal to add refrigerant to a system with a leak without first repairing the leak. So, my advice is to get the leak fixed first and then have the system charged by a professional with the proper equipment and training. But the choice is yours.

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2 Answers

Re-charge a/c in a 98 ford escort zx2

Your low side should have a "blue cap" on it. If it does not, it is located on the passenger side of the vehicle near the firewall.

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2 Answers

''does a new radiator need refrigerant added to it''

You need to replace the condensor, then take it to a shop to have the a/c system evacuated and recharged to purge moisture because the system was opened. That will cost around $150. You do not need to replace the receiver/dryer/suction accumulator even though they will tell you that you do.
go to to find prices of condensor from salvage yards. Page with asterisk on it is the lowest priced part.

The Refrigerant Cycle
During stabilized conditions (air conditioning system shutdown), the refrigerant is in a vaporized state and pressures are equal throughout the system. When the A/C compressor (19703) is in operation it increases pressure on the refrigerant vapor, raising its temperature. The high-pressure and high-temperature vapor is then released into the top of the A/C condenser core (19712).
The A/C condenser core, being close to ambient temperature, causes the refrigerant vapor to condense into a liquid when heat is removed from the refrigerant by ambient air passing over the fins and tubing. The now liquid refrigerant, still at high pressure, exits from the bottom of the A/C condenser core and enters the inlet side of the A/C evaporator core orifice (19D990).
The A/C evaporator core orifice is the restriction in the refrigerant system that creates the high pressure buildup in the A/C evaporator core (19860) and separates the high and low pressure sides of the A/C system. As the liquid refrigerant leaves this restriction, its pressure and boiling point are reduced.
The liquid refrigerant is now at its lowest pressure and temperature. As it passes through the A/C evaporator core, it absorbs heat from the passenger compartment airflow passing over the plate/fin sections of the A/C evaporator core. This addition of heat causes the refrigerant to boil (convert to gas). The now cooler passenger compartment air can no longer support the same humidity level of the warmer air and this excess moisture condenses on the exterior of the evaporator coils and fins and drains outside the vehicle.
The suction accumulator/drier (19C836) is designed to remove moisture from the refrigerant and to prevent any liquid refrigerant that may not have been vaporized in the A/C evaporator core from reaching the A/C compressor. The A/C compressor is designed to pump refrigerant vapor only, as liquid refrigerant will not compress and can damage the A/C compressor.
The refrigerant cycle is now repeated with the A/C compressor again increasing the pressure and temperature of the refrigerant.
The A/C cycling switch (19E561) interrupts compressor operation before the external temperature of the A/C evaporator core gets low enough to cause the condensed water vapor (excess humidity) to turn to ice. It does this by monitoring low side line pressure. It is known that a refrigerant pressure of approximately 210 kPa (30 psi) will yield an operating temperature of 0°C (32°F). The A/C cycling switch controls system operation in an effort to maintain this temperature.
The high side line pressure is also monitored so that A/C compressor operation can be interrupted if system pressure becomes too high.
The A/C compressor pressure relief valve (19D644) will open and vent refrigerant to relieve unusually high system pressure.
Clutch Cycling Orifice Tube Type Refrigerant System 75cc8eb.gif
Item Part Number Description 1 19E762 A/C charge valve port (low side) 2 19E561 A/C cycling switch 3 19C836 Suction accumulator/drier 4 19703 A/C compressor 5 19D644 A/C compressor pressure relief valve 6 19D594 A/C pressure cut-off switch 7 19E762 A/C charge valve port (high side) 8 19712 A/C condenser core 9 19D990 A/C evaporator core orifice 10 19860 A/C evaporator core 11 — Low pressure vapor 12 — High pressure vapor 13 — Low pressure liquid 14 — High pressure liquid

  1. Connect the R-134a A/C Refrigerant Center to the low- and high-pressure service gauge port valves.
  2. Evacuate the system until the low-pressure gauge reads at least 99.4 kPa (29.5 in-Hg) (vacuum) and as close as 101.1 kPa (30 in-Hg) as possible. Continue to operate the vacuum pump for a minimum of 45 minutes.
  3. Turn off the evacuation pump. Observe the low-pressure gauge for five minutes to make sure that the system vacuum is held. If vacuum is not held for five minutes, leak-test the system, service the leaks, and evacuate the system again.
  4. Correctly oil match the system to verify that the correct amount of refrigerant oil is present in the system. For additional information, refer to Refrigerant Oil Adding in this section.
  5. Charge the system with the specified weight of refrigerant and refrigerant oil.
  6. When no more refrigerant is being drawn into the system, start the engine and select MAX A/C operation. Set the blower motor speed to maximum and allow the remaining refrigerant to be drawn into the system. Continue to add refrigerant into the system until the specified weight of R-134a has been added. Close the charging cylinder valve and allow the system to pull any remaining refrigerant from the hose. When the suction pressure drops to approximately 207 kPa (30 psi), close the charging hose valve.

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