iIntroduction KW4176 11/01

Kenworth HVAC Systems

(11/01) KW4176 i
 KENWORTH HVAC SYSTEMS
Introduction

ii KW4176 (11/01)
11.1

Kenworth HVAC Systems – KW4176

Kenworth HVAC Systems – KW4176

CONTENTS
TITLE DOCUMENT PAGE

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KW4176 . . . . . . . . . . . . . . . . . . i
Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii
Tables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .viii
Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xi

1 Glossary of Terms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KM811225 . . . . . . . . . . . . . . 1-1

Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

2 Air Conditioning Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KM811226 . . . . . . . . . . . . . . 2-1

Converting Measurement Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Tables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
R-134a System Performance Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
High Humidity Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Using Gauge and Thermometer Readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Climate Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Maximum Pressures for Uncontaminated R-134a . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Vacuum and Boil Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Refrigerant Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
A/C System Diagram – Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Why it Works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
The Big Picture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13

3 R-134a Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KM811227 . . . . . . . . . . . . . . 3-1

Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Differences Between R-12 and R134a Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
The Differences in the Truck Between R-12 and R-134a Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Differences in the Shop Between R-12 and R-134a Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Storing Refrigerant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Markings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Storage Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8

4 Safety Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KM811228 . . . . . . . . . . . . . . 4-1

Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

5 Service Steps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KM811229 . . . . . . . . . . . . . . 5-1

Preparing and Using a Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3

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Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3

Recovery Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Recycling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Recycling Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
To Measure the Oil Level in the Compressor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Component Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Parts Replacement Guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Fitting Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Oil Charge for CCI Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Evacuation Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9

6 Truck Climate Control System . . . . . . . . . . . . . . . . . . . . . . . . . . KM811230 . . . . . . . . . . . . . . 6-1

Cab Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Vent Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Heating Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
AC Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Sleeper AC Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Air Conditioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
AC Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
AC Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15

7 B-CAB and Climate Control Troubleshooting . . . . . . . . . . . . . . KM811231 . . . . . . . . . . . . . . 7-1

System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Leak Testing Tips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Measuring System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Using the Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Judging System Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Common Troubleshooting Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
How Much R-134a is in the system? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Minimum System Pressure for Liquid R-134a . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Clutch Cycling Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Electrical Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Air Conditioning Control Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Other Electrical Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
Air Flow Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
Pneumatic Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
Air Flow Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
Cab Unit Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
Heater AC Cab Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32

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8 Heating System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . KM811232 . . . . . . . . . . . . . . 8-1

Hot Water Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Testing the Heater Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Cable Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5

9 B-CAB Sleeper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KM811233 . . . . . . . . . . . . . . 9-1

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
The Sleeper Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Troubleshooting the Sleeper Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Sleeper Unit Troubleshooting Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
Automatic Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
Rotary Temperature Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
Water Valve Actuator Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
Blower Switch Attached Five Way Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
Electronic Sleeper Checkout (Automatic System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-21
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
Basic Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-22
Electronic Sleeper Heater/Air Conditioner Combo Checkout Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . 9-23
Supplement to Bergstrom Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-24
Component Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25

10 BCU HVAC System – Chassis Built after 3/5/01. . . . . . . . . . . . . KM811233A . . . . . . . . . . . . 10-1

Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
HVAC Mode Door Housing – Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
Firewall Insulation (Chassis built 3/5/01 through 4/19/01) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-39
HVAC Mode Door Housing – Reassembly Tips. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-40

11 T2000 HVAC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KM811234 . . . . . . . . . . . . . 11-1

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Identifying Types of Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Factory Installed Non-APADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Non-APADS Cab Control Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
What Each Control Does . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
How to Use the System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
Sleeper Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
Sleeper Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
Sleeper Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
APADS Cab Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-13
Cab Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-14
Sleeper Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-14
T2000 System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-17
Filter-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-17
Thermal Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18

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TITLE DOCUMENT PAGE

Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
Freeze Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
Service Ports and Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
Pressure Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-20
High Side, Engine Fan Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21
Resistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-22
Blower Motor Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-23
Mode Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-23
Door Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-24
HVAC Drain Tubes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-24
C2TX (APADS) Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25
T2000 A/C Cab Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-26
T2000 Non-APADS Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-27
Most Common Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-27
Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-28
Cab Heater, A/C Circuit Description (Non-APADS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-29
1. From Cab Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-29
2. To Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-29
Sleeper Temperature Control Troubleshooting Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-31
T2000 Troubleshooting Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-35
Cab Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-36
Sleeper Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-43
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-49
Removing Heater and Air Conditioner Unit from the Firewall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-49
T2000 Product Changes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-50
Summary of Product Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-50
Wiring Diagram – P94-1225 (Cab & Sleeper Non-APADS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-52

12 Hoses and Hard Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KM811235 . . . . . . . . . . . . . 12-1

Hose Routing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Hose Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Dealer Warranty Claim Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Smart Failure Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
Warranty Hose Replacement Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10

13 T2000 APADS Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . KM811236 . . . . . . . . . . . . . 13-1

C2TX Cab Unit Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2
APADS and Automatic Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2
Cab Heater – A/C Circuit Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7
1. FROM CAB HARNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7
2. TO UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7
AMBIENT SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9
Sleeper Temperature Control – Troubleshooting Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
Component Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
Troubleshooting Tree . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-12
Cab Unit C2TX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-14

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Product Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-14

Functional Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-14
Software Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-16
C2TX Communications via SAE J1587/J1798 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-17
C2TX Transmits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-17
C2TX Receives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-22
C2TX HVAC Controller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-24
Product Description and Troubleshooting Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-24
Wiring Diagram – P94-1125 (Cab & Sleeper with APADS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-24

(11/01) KW4176 vii

 TABLES

KENWORTH HVAC SYSTEMS

TABLES
TABLE NO. TITLE PAGE
2-1 Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2-2 Conversion Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2-3 HVAC Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2-4 Model B-CAB With Sleeper – Performance Standards . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2-5 Model B-CAB Without Sleeper – Performance Standards. . . . . . . . . . . . . . . . . . . . . . 2-4
2-6 Model B-CAB – High Humidity Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-7 Comparing Gauge and Thermometer Readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-8 Climate Controls Compressor Mounting Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-9 Climate Controls Compressor Belt Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-10 Climate Controls Fitting Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-11 Minimum System Pressure for Liquid R-134a . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-12 Oil Charge for CCI Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-13 Maximum Pressures for Uncontaminated R-134a . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-14 Vacuum Needed to Boil Water at Shop Temperatures . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2-15 Refrigerant Capacities by Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2-16 Freeze Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
2-17 Binary Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
2-18 Fan Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
3-1 Refrigerant Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3-2 Storage Tips. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
4-1 Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4-2 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
5-1 Parts Replacement Guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
7-1 Using Gauge and Thermometer Readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
7-2 Common Troubleshooting Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
7-3 Clutch Cycling Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
7-4 Troubleshooting the Binary Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
7-5 Nonelectronic Engine Problems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
7-6 Electronic Engine Problem. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
7-7 Freeze Switch Temperature Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
7-8 Cab Unit Troubleshooting – No or Low Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
7-9 Cab Unit Troubleshooting – Inadequate Cooling, Air Flow Normal . . . . . . . . . . . . . . . 7-33
7-10 Cab Unit Troubleshooting – Inadequate Heating, Air Flow Normal . . . . . . . . . . . . . . . 7-35
7-11 Cab Unit Troubleshooting – High Blower Speed Only,
No Low or Medium Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
7-12 Cab Unit Troubleshooting – Coolant Leak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
7-13 Cab Unit Troubleshooting – Refrigerant Leak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36

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 KENWORTH HVAC SYSTEMS

TABLES
TABLE NO. TITLE PAGE
7-14 Cab Unit Troubleshooting – Excessive Vibration and/or Unusual Sounds . . . . . . . . . 7-36
9-1 Sleeper Unit Troubleshooting – No or Low Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
9-2 Sleeper Unit Troubleshooting – Inadequate Cooling, Air Flow Normal . . . . . . . . . . . . 9-12
9-3 Sleeper Unit Troubleshooting – Inadequate Heating, Air Flow Normal . . . . . . . . . . . . 9-13
9-4 Sleeper Unit Troubleshooting – Temperature Will Not Adjust . . . . . . . . . . . . . . . . . . . 9-14
9-5 Sleeper Unit Troubleshooting – High Blower Speed Only,
No Low or Medium Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
9-6 Sleeper Unit Troubleshooting – Coolant Leak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
9-7 Sleeper Unit Troubleshooting – Refrigerant Leak . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
9-8 Sleeper Unit Troubleshooting – Excessive Vibration and/or Unusual Sounds. . . . . . . 9-17
10-1 Actuator Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
11-1 T2000 Cab Unit Troubleshooting – No or Low Air Flow . . . . . . . . . . . . . . . . . . . . . . . . 11-36
11-2 T2000 Cab Unit Troubleshooting – Inadequate Cooling, Air Flow Normal . . . . . . . . . 11-37
11-3 T2000 Ambient Sweep Data – R134a, Cab & Sleeper Units . . . . . . . . . . . . . . . . . . . . 11-39
11-4 T2000 Cab Unit Troubleshooting – Inadequate Heating, Air Flow Normal . . . . . . . . . 11-39
11-5 T2000 Cab Unit Troubleshooting – High Blower Speed Only,
No Variable Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-40
11-6 T2000 Cab Unit Troubleshooting – Coolant Leak . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-41
11-7 T2000 Cab Unit Troubleshooting – Refrigerant Leak. . . . . . . . . . . . . . . . . . . . . . . . . . 11-41
11-8 T2000 Refrigeration Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-42
11-9 T2000 Cab Unit Troubleshooting – Excessive Vibration
and/or Unusual Sounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-42
11-10 T2000 Sleeper Unit Troubleshooting – No or Low Air Flow . . . . . . . . . . . . . . . . . . . . . 11-43
11-11 T2000 Sleeper Unit Troubleshooting – Inadequate Cooling, Air Flow Normal. . . . . . . 11-44
11-12 T2000 Sleeper Unit Troubleshooting – Inadequate Heating, Air Flow Normal . . . . . . 11-45
11-13 T2000 Sleeper Unit Troubleshooting – Temperature Will Not Adjust . . . . . . . . . . . . . 11-45
11-14 T2000 Sleeper Unit Troubleshooting – High Blower Speed Only,
No Variable Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-46
11-15 T2000 Sleeper Unit Troubleshooting – Coolant Leak . . . . . . . . . . . . . . . . . . . . . . . . . 11-46
11-16 T2000 Sleeper Unit Troubleshooting – Refrigerant Leak . . . . . . . . . . . . . . . . . . . . . . . 11-47
11-17 T2000 Sleeper Unit Troubleshooting – Excessive Vibration
and/or Unusual Sounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-48
12-1 Hose Bursts Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
12-2 Hose Crimp Diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
13-1 Cab Unit C2TX Troubleshooting – Compressor Clutch Does Not Engage . . . . . . . . . 13-3
13-2 Cab Unit C2TX Troubleshooting – Unit Not Broadcasting Ambient Temperature . . . . 13-5
13-3 Cab Unit C2TX Troubleshooting – HVAC Not Maintaining Constant Discharge
Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5

(11/01) KW4176 ix
 KENWORTH HVAC SYSTEMS

TABLES
TABLE NO. TITLE PAGE
13-4 Cab Unit C2TX Troubleshooting – Blower Won’t Turn On. . . . . . . . . . . . . . . . . . . . . . 13-6
13-5 Cab Unit C2TX Troubleshooting – Ambient Temperatures being Broadcast are
Incorrect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
13-6 PID 194 – Transmitter System Diagnostic Code and Occurrence Count . . . . . . . . . . 13-17
13-7 PID 196 – Diagnostic Data Count Clear Response Message, Request a Fault
Count be Cleared . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-19
13-8 PID 196 – Diagnostic Data Count Clear Response Message, Request All
Faults Count be Cleared . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20
13-9 PID 234 – Software Revision Request, Reply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-20
13-10 PID 243 – Component Identification Request, Reply. . . . . . . . . . . . . . . . . . . . . . . . . . 13-20
13-11 PID 158 – Battery and Battery, Switched Request, Reply . . . . . . . . . . . . . . . . . . . . . . 13-20
13-12 PID 171 – Ambient Temperature, Reply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-21
13-13 PID 194 – Fault Request, Reply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-21
13-14 J1587 Bus Data – Provided by the C2TX Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-21
13-15 PID 195 – Diagnostic Data Request/Request a Fault Count be Cleared. . . . . . . . . . . 13-22
13-16 PID 195 – Diagnostic Data Request/Request All Faults be Cleared . . . . . . . . . . . . . . 13-22
13-17 PID 0, PID 128 – Request Parameter and Component Specific Request . . . . . . . . . . 13-23
13-18 J1587 Bus Data – Used by the C2TX Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-23

x KW4176 (11/01)
 FIGURES

KENWORTH HVAC SYSTEMS

FIGURES
TITLE PAGE TITLE PAGE
A/C System Diagram – Refrigerant . . . . . . . . . . . . . . 2-1 Testing the Freeze Switch in the Freezer . . . . . . . . . 7-11
HVAC – Operation Diagram . . . . . . . . . . . . . . . . . . . . 2-2 Control Circuit Test . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
HVAC – High Side/Low Side . . . . . . . . . . . . . . . . . . . 2-3 Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Refrigerant Identification Label . . . . . . . . . . . . . . . . . 3-1 Expansion Valve Assembly . . . . . . . . . . . . . . . . . . . . 7-14
Compressor Identification Tag . . . . . . . . . . . . . . . . . . 3-2 Schematic of Air Flow Control. . . . . . . . . . . . . . . . . . 7-15
Low Side and High Side Service Ports . . . . . . . . . . . 3-3 Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
R-134a and R-12 Hoses . . . . . . . . . . . . . . . . . . . . . . 3-4 Correct Hose Attachment . . . . . . . . . . . . . . . . . . . . . 7-17
Recycle Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 Incorrect Hose Attachment . . . . . . . . . . . . . . . . . . . . 7-18
Cutaway Compressor. . . . . . . . . . . . . . . . . . . . . . . . . 5-2 Water Valve (Manual) . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Measuring Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3 Heater Coil with Fittings . . . . . . . . . . . . . . . . . . . . . . . 8-2
Thermistor Readings . . . . . . . . . . . . . . . . . . . . . . . . . 5-4 Water Valve and Cable Adjustment . . . . . . . . . . . . . . 8-3
Cab Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 Cable Adjustment: Angle Valve. . . . . . . . . . . . . . . . . . 8-4
Cab Control Function Diagram. . . . . . . . . . . . . . . . . . 6-2 Cable Adjustment: Straight Valve . . . . . . . . . . . . . . . . 8-5
Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3 Sleeper AC System. . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Series Heating System . . . . . . . . . . . . . . . . . . . . . . . 6-4 Sleeper Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Parallel Heating System . . . . . . . . . . . . . . . . . . . . . . . 6-5 Sleeper Temperature Control System. . . . . . . . . . . . . 9-3
Sleeper AC System . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6 Sleeper AC Solenoid. . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Air Conditioning System. . . . . . . . . . . . . . . . . . . . . . . 6-7 Testing the Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Air Conditioning System. . . . . . . . . . . . . . . . . . . . . . . 6-8 Testing the Temperature Selector . . . . . . . . . . . . . . . . 9-6
Compressor Mounted on Engine . . . . . . . . . . . . . . . . 6-9 Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Condenser Mounted on Radiator . . . . . . . . . . . . . . . 6-10 Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Receiver/Dryer on Engine . . . . . . . . . . . . . . . . . . . . 6-11 Water Control Valve Schematic . . . . . . . . . . . . . . . . . 9-9
Expansion Valve on Cab Unit. . . . . . . . . . . . . . . . . . 6-12 Blower Control Switch. . . . . . . . . . . . . . . . . . . . . . . . 9-10
Expansion Valve – Open . . . . . . . . . . . . . . . . . . . . . 6-13 Nartron Temperature Control . . . . . . . . . . . . . . . . . . 9-11
Expansion Valve – Closed . . . . . . . . . . . . . . . . . . . . 6-14 Mode Door Actuator and Linkage Assembly. . . . . . . 10-1
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15 Air Flow – Upper and Lower Linkage Test . . . . . . . . 10-2
Compressor and Electric Clutch . . . . . . . . . . . . . . . 6-16 Actuator Power – Test . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Blower Switch and Micro Switch on the Dashboard. 6-17 Actuator Control Voltage – Test . . . . . . . . . . . . . . . . 10-4
Freeze Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18 Upper and Lower Linkage – Tabs Test . . . . . . . . . . . 10-5
Binary and Fan Switch on the Engine . . . . . . . . . . . 6-19 Actuator and Dash Harness Connection . . . . . . . . . 10-6
Inspecting the Truck . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1 Connecting a Multimeter . . . . . . . . . . . . . . . . . . . . . . 10-7
Control System Overview. . . . . . . . . . . . . . . . . . . . . . 7-2 View of Glovebox Removed . . . . . . . . . . . . . . . . . . . 10-8
Testing the Blower Switch . . . . . . . . . . . . . . . . . . . . . 7-3 Lower Cup Holder Assembly . . . . . . . . . . . . . . . . . . 10-9
Testing the Thermal Fuse . . . . . . . . . . . . . . . . . . . . . 7-4 Harness Connector. . . . . . . . . . . . . . . . . . . . . . . . . 10-10
Testing the Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5 RH Lower Under Dash Cover . . . . . . . . . . . . . . . . . 10-11
Testing the Micro Switch . . . . . . . . . . . . . . . . . . . . . . 7-6 S-Clips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12
Binary and Fan Switch on the Engine . . . . . . . . . . . . 7-7 Center Lower Under Dash Cover . . . . . . . . . . . . . . 10-13
Meter Hook up for Binary Switch . . . . . . . . . . . . . . . . 7-8 Log Book and Sealco Valve Cover . . . . . . . . . . . . . 10-14
Binary and Fan Switch on the Engine . . . . . . . . . . . . 7-9 LH Under Dash Cover. . . . . . . . . . . . . . . . . . . . . . . 10-15
Testing the Freeze Switch on the Unit . . . . . . . . . . . 7-10 LH Under Dash Cover – Push-Rivet . . . . . . . . . . . . 10-16

(11/01) KW4176 xi
 KENWORTH HVAC SYSTEMS

FIGURES
TITLE PAGE TITLE PAGE
Reusable Push Rivets . . . . . . . . . . . . . . . . . . . . . . 10-17 Location of High Pressure Switch . . . . . . . . . . . . . . . 11-3
Lower Steering Column Cover Fasteners. . . . . . . . 10-18 Location of Fan Switch . . . . . . . . . . . . . . . . . . . . . . . 11-4
Removing Lower Steering Column Cover . . . . . . . 10-19 Relay and Circuit Board . . . . . . . . . . . . . . . . . . . . . . 11-5
Steering Column Closeout Cover . . . . . . . . . . . . . . 10-20 HVAC Printed Circuit Board. . . . . . . . . . . . . . . . . . . . 11-6
Floor Vent Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-21 Old HVAC Electrical Harness Connectors. . . . . . . . . 11-7
Floor Vent Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22 New HVAC Electrical Harness Connectors . . . . . . . . 11-8
Courtesy Lamp Mounting Plate . . . . . . . . . . . . . . . 10-23 Cab HVAC Control Unit . . . . . . . . . . . . . . . . . . . . . . . 11-9
Courtesy Lamp Mounting Plate . . . . . . . . . . . . . . . 10-24 Sleeper Control Unit . . . . . . . . . . . . . . . . . . . . . . . . 11-10
Lower Left Side of Steering Column. . . . . . . . . . . . 10-25 Sleeper HVAC System and Ducts . . . . . . . . . . . . . . 11-11
Lower Right Side of Steering Column . . . . . . . . . . 10-26 APADS Cab Control Panel . . . . . . . . . . . . . . . . . . . 11-12
Log Book and Sealco Valve Cover . . . . . . . . . . . . . 10-27 Sleeper Control Unit . . . . . . . . . . . . . . . . . . . . . . . . 11-13
Switch Panel Assembly . . . . . . . . . . . . . . . . . . . . . 10-28 T2000 Compressor . . . . . . . . . . . . . . . . . . . . . . . . . 11-14
Vent Tube Fastening . . . . . . . . . . . . . . . . . . . . . . . . 10-29 T2000 Compressor Clutch . . . . . . . . . . . . . . . . . . . 11-15
MV-3 Valve Fastening . . . . . . . . . . . . . . . . . . . . . . . 10-30 T2000 Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
MV-3 Valve Removal. . . . . . . . . . . . . . . . . . . . . . . . 10-31 T2000 Filter–Dryer . . . . . . . . . . . . . . . . . . . . . . . . . 11-17
Cab Heater A/C Controls . . . . . . . . . . . . . . . . . . . . 10-32 T2000 Expansion Valve Assembly . . . . . . . . . . . . . 11-18
Temperature Control Dial Removal. . . . . . . . . . . . . 10-33 T2000 Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
Cab Heater A/C Control Removal. . . . . . . . . . . . . . 10-34 Capillary Tube Freeze Switch . . . . . . . . . . . . . . . . . 11-20
Dash L & R Side Panel – Vent Hose . . . . . . . . . . . 10-35 T2000 Refrigerant Service Ports . . . . . . . . . . . . . . . 11-21
HVAC Mode Door Housing – Plugs . . . . . . . . . . . . 10-36 Pressure Switches. . . . . . . . . . . . . . . . . . . . . . . . . . 11-22
HVAC Mode Door Housing – Vent Tube . . . . . . . . . 10-37 T2000 High Side Fan Switch . . . . . . . . . . . . . . . . . . 11-23
HVAC Mode Door Housing – Fasteners . . . . . . . . . 10-38 HVAC Resistor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-24
Upper Instrument Panel – Fasteners . . . . . . . . . . . 10-39 HVAC Motor Blower Assembly . . . . . . . . . . . . . . . . 11-25
Upper Instrument Panel – Bracket . . . . . . . . . . . . . 10-40 T2000 Fresh Air Door . . . . . . . . . . . . . . . . . . . . . . . 11-26
Upper Instrument Panel – Cover . . . . . . . . . . . . . . 10-41 T2000 HVAC Drain Tubes . . . . . . . . . . . . . . . . . . . . 11-27
Instrument Panel Back and Mode Door Housing . . 10-42 T2000 C2TX (APADS) Micro-Processor . . . . . . . . . 11-28
HVAC Mode Door Housing – Actuator . . . . . . . . . . 10-43 T2000 Cab Unit Assembly. . . . . . . . . . . . . . . . . . . . 11-29
Resistor Block Harness Connector. . . . . . . . . . . . . 10-44 T2000 Sleeper Unit Assembly . . . . . . . . . . . . . . . . . 11-30
Mode Door Housing Clip . . . . . . . . . . . . . . . . . . . . 10-45 Removing the Heater/Air Conditioner Unit . . . . . . . 11-31
Mode Door Housing Removal. . . . . . . . . . . . . . . . . 10-46 Hose Routing Methods . . . . . . . . . . . . . . . . . . . . . . . 12-1
Firewall Inspection . . . . . . . . . . . . . . . . . . . . . . . . . 10-47 Cross Threading . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
Mode Door Housing – Reassembly . . . . . . . . . . . . 10-48 Crimp Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Resistor Block – Reconnect . . . . . . . . . . . . . . . . . . 10-49 Weld Braze Failure . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Mode Door Housing – Reconnect . . . . . . . . . . . . . 10-50 O-Ring Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
Instrument Panel – Reassembly. . . . . . . . . . . . . . . 10-51 Fitting Tightness . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
T2000 HVAC System Routing . . . . . . . . . . . . . . . . . 11-1 Dynacraft R134a Barrier – Air Conditioning Hose
Stacked Coil versus Blend Air. . . . . . . . . . . . . . . . . . 11-2 (Thin Wall) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
A/C System Diagram – Refrigerant Fittings . . . . . . . 12-8

xii KW4176 (11/01)

1Glossary of Terms KM811225 06/00

KENWORTH HVAC SYSTEMS

Section

Glossary of Terms

(06/00) KM811225 1-1

1

KENWORTH HVAC SYSTEMS

Glossary of Terms 1

Section 1A Glossary

AMBIENT TEMPERATURE: the temperature surrounding the

area to be measured.

BOIL: change from a liquid to a vapor by applying heat.

CAPILLARY: a tube with a very narrow passage, like the sensing

tube of the freeze switch.

CFC: cloro-fluro-carbon, a chemical (like R-12) made up of chlorine, flu-

orine and carbon.

CHANGE OF STATE: the change from solid to liquid or liquid to

vapor by applying extra heat; also the change from vapor to liquid
or liquid to solid by removing extra heat.

CONDENSE: change from a vapor to a liquid.

DESICCANT: a substance that absorbs and captures water; a drying

agent.

DRY NITROGEN: pure nitrogen gas, containing no moisture.

EVACUATION PROCEDURE: using a vacuum pump to pull as

much air and moisture as possible out of a truck’s system before
recharging.

EVAPORATE: change from liquid to vapor.

GREENHOUSE GAS: gasses (like both R-12 and R-134a) that

breakdown the earth's ozone layer and allow temperature of the
earth’s atmosphere to slowly rise (global warming).

GROUND SIDE: the circuit between the electrical device and the
ground side of the battery; some relays are turned on and off by
switching the ground side (-) of the circuit instead of the hot (+)
side.

HEAT: a type of energy produced by the movement of molecules.

HFC: hydro-fluro-carbon, a chemical, like R-134a, made up of hydro-

gen, fluorine and carbon.

1-2 KM811225 (06/00)

 KENWORTH HVAC SYSTEMS
Glossary of Terms 1
HNBR: Hydrogenated Nitrile Butadiene Rubber, an o-ring material
used with R-134a refrigerant.

HUMIDITY: the amount of water in the air.

INDEXED: the circuit is controlled by the programming in the engine

electronic unit (ECU).

LIQUID: a substance that takes up a specific volume, but will take on

the shape of its container.

LUBRICANT: a substance that provides lubrication to moving parts,

like engine oil.

MANIFOLD GAUGE SET: a tool that measures the pressures on

the high and low sides of the air conditioning system, as well as
allows refrigerant to independently flow from or to the high and
low sides through a service hose.

METRIC SYSTEM: a measurement system based on units of ten

using meters, liters and grams.

MICRON: about 1/1000 mm of Hg; the scale starts at zero with a com-
plete vacuum.

MOLECULE: the smallest unit of a chemical substance.

ORIFICE: A small opening, like the 0.015" opening in the expansion

valve.

OZONE LAYER: part of the earth’s atmosphere between 10 and 20

miles from the surface; ozone molecules in this part of the atmo-
sphere absorb harmful ultraviolet light from the sun.

PAG: a glycol based lubricant designed for use in R-134a systems.

PARALLEL HEATING SYSTEM: when the flow of coolant moves

to both heater cores at the same time.

POE: an ester based lubricant designed for use in R-134a systems.

RECHARGING PROCEDURE: measuring out a specific amount

of refrigerant and filling the truck’s system with that amount.

(06/00) KM811225 1-3

 KENWORTH HVAC SYSTEMS
Glossary of Terms 1
RECLAIMING REFRIGERANT: sending recovered refrigerant to
a company that specializes in cleaning refrigerant for re-use; in
general, the process is more thorough than recycling in the shop.

RECOVERY PROCEDURE: removing the refrigerant from the

truck’s system and storing it in holding tanks without releasing
refrigerant into the air.

RECYCLING PROCEDURE: cleaning the air, water and other con-

taminants from recovered refrigerant using a shop recovery sta-
tion.

REFRIGERANT: a chemical, like R-12 or R-134a that will condense

and evaporate according to the temperatures and pressures in an
air conditioning system, allowing the system to cool by transfer-
ring heat.

SENSOR: a device that reacts to some physical property and sends

the information to a control circuit; an example is the temperature
sensor in the sleeper unit.

SERIES HEATING SYSTEM: when flow of coolant moves from

one heater core to the next; coolant cannot reach the sleeper
heater core without going through the cab heater core first.

SET POINT: (ALSO CUT IN/OUT POINT) the specific tempera-

ture (freeze switch) or pressure (binary switch, fan switch) where
a switch opens or closes.

SOLID: a substance that will hold a shape that takes up a specific vol-
ume.

THERMAL FUSE: (ALSO CALLED THERMAL SWITCH) a

set of heating coils close to a meltable fuse; if there is air flow
past the coils, the fuse will not melt and open; if air flow is inter-
rupted, heat from the coils melts the fuse and the circuit opens,
cutting off power to the circuit.

NOTE: The visible surface of the fuse does not melt or change
color—the material inside changes or melts to open the circuit. An
electrical test device is needed to decide if the circuit is “blown.”

THERMISTOR: an extremely accurate gauge for measuring a vac-

uum; it measures the vacuum in microns on a scale from an
absolute vacuum, rather than from below ambient pressure.

THERMOMETER: an instrument for measuring temperature.

1-4 KM811225 (06/00)

 KENWORTH HVAC SYSTEMS
Glossary of Terms 1
U.S. MEASUREMENT SYSTEM: a measurement system using
feet, ounces, and pounds.

VAPOR: a substance that will expand to fill its container.

(06/00) KM811225 1-5

 KENWORTH HVAC SYSTEMS
Glossary of Terms 1

1-6 KM811225 (06/00)

2Air Conditioning Principles KM811226
06/00

KENWORTH HVAC SYSTEMS

Section

Air Conditioning Principles

2A Converting Measurement Systems

2B Tables
2C Why it Works
2D The Big Picture

(06/00) KM811226 2-1

2

KENWORTH HVAC SYSTEMS

Air Conditioning Principles 2

Section 2A Converting Measurement Systems

Many thermometers have two scales, Fahrenheit and Celsius, symbolized

by F and C. It doesn’t matter which you use but, if you choose Fahrenheit,
you’re committed to using the U.S. Customary measurement system of
ounces, inches and quarts. If you choose Celsius, you’re committed to
using the metric system of grams, centimeters and liters. In taking mea-
surements, reading test equipment, reading tables and making calcula-
tions you cannot mix systems. You must stay within either the U.S. or the
metric system.

Table 2-1 Temperature Conversion

METRIC TO U.S. U.S. TO METRIC

Degree C = (Degree F–32) ÷ 1.8 Degree F = (Degree Cx1.8) + 32

Table 2-2 Conversion Table

UNIT ENGLISH / METRIC METRIC / ENGLISH

LENGTH # mm = # in X 20.5 #in = # mm X 0.039

LENGTH # m = # ft X 0.305 # ft = # m X 3.28

TEMPERATURE Degree C = (Degree F-32) ÷1.8 Degree F = (Degree +32) X 1.8

PRESSURE # Kpa = # psi X 0.145 # psi = #Kpa ÷ 0.145

FORCE # Newtons = # lbf X 0.225 # lbf = # Newtons ÷ 0.225

MASS # Kilograms = # Pounds X 2.21 # Pounds = # Kilograms ÷ 2.21

MASS # grams = # oz X 28.3 # oz = # grams ÷ 28.3

TORQUE # Newton-meter = # lbf-ft X 1.36 # lbf-ft = # Newton-meter ÷ 1.36

TORQUE # Newton-meter = # lbf-in X 0.113 # lbf-in = # Newton-meter ÷ 0.113

2-2 KM811226 (06/00)

 KENWORTH HVAC SYSTEMS
Air Conditioning Principles 2

Section 2B Tables

Table 2-3 HVAC Controls

FRESH/
AC/DEFROST
MODE HEAT/AC AIR RECIRCULATE COMPRESSOR
AIR TO
CONTROL TO CYLINDER/ AIR TO CLUTCH
CYLINDER/
POSITION DOOR CYLINDER/ MICROSWITCH
DOOR
DOOR
A/C no pressure/closed pressure/closed pressure/closed closed

VENT no pressure/closed pressure/closed optional open

BI-LEVEL pressure/1/2 open pressure/closed optional closed

HEAT pressure/open no pressure/open optional open

DEFROST no pressure/open no pressure/open no pressure/open closed

• Heat/AC and AC/Defrost Cylinders are extended without air pressure

• Heat/AC and AC/Defrost Cylinders are connected, but operate with
separate pistons
• Fresh Air Cylinder is extended with air pressure
• When both Heat/AC and AC/Defrost Cylinders are pressurized, the
Heat/AC Door is 1/2 way open

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R-134a System Performance
Standards
Conditions for • Engine RPMs @1500
Performance
• Doors and Windows open
• Engine Fan on Manual

Table 2-4 Model B-CAB With Sleeper – Performance Standards

MODEL B-CAB WITH SLEEPER — PERFORMANCE STANDARDS

OUTSIDE CENTER DUCT HIGH SIDE GAUGE LOW SIDE GAUGE
TEMPERATURE °F TEMPERATURE °F READING psi READING psi
70 48-52 115-155 14-21

80 52-56 135-175 17-24

90 58-62 160-195 22-29

100 64-68 185-200 28-35

110 70-74 210-245 34-41

Table 2-5 Model B-CAB Without Sleeper – Performance Standards

MODEL B-CAB WITHOUT SLEEPER — PERFORMANCE STANDARDS

OUTSIDE CENTER DUCT HIGH SIDE GAUGE LOW SIDE GAUGE
TEMPERATURE °F TEMPERATURE °F READING psi READING psi
70 43-49 95-130 7-14

80 47 -51 100-135 10-17

90 53-57 120-155 14-21

100 59-63 155-185 19-26

110 65-69 185-205 24-31

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High Humidity Adjustment If the humidity is over 70% the duct temperatures will be from the same as
in the master table (Table 2-4) to 15° F more. If the humidity is closer to
70%, expect little change. If the humidity is closer to 100% expect a
change of as much as 15° F.

Table 2-6 Model B-CAB – High Humidity Adjustment

MODEL B-CAB WITH OR WITHOUT SLEEPER — HIGH HUMIDITY

ADJUSTMENT
CENTER DUCT HIGH SIDE GAUGE LOW SIDE GAUGE
TEMPERATURE ° F READING psi READING psi
0 – 15 no change high side of range

Using Gauge and Thermometer What does it mean when the gauges read “high” or “low” or the duct tem-
Readings perature is too high? This table will give you a good idea on how to inter-
pret what you read on the gauge set and thermometer.

Table 2-7 Comparing Gauge and Thermometer Readings

GAUGE READINGS HIGH GAUGE READINGS LOW THERMOMETER

SIDE SIDE READINGS
Very High: +50–75 psi above the Very High: +5 psi above the top High: +3° F over top of range
top of the range of the range Ambient: shop temperature
High: over the high end of the High: over the high end of the Warm: over shop temperature
range range
Low: under the low end of the Low: under the low end of the
range range
Very Low: lower than -25–50 psi Very Low: lower than -5 psi
below the bottom of the below the bottom of the
range range or in vacuum

Climate Controls
Table 2-8 Climate Controls Compressor Mounting Bolts

LOCATION BOLT TYPE TORQUE (lbf) TORQUE (Nm)

Compressor to 3/8"-16 UNC 19 - 23 25.8 - 31.3
mounting bracket

Clutch coil to 1/4"-20 UNC 10 - 14 13.6 - 19

compressor

Clutch pully to 5/16"-24 UNF 20 - 25 27.2 - 34

crankshaft

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Table 2-9 Climate Controls Compressor Belt Tension

NEW BELT TENSION RESET BELT TENSION

120 ± 10 lbf (reset after 10 minutes minimum run-in time) 100 ± 10 lbf

27 ± 2.3 Nm 22.5 ± 2.3 Nm

Table 2-10 Climate Controls Fitting Torque

FITTING SIZE TORQUE (lbf) TORQUE (Nm)

#6 Hoses (3/8" odia.) 11-13 14.9-17.7

#8 Hoses (1/2" odia.) 15-20 20.4-27.2

#10 or #12 (5/8" odia.) 21-27 28.6-36.7

Compressor Rotolock Valve 30-35 40.8-47.6

Table 2-11 Minimum System Pressure for Liquid R-134a

AMBIENT SYSTEM AMBIENT SYSTEM

TEMPERATURE ° F PRESSURE psi TEMPERATURE ° C PRESSURE Kpa
45 40.0 7.2 5.8

50 45.4 10 6.6

55 51.2 12.7 7.4

60 57.4 15.5 8.3

65 64.0 18.3 9.3

70 71.1 21.1 10.3

75 78.6 23.9 11.4

80 86.7 26.7 12.6

85 95.2 29.4 13.8

90 104.3 32.2 15.1

95 113.9 35 16.5

100 124.1 37.8 18

105 134.9 40.6 19.6

110 146.3 43.3 21.2

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Air Conditioning Principles 2
When the engine has been off for at least twenty minutes, use the low
side gauge to take a reading. If the reading is below the number in Table
2-11 for ambient temperature, the system is very low on R-134a.

Table 2-12 Oil Charge for CCI Compressor

OIL LEVEL HORIZONTAL VERTICAL OIL LEVEL HORIZONTAL VERTICAL

fl. oz. MOUNT MOUNT ml MOUNT MOUNT
4 fl. oz. 5/8" 3/4" 117 ml 18 mm 19 mm

6 fl. oz. 13/16" 7/8" 177 ml 21 mm 22 mm

8 fl. oz. 1" 1" 237 ml 25 mm 25 mm ACCEPTABLE

LEVEL
10 fl. oz. 1-3/16" 1-1/8" 296 ml 30 mm 29 mm

12 fl. oz. 1-5/8" 1-7/16" 355 ml 41 mm 37 mm

14 fl. oz. 1-13/16" 1-11/16" 414 ml 46 mm 43 mm

16 fl. oz. 1-15/16" 1-7/8" 473 ml 49 mm 48 mm

CCI Compressors are shipped with 14 oz. of oil; do not pour out 2 oz. to make it 12 oz.

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Air Conditioning Principles 2
Maximum Pressures for
Uncontaminated R-134a
Table 2-13 Maximum Pressures for Uncontaminated R-134a

°F PSI °F PSI °F PSI °F PSI

66 70 81 93 96 120 111 153
67 71 82 95 97 122 112 156
68 73 83 96 98 125 113 158
69 74 84 98 99 127 114 160
70 76 85 100 100 129 115 163
71 77 86 102 101 131 116 165
72 79 87 103 102 133 117 168
73 80 88 106 103 135 118 171
74 82 89 107 104 137 119 173
75 83 90 109 105 139 120 176
76 85 91 111 106 142
77 86 92 113 107 144
78 88 93 115 108 146
79 90 94 117 109 149
80 91 95 118 110 151
°C KPA °C KPA °C KPA °C KPA
18.9 10.2 27.2 13.5 35.6 17.4 43.9 22.2
19.4 10.3 27.8 13.8 36.1 17.7 44.4 22.6
20 10.6 28.3 13.9 36.7 18.1 45 22.9
20.6 10.7 28.9 14.2 37.2 18.4 45.6 23.2
21.1 11 29.4 14.5 37.8 18.7 46.1 23.6
21.7 11.2 30 14.8 38.3 19 46.7 23.9
22.2 11.5 30.6 14.9 38.9 19.3 47.2 24.4
22.8 11.6 31.1 15.4 39.4 19.6 47.8 24.8
23.3 11.9 31.7 15.5 40 19.9 48.3 25.1
23.9 12 32.2 15.8 40.6 20.2 48.9 25.5
24.4 12.3 32.8 16.1 41.1 20.6
25 12.5 33.3 16.4 41.7 20.9
25.6 12.8 33.9 16.7 42.2 21.2
26.1 13.1 34.4 17 42.8 21.6
26.7 13.2 35 17.1 43.3 21.9

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 KENWORTH HVAC SYSTEMS
Air Conditioning Principles 2
Vacuum and Boil Temperatures
Table 2-14 Vacuum Needed to Boil Water at Shop Temperatures

SHOP VACUUM (INCHES) SHOP

VACUUM (mm) **
TEMPERATURE (°F) HG* TEMPERATURE (°C)
120 26.45 49 671.8

110 27.32 43 639.9

100 27.99 38 710.9

90 28.50 32 723.9

80 28.89 27 733.8

70 29.18 21 741.1

60 29.40 16 746.7

50 29.66 10 753.3

40 29.71 4 754.6

30 29.76 -1 755.9

20 29.82 -7 757.4

10 29.86 -12 758.4

*subtract 1" for every 1000' above sea level. **subtract 20.5 mm for every 300 m above sea level.

Refrigerant Capacities
Table 2-15 Refrigerant Capacities by Model

R-134A R-134A
R-134A WITH R-134A WITH
MODEL WITHOUT WITHOUT
SLEEPER SLEEPER
SLEEPER SLEEPER
T602/T603/T2000 4.0 lb 3 lb 4 oz (3.25 lb) 1.82 kg 1.47 kg

T400B/T450B 4.0 lb 3 lb 4 oz (3.25 lb) 1.82 kg 1.47 kg

T8H/T8SF 4.0 lb 3 lb 4 oz (3.25 lb) 1.82 kg 1.47 kg

W9B/W9L2 (with TCI 4.0 lb 3 lb 4 oz (3.25 lb) 1.82 kg 1.47 kg

condenser)

C500B/C550B (with 4.0 lb 3 lb 4 oz (3.25 lb) 1.82 kg 1.47 kg

grill denser)

K100E/K136E (with grill 3 lb 4 oz (3.25 lb) 2 lb 12 oz (2.75 lb) 1.47 kg 1.25 kg

denser) /T300

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 KENWORTH HVAC SYSTEMS
Air Conditioning Principles 2
Switches
Table 2-16 Freeze Switch

CLOSES AT PROBE OPENS AT PROBE CLOSES AT PROBE OPENS AT PROBE

TEMPERATURE (°F) TEMPERATURE (°F) TEMPERATURE (°C) TEMPERATURE (°C)
39.5 ±1.5 °F 31±1.5 °F 4.2 ±0.8 °C -0.5 ±0.8 °C

* Actual temperature at the probe.

Table 2-17 Binary Switch

HIGH LOW PRESSURE HIGH PRESSURE LOW PRESSURE

PRESSURE (psi) (psi) (Kpa) (Kpa)
Cut In 250 ±50 40 29 ±7.3 5.8

Cut Out 400 ±20 26 55.1 ±2.9 3.8

* Measured on the High Side of the system.

Table 2-18 Fan Switch

Fan Fan
Fan Engage Fan Engage
Part No. Switch Type Disengage Disengage
(psi) (Kpa)
(psi) (Kpa)
K301-383 Blue: Normally 275 ±10 230 ±10 39.9 ±1.5 33.4 ±1.5
Open (NO)

K301-382 Green: Nor- 275 ±10 230 ±10 39.9 ±1.5 33.4 ±1.5
mally Closed
(NC)

K301-368-1 / Black: Nor- 295±10 250±10 42.8±1.5 36.3±1.5

K301-368-2 mally Open
(NO)

K301-384 Red: Normally 295±10 250±10 42.8±1.5 36.3±1.5

Closed (NC)

* Measured on the High Side of the system.

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 KENWORTH HVAC SYSTEMS
Air Conditioning Principles 2
A/C System Diagram – The main component in the a/c system is the refrigerant, R-134a. It is cir-
Refrigerant culated, under pressure, in a closed-loop system through the following 5
components:
1. compressor
2. condenser
3. receiver / dryer
4. expansion valve
5. evaporator

The air conditioning system has a High pressure (discharge) side and a
Low pressure (suction) side. These high and low sides are split at the
compressor and expansion valves as follows:
• The high side extends from the compressor through the condensor
and receiver / dryer to the expansion valve.
• The low side extends from the outlet of the expansion valve through
the evaporator and back to the suction side of the compressor.

Figure 2-1 A/C System Diagram – Refrigerant

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Air Conditioning Principles 2

Section 2C Why it Works

There are four of Nature's Laws that are used in engineering an air condi-
tioning system. If we understand how they are applied, it will make diag-
nosing an air conditioning problem easier. Consider these “tricks” that
make the system work.

Trick #1

HOT COLD

Heat energy always travels from something that

is hot to something that is cooler.

Trick #2
PRESSURE BOILING POINT
PRESSURE BOILING POINT
Pressure down, boiling point down.
Pressure up, boiling point up.

Trick #3
LIQUID EXTRA HEAT IN VAPOR...
VAPOR EXTRA HEAT OUT LIQUID
When R-134a changes from a liquid to a vapor it absorbs an extra
amount of heat. When the R-134a changes from a vapor to a liquid
the extra energy is released.

Trick #4
PRESSURE TEMPERATURE
PRESSURE TEMPERATURE
When you drop the pressure, you drop the temperature.
When you raise the pressure, you raise the temperature.

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 KENWORTH HVAC SYSTEMS
Air Conditioning Principles 2

Section 2D The Big Picture

PRESSURE BOILING POINT

The lower pressure also reduces the boiling point, so when
the heat is transferred from the warm cab air, to the cool,
liquid R-134a, the R-134a boils and evaporates, changing
state. That's why it's called the evaporator. The evapora-
tion process, or change of state, absorbs extra heat that
can't be released until the R-134a changes state again.

LIQUID EXTRA HEAT IN VAPOR

At the expansion valve, the high pressure R-134a loses Heat transferred from
pressure rapidly and cools as it expands into the evapo- war m cab air to cool
rator. That's why its called the expansion valve. evaporator.

PRESSURE TEMPERATURE HOT COLD

Heat transferred from

CONDENSER
hot condenser to cool
outside air.

HOT COLD
RECEIVER/DRYER
EVAPORATOR
EXPANSION
VALVE

COMPRESSOR

As the R-134a vapor goes through the condenser, heat When the R-134a vapor reaches the com-
is transferred from the hot R-134a to the cool outside pressor, it is compressed, raising the
air. Because the boiling point is now higher, the R-134a pressure. The cool vapor becomes a hot
easily changes state, releasing the extra heat it stored vapor, and the boiling point is raised,
when it condensed. The R-134a condenses back into a because the pressure is increased.
liquid. That's why it's called the condenser.
PRESSURE TEMPERATURE
VAPOR EXTRA HEAT OUT LIQUID PRESSURE BOILING POINT

Figure 2-2 HVAC – Operation Diagram

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 KENWORTH HVAC SYSTEMS
Air Conditioning Principles 2
The area from the inlet of the expansion valve to the suction side of the
compressor is called the low side of the system (sometimes called cool
side).

The area from the discharge side of the compressor to the inlet side of the
expansion valve is called the high side of the system (sometimes called
hot side).

CONDENSER EVAPORATOR

RECEIVER/DRYER

EXPANSION
VALVE

COMPRESSOR

HIGH SIDE LOW SIDE

Figure 2-3 HVAC – High Side/Low Side

A/C system fittings that require O-rings use HNBR O-rings and mineral oil
is recommended for O-ring lubrication prior to installation.

Refrigerant system service ports are quick-connect type and are of differ-
ent sizes to prevent accidental cross connection of service equipment.

A/c hoses are constructed with multiple layers and materials to prevent
water vapor from entering the system and to keep refrigerant contained in
the system.

2-14 KM811226 (06/00)

3R-134a Refrigerant KM811227 06/00

KENWORTH HVAC SYSTEMS

Section

R-134a Refrigerant

3A Background
3B Differences Between R-12 and R134a Systems
3C Containers
3D Markings
3E Contamination

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3

KENWORTH HVAC SYSTEMS

R-134a Refrigerant 3

Section 3A Background

Over the last ten years, scientists have noticed that the earth's ozone
layer is disappearing. Ozone is an oxygen molecule with three oxygen
atoms (O3), instead of the usual two atoms (O2). The ozone layer is part
of the earth's atmosphere between 10-20 miles from the earth's surface.
The ozone molecules in that part of the atmosphere absorb part of the
ultra-violet light from the sun. Too much ultra-violet light can cause skin
cancer and blindness. Scientists believe that the chlorine in CFC
(Cloro-Fluro-Carbon) chemicals, like R-12 refrigerant, is destroying the
ozone layer by chemically breaking up the O3 ozone molecules into O2
oxygen molecules.

In 1991 The Clean Air Act and other regulations came into effect. This law
phases out the manufacture of CFC chemicals. That means we will not be
able to buy new R-12 refrigerant and the supply of old R-12 will gradually
run out. Engineers have redesigned our truck air conditioning systems
using a new refrigerant called R-134a. The R-134a parts do the same
things as on R-12 systems, they have the same names and they look sim-
ilar.

All new Kenworths are built with R-134a systems. Eventually the old R-12
systems will disappear as the trucks are retired, or their air conditioning
systems are retrofitted with R-134a systems. During the time when we'll
be seeing both systems it will be extremely important not to mix parts or
refrigerants.

Section 3B Differences Between R-12 and R134a Systems

R-134a air conditioning systems are replacing R-12 air conditioning sys-
tems in our Kenworths. As the air conditioning systems for each model
are re-engineered, we will be seeing fewer and fewer R-12 systems in our
shops. During the several years where there are both types of air condi-
tioning systems on the road, we will have to be able to tell the difference
between the two types of systems. This is important for three reasons:
• Mixing R-12 and R-134a will create a new refrigerant that will not
work in the system designed for Kenworth.
• Allowing the R-12 mineral oil lubricant to contaminate a R-134a sys-
tem can create system damage.
• The parts of each air conditioning system are engineered for a spe-
cific refrigerant and they generally cannot be exchanged.

The only general exceptions for part exchange are using R-134a hoses
and o-rings in an R-12 system. Some newer receiver/dryers and expan-
sion valves have been engineered for both systems and are marked
clearly for use on both types of systems. R-134a expansion valves can be

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 KENWORTH HVAC SYSTEMS
R-134a Refrigerant 3
used on R-12 systems, but R-12 expansion valves cannot be used on
R-134a systems. Still, it is strongly recommended that components
designed for specific refrigerants be only used in those systems.

The Differences in the Truck

Between R-12 and R-134a
Systems
Label The refrigerant identification label on the radiator is the best place to find
out if the air conditioning is a R-12 or R-134a system. See Figure 3-1. The
exact location of the label may vary with the model.

Figure 3-1 Refrigerant Identification Label

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 KENWORTH HVAC SYSTEMS
R-134a Refrigerant 3
R-134a Truck
Compressor

The lubricant used

in the R-134a com-
pressor will be
printed on the com-
The R-134a com- pressor nameplate.
pressor usually will R-134a systems will
have a sky blue list a PAG or POE
plastic tag on the lubricant. Currently,
suction port. Kenworth trucks use
both PAG and POE
lubricants.

Figure 3-2 Compressor Identification Tag

R-134a Truck There will be a different sized fitting on the service ports. R-12 service
Service Ports valve fittings will not fit on an R-134a system, and R-134a service valve
fittings will not fit on an R-12 system.

HIGH SIDE SERVICE PORT

LOW SIDE SERVICE PORT

Figure 3-3 Low Side and High Side Service Ports

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 KENWORTH HVAC SYSTEMS
R-134a Refrigerant 3
R-134a Truck R-134a hoses will have a SAE J2064 stamped on them. Some R-12
Hoses trucks may be using R-134a hoses, so rely on more information to make a
decision.

A special liner inside the hose prevents the R-134a from escaping
through the hose.

R-134a HOSE

R-12 HOSE

Figure 3-4 R-134a and R-12 Hoses

R-134a Truck Buna and some black neoprene o-rings will react with the PAG and POE
O-Ring lubricants. Using them will quickly lead to a major leak.

Kenworth HNBR o-rings (tinted green) are specifically made for use with
Kenworth R-134a systems. Always use the HNBR o-rings. They may not
always be green in color.

In the real world there are a number of other o-rings that you may find in
equipment that are compatible with R-134a including:
• HNBR Light Blue: Ford
• H4C Black with a yellow dot (that rubs off): John Deere
• HNBR Orange emerlon coating: Caterpillar

Differences in the Shop • There is R-134, R-134a and R-134A. They are all different refriger-
Between R-12 and R-134a ants. Our Kenworth systems use R-134a. Do not confuse it with
R-134 or R-134A.
Systems
• R-134a will generally come in larger containers than R-12. When you
order R-134a, make sure you ask for the container for mobile or
vehicle use. R-134A for commercial or stationary HVAC systems will
have a different size fitting on the container than your charging sta-
tion.
• Kenworth R-134a systems take less refrigerant than the Kenworth
R-12 systems take. Always charge by weight because overcharging a
R-134a system will effect the performance.

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 KENWORTH HVAC SYSTEMS
R-134a Refrigerant 3
• The Refrigerant system is also sensitive to over-filling the oil reservoir
in the compressor. Excess oil will circulate through the system. Extra
oil in the system forms barriers in the condenser and evaporator that
interfere with heat exchange. Do not over-fill the oil reservoir in the
compressor.
• The lubricant will come in smaller cans and bottles. The lubricant
must be stored in a light-proof, sealed container. Do not re-use lubri-
cant. Fresh lubricant is a light yellow. If your lubricant turns brown or
black, dispose of it.
• R-134a molecules are much smaller than R-12 molecules. Hoses
need special barriers to prevent the R-134a from escaping through
the hose material. Always use factory made “barrier” hoses assem-
bled. Dirt in fittings may cause o-rings to distort enough to allow the
R-134a to escape. Keep service hose fittings clean and prevent
dirt and grease from getting on o-rings and fittings.
• You must use HNBR o-rings with R-134a systems. Many types of
black neoprene or rubber o-rings will quickly fail. Although there are a
number of black HNBR o-rings on the market, always be sure by
using green o-rings.
• Always lubricate the o-rings with a little mineral oil before install-
ing. If the o-rings are not lubricated they will distort, cut or tear when
you tighten the fitting.
• The distance the condenser is set from the radiator and after cooler is
a critical measurement set at the factory that effects the heat
exchange capability of the condenser. Always check condensers
for blockage when inspecting a truck.
• The receiver/dryer fittings on our R-134a Kenworths are reversed
fr o m t h e fit ti ng s o n R - 1 2 tr uck s. Alw ays u se th e correct
receiver/dryer for R-134a systems. Always check that the flow
direction is correct when you install the receiver/dryer.
• Do not discharge R-134a into the air. It must be recovered just like
R-12.
• Do not mix R-134a and R-12 service equipment. You must use
separate gauge sets, recovery stations and charging stations. The
only exception is a stand-alone vacuum pump that may be modified
for R-134a fittings.
• Make sure your leak detector will work with R-134a. Some leak
detectors will only find CFC materials (like R-12) and will not detect
HFC materials (like R-134a).

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 KENWORTH HVAC SYSTEMS
R-134a Refrigerant 3

Section 3C Containers

Storing Refrigerant R-134a will come from the manufacturer in sky-blue colored tanks. The fit-
ting sizes will be different from R-12 containers, so it will be difficult to
confuse the two refrigerants.

When ordering R-134a make sure you order R-134a (little “a”) for auto-
motive or transportation use. The fittings on R-134a tanks for stationary
use are a different size than tanks for automotive use.

There are different refrigerants with similar names. There is also R-134
(with no letter) and R-134A (with a big A). These are different refrigerants.
They are not interchangeable.

Section 3D Markings

Table 3-1 Refrigerant Markings

CONTAINER CHEMICAL
REFRIGERANT
COLOR SYMBOL
R-134a Sky Blue CH2FCF3
R-12 White CCI2F2

R-11 Orange CCL3F

R-22 Pale Green CHCIF2

R-502 Light Purple Mixture of R-22 and

R115

Containers with used R-134a that has not been recycled should be
clearly marked: DIRTY REFRIGERANT DO NOT USE WITHOUT RECY-
CLING or CONTAMINATED REFRIGERANT. Used R-134a containers
must be completely evacuated before disposal.

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 KENWORTH HVAC SYSTEMS
R-134a Refrigerant 3
Storage Tips
Table 3-2 Storage Tips

ALWAYS NEVER
Always use DOT or UL approved Never attempt to re-use shipping
containers. containers.

Always store containers where they Never drop a tank, damage a fitting or
are safe from damage. puncture the tank.

Always store R-134a in a stable Never store R-134a tanks in direct

environment with temperatures below sunlight or next to a heat source.
125°F.

Always evacuate empty storage Never place R-134a in a tank with an

cylinders before re-filling. unknown refrigerant.

Always fill a container by weight Never fill a container to more than

80% of its rated weight.

Always mark recovery tanks as Never recharge a truck’s system with

contaminated until they have been refrigerant from an unmarked tank.
recycled.

Never use a fitting adapter to place

R-134a in an R-12 tank or R-12 in a
R-134a tank.

Never mix R-134a and R-12.

Section 3E Contamination

The Unmarked If you find an unmarked R-134a tank, always assume it is contaminated.
Tank You can test for contamination by a temperature/pressure test. You will be
using the fact that every pure gas has a specific pressure at a specific
temperature. The pressure for R-134a at specific temperatures is a known
quantity. A contaminated tank of R-134a will have air and other gasses
that will not condense in it, so the pressure will be quite different from a
tank of pure R-134a.

To Check an • Let the tank sit at a constant temperature, above 65°F for 12 hours.
Unknown Tank
• Keep the tank away from direct sunlight or other heat source.
• Hook up an accurate gauge to the tank or use the low side gauge on
a manifold gauge set.
• Measure the ambient temperature next to the tank (within 3-4 inches).
• Read the pressure on the gauge.
• Find the ambient temperature measurement in Table 2-13, “Maximum
Pressures for Uncontaminated R-134a” on page 2-8.

3-8 KM811227 (06/00)

 KENWORTH HVAC SYSTEMS
R-134a Refrigerant 3
• If the pressure you measured is higher than the one in the table for
the temperature, purge the air from the tank.
• Purge the tank by bleeding enough air from the top of the tank until
the pressure drops below the pressure listed in the table.
• Let the tank sit at a stable temperature for another 12 hours and
repeat the measurement.
• If the pressure is still above the table pressure for that temperature,
the tank is contaminated with air and should be recycled.

Maximum See Table 2-13, “Maximum Pressures for Uncontaminated R-134a” on

Pressues for page 2-8.
Uncontaminated
R-134a

(06/00) KM811227 3-9

 KENWORTH HVAC SYSTEMS
R-134a Refrigerant 3

3-10 KM811227 (06/00)

4Safety Warnings KM811228 06/00

KENWORTH HVAC SYSTEMS

Section

Safety Warnings

(06/00) KM811228 4-1

 KENWORTH HVAC SYSTEMS
Safety Warnings 4
4

Section 4A Safety

Table 4-1 Warnings

WARNINGS
• R-134a is a gas that comes in a pressurized container. If
the tank is ruptured or bursts there will be an explosive
force that could kill or maim you.

• R-134a is a pressurized gas. When it is released into the

air, the temperature drops enough to instantly cause frost-
bite on exposed body parts including hands and eyes.
Gas could escape from containers, hoses or fittings.

• The R-134a molecule contains fluorine. If the R-134a is

exposed to extremely high temperatures including hot
metal parts or flame it will decompose into hydrofluoric
acid. Hydrofluoric acid can cause chemical burns on the
skin and eyes as well as in the lungs.

• If R-134a is mixed with oxygen and compressed, it forms

an explosive gas mixture. R-134a is not flammable at nor-
mal temperatures and pressures.

• R-134a is not a breathable gas. Breathing R-134a, in high

concentrations, may cause unconsciousness or death
due to lack of oxygen. In high concentrations it can also
cause heart irregularities.

• R-134a is a “greenhouse gas.”

• PAG oil is an irritant. It can cause skin irritation.

• Breathing PAG oil vapor can cause irritation of the eyes,

nose, and lungs. Prolonged inhalation can cause dizzi-
ness.

• PAG oil vapor can be explosively flammable.

• PAG oil has chemical properties that may cause disposal

problems.

• The air conditioning system is under pressure. Too much

pressure can cause a discharge at a weak point, like a
hose or fitting.

• The truck engine fan can start unexpectedly. There are

also hot and moving parts when the engine is operating.

• Engine exhaust contains harmful gasses that can cause

unconsciousness or death when inhaled.

4-2 KM811228 (06/00)

 KENWORTH HVAC SYSTEMS
Safety Warnings 4

Table 4-2 Safety Precautions

SAFETY PRECAUTIONS
1. Do not drop the tank or expose the fittings to damage.

2. Store the tank away from direct heat sources including sunlight.

3. Do not overfill the tank.

4. Use DOT approved containers.

5. Wear safety goggles or a face shield when working with or around R-134a.

6. Wear gloves when handling or working around R-134a.

7. Do not expose R-134a to high temperatures. If it is exposed to high temperatures,

evacuate the area immediately.

8. Do not use shop air to pressurize equipment that has been exposed to R-134a.

9. Use R-134a only in a well-ventilated area. Do not allow concentrations of higher than
1000 parts per million.

10. Do not discharge R-134a into the atmosphere.

11. Wear safety goggles when handling PAG lubricant.

12. Wear rubber gloves when handling PAG lubricant.

13. Do not wear contaminated clothing.

14. Do not let PAG oil come in contact with the truck’s paint job.

15. Work in a well ventilated area.

16. Do not smoke or eat around PAG oil or contaminated material.

17. Do not drill, cut or weld empty containers.

18. Dispose of used PAG oil in an approved manner. Do not mix it with other lubricants.

19. Do not overcharge the system.

20. Always charge by weight.

21. Always discharge and evacuate before you charge.

22. Restrain hair and clothing.

23. Remove jewelry.

24. Do not touch the moving fan and exercise caution when working around it.

25. Exercise caution when working around hot and moving engine parts.

26. Always use an exhaust removal system in the shop when running the engine, or work
in a well-ventilated area.

(06/00) KM811228 4-3

 KENWORTH HVAC SYSTEMS
Safety Warnings 4

4-4 KM811228 (06/00)

5Service Steps KM811229 06/00

KENWORTH HVAC SYSTEMS

Section

Service Steps

5A Preparing and Using a Gauge Set

5B Recovery
5C Recycling
5D Component Replacement
5E Evacuation Procedures
5F Charging

(06/00) KM811229 5-1

 5

KENWORTH HVAC SYSTEMS

Service Steps 5

The air conditioning service procedures are common to all jobs where the
system must be opened for repairs, or if there is low refrigerant. Equip-
ment may vary from shop to shop, but in general, the steps are:
• Recover the R-134a from the truck, preventing it from escaping into
the atmosphere.
• Recycle the used R-134a, cleaning it so that it can be reused. It must
meet certain purity levels before re-use.
• Make the necessary repairs or parts replacements including always
replacing the receiver/dryer.
• Evacuate, removing air and water contamination from the system with
a vacuum pump.
• Recharge the system with a specific amount of new or recycled
R-134a.
• Test the system to make sure that it’s operating as it should.
CAUTION: No matter what brand of equipment your
shop is using, there is one common rule: never mix
R-134a and R-12.
• That means you must use separate service equip-
ment on R-134a and R-12 systems. Mixing the refrig-
erants and the lubricants will cause contamination
that will cause the truck’s AC system to function
below specifications and eventually fail. There is no
practical way to clean equipment that has been
cross-contaminated. There is no practical way to
separate R-12 from R-134a.

Section 5A Preparing and Using a Gauge Set

• Never attach hoses or a gauge set without first preparing them. Air in
the lines will be introduced to the system, effecting performance. Also
air, pressured with R-134a, can form an explosive mixture.
• Always use a gauge set designed for use on R-134a systems.
• Close the high side and low side hand valves on the gauge set.
• Attach the gauge set service hose to a vacuum pump.
• Open both the high and low side manifold valves on the gauge set.
• Turn the vacuum pump on and pump until the low side gauge reads
below 25 in. Hg.
• Close both the manifold valves and watch the low side gauge. If the
pressure rises more than one in. Hg in one minute, there is a leak that
must be fixed.
• Open both the manifold valves and pump down the set for five min-
utes.

5-2 KM811229 (06/00)

 KENWORTH HVAC SYSTEMS
Service Steps 5
• Close both the manifold valves and detach the gauge set from the
vacuum pump.
• Use the gauge set immediately.
• If the gauge set is to be stored, fill the gauge set with R-134a through
the service hose.
• Always store a gauge set with R-134a in the hoses.

Section 5B Recovery

Service Procedures
Equipment There is a wide variety of service equipment from complete high-tech sys-
tems to individual stand alone units. Make sure you understand how
your service equipment works before you use it.

Recovery Procedures
Prepare the • Check to make sure your recovery tank has room for 5 pounds
Equipment (11 kg) of R-134a. Overfilling a tank is dangerous. Some recovery
stations will automatically shut off when the recovery tank is full, but
you can save time by checking the weight of the recovery tank first.
• Check to make sure the fittings are clean. The R-134a expansion
valve orifice is extremely small and small amounts of dirt or grease
will clog the orifice.
• If the hoses are not already full of R-134a, evacuate them. Any air
in the hoses will contaminate the refrigerant.
• Close the oil injector valve and drain any oil still in the station.
Properly dispose of any oil remaining in the bottle. You will need to
measure the new amount of oil when you recover, so start with an
empty bottle.
• Close the manifold valves on the station. It’s a good safety practice
that also prevents the escape of refrigerant.
• Connect the station service hoses to the high and low sides of
the system.

Recover the • Open the station’s manifold valves, tank valves and service hose
R-134a valve, depending on the model of equipment you’re using. There
needs to be a path from the truck system to the recovery tank.
• Start the recovery cycle. It should take less than five minutes.
• When the cycle is complete, watch the low side gauge for three
minutes. If the gauge rises above zero, there is still R-134a in the
system. Repeat the recovery cycle.
• Shut the manifold valves.

(06/00) KM811229 5-3

 KENWORTH HVAC SYSTEMS
Service Steps 5
• Open the oil valve and drain any compressor oil into the mea-
surement bottle.
• Measure the amount of oil recovered. You will need to replace this
amount of oil before you recharge the system. Properly dispose of the
recovered oil. Never re-use lubricant. It is contaminated.
• Remove the high and low side hoses from the truck. You can now
make repairs and replacements.

Section 5C Recycling

Recycling Procedures Many shops have their own recycling equipment. A typical recycling sta-
tion separates oil, then filters out contaminants like water and small parti-
cles. Air that is recovered is (legally) purged. No matter what station
you’re using, make sure you understand how it works before you attempt
to use it. Also make sure you service it, including draining the oil, purging
the air and changing the filter on a regular basis.

Figure 5-1 Recycle Process

Stand-alone stations require the correct amount of time to properly clean

the refrigerant. Follow the instructions for your station’s equipment. Do not
recycle for any less time than recommended.

5-4 KM811229 (06/00)

 KENWORTH HVAC SYSTEMS
Service Steps 5
Multi-function stations recycle as they are evacuating. Follow the manu-
facturer’s guidelines.

Compressor Oil The piston-type compressor used in most Kenworth R-134a systems
Level lubricates the pistons from the lubricant in the bottom of the case. The
lubricant that was recovered along with the R-134a must be replaced. Do
not inject the oil when you recharge. Pour the oil directly into the compres-
sor. When you open the system, you should always confirm the level of
the compressor oil by using a dipstick, not relying on simply replacing
what was recovered.

Figure 5-2 Cutaway Compressor

To Measure the Oil Level in the • Wear rubber gloves when handling oil.
Compressor • Make sure the truck (or compressor) is level.
1. Open the oil fill plug only after the R-134a has been recovered from
the system. Opening the oil plug opens the system to the air. Any
R-134a left in the system will vent when the plug is opened.
2. Replace the amount of oil recovered with new oil. Never re-use oil.
3. Use a straight dipstick if the compressor is horizontally mounted. The
oil will be directly below the oil fill plug.
4. Use a curved dipstick if the compressor is vertically mounted. The oil
will be 90° from the hole’s orientation.
5. Find the oil level on the dipstick and use a ruler to measure from the
end of the dipstick to the oil mark.
6. The total level of oil should never be less than 13/16" for a horizontal
mount compressor or 7/8" for a vertical mount compressor. That is:
less than 6 fl. oz.
7. The total level of oil should never be more than 1-13/16" for a horizon-
tal mount or 1-11/16" for a vertical mount compressor. That is: 14 fl.
oz.

(06/00) KM811229 5-5

 KENWORTH HVAC SYSTEMS
Service Steps 5
Measuring the
Compressor Oil
Level

Figure 5-3 Measuring Oil Level

Section 5D Component Replacement

Parts Replacement Guidelines

Table 5-1 Parts Replacement Guidelines

ALWAYS NEVER
1. Always use specific replacement parts for the • Never use a R-12 dryer on a R-134a system.
binary switch, fan switch and freeze switch.

2. Always use specific replacement parts for the • Never use a R-12 expansion valve on a
evaporator, condenser and compressor. R-134a system. You may use a R-134a
expansion valve on a R-12 system.

3. Always use hoses marked for R-134a or SAE • Never use R-12 hoses on a R-134a system.
J2064. You may use R-134a hoses on a R-12 sys-
tem.

4. Always use HNBR o-rings. • Never use BUNA or neoprene o-rings for
hose connections.

5. Always lubricate o-rings with mineral oil

before installing.

6. Always use the proper torque values for the

fitting.

7. Always use the oil specified on the compres- • Never use mineral oil in the compressor.
sor plate in the compressor.

8. Always use a Receiver/Dryer specially made • Never use R-12 Receiver/Dryers with XH-5
for R-134a systems with XH-7 or XH-9 desic- desiccant.
cants.

9. Always place the capillary tube in the exact • Never kink the capillary tube.
same spot where you removed the old one,
when replacing the freeze switch.

5-6 KM811229 (06/00)

 KENWORTH HVAC SYSTEMS
Service Steps 5
Fitting Torque See Table 2-10, “Climate Controls Fitting Torque” on page 2-6.

Oil Charge for CCI Compressor Table 2-12, “Oil Charge for CCI Compressor” on page 2-7 shows the
acceptable levels for a CCI compressor.

Section 5E Evacuation Procedures

The evacuation procedure uses a vacuum pump to remove as much air

(and water) from the system as possible before recharging. It is extremely
important to remove air and water from the system. Any air in the system
will not condense. It takes up space in the system, lowering its perfor-
mance. R-134a and compressed air can also form a potentially explosive
mixture. The air also contains water which will form an acid when mixed
with the refrigerant and oil. The water will also form ice crystals that will
plug the expansion valve. Water will also eventually saturate and break
down the desiccant, further contaminating the system with desiccant par-
ticles.

It takes two things to evacuate the system: a deep vacuum and time. The
vacuum has to be deep enough to boil water at shop temperature. Once
that vacuum has been reached, it takes time to boil the water out of the
thick oil and pull it all the way out of the system. The sleeper evaporator is
quite a distance from the service ports, so time is needed to draw the
water from the sleeper.

There are two ways to evacuate the system properly. The first is strictly a
time method, the second uses an extremely accurate gauge called a
Thermistor to more accurately measure the vacuum. Both ways are simi-
lar until you get to the end.

Reading the Temperature and pressure effect each other in AC systems. As the shop
Evacuation temperature rises, the amount of vacuum needed to boil water out of the
Pressure Table system (at sea level) decreases. As shop temperature decreases, the
amount of vacuum needed increases. Use the Table 2-14, “Vacuum
Needed to Boil Water at Shop Temperatures” on page 2-9 to find the vac-
uum you’ll need to boil water out of the system. Notice that if your shop is
above sea level you will have to adjust for the increase in altitude.

To Evacuate the 1. Make sure the engine is off but the AC system is on.
System
2. Attach the high and low side service hoses, then open the hand
valves.
3. Check your shop thermometer and find the temperature on the table
in the service manual. The minimum vacuum you’ll pull to boil the
water is listed next to the temperature.
4. Open the valves on the station and pump the system down for about
15 minutes, or until the low side gauge reads below 25 in. Hg.

(06/00) KM811229 5-7

 KENWORTH HVAC SYSTEMS
Service Steps 5
5. Close the station valves to the vacuum pump and watch the low side
gauge for about a minute. If the low side gauge rises back toward
zero more than 1 in. Hg. in a minute, you have a leak somewhere in
the system.
6. If there are no leaks, keep pumping until the pressure is below the
value you found in the shop manual.
7. If you are not using a thermistor, continue to pump for at least 45 min-
utes. The longer you pump, the better, for up to 12 hours.
8. If you are using a thermistor, pump the system down until the ther-
mistor reads below 1000 microns for at least 5 minutes.
9. Close the station valves to the vacuum pump and watch the ther-
mistor gauge. Boiling water will cause the gauge to slowly rise, but
level off. This means you need to pump longer to remove all the mois-
ture.
10. If the thermistor gauge continues to rise, without leveling off, there is a
leak in the system.
11. When the system is evacuated, immediately charge the system.

Using a Is it a leak, or is there moisture in the system? Use the thermistor to tell:
Thermistor
• After the system has been below 1000 microns for at least five min-
utes, close the station valve and shut off the pump.
• Watch the thermistor.

Refrigerant See Table 2-15, “Refrigerant Capacities by Model” on page 2-9.

Capacities

Thermistor
Readings
GAUGE READING
GAUGE READING

TIME TIME
If it rises steadily, there is If it rises, then stops ris-
a leak in the system. ing, there is still mois-
ture in the system

• If the thermistor reading remains steady, the system is

evacuated

Figure 5-4 Thermistor Readings

5-8 KM811229 (06/00)

 KENWORTH HVAC SYSTEMS
Service Steps 5
Charging The system must be completely evacuated before the system is charged.
Procedures R-134a systems are charged completely by weight. You cannot “top
off” a R-134a system using the sight glass. Overcharging will cause the
system to perform poorly.

Section 5F Charging

1. Make sure the engine is off but the AC system is on.

2. Find the correct charge weight for the truck model in the Maintenance
Manual.
3. Fill the charging station with the correct weight of R-134a or punch in
the correct weight to the control panel.
4. If necessary, pre-heat the R-134a (depending on your charging sta-
tion).
5. Close the low side manifold valve on the station.
6. Push the charging button or turn the charging valve.
7. As the station charges through the high side hose, watch the low side
gauge. If the low side gauge does not slowly rise, the system is
blocked.
8. Close the high side manifold valve.
9. Remove the high side hose from the truck service port. This is an
important safety measure before starting the truck. Never run the
truck engine with the charging station high side manifold valve open.
The truck’s compressor may pressurize the charging station tank,
causing an explosion.
10. Start the truck engine and let it idle @1500 RPM.
11. Open the low side manifold valve and allow the compressor to suck
any remaining R-134a out of the hoses.
12. The truck is now fully charged.
13. Remove the low side hose.
14. Test the AC system for proper performance.

(06/00) KM811229 5-9

 KENWORTH HVAC SYSTEMS
Service Steps 5

5-10 KM811229 (06/00)

6Truck Climate Control System KM811230
06/00

KENWORTH HVAC SYSTEMS

Section

Truck Climate Control System

6A Cab Operation
6B Vent Operation
6C Heating Layout
6D AC Layout
6E AC Components
6F AC Control System

(06/00) KM811230 6-1

 KENWORTH HVAC SYSTEMS
Truck Climate Control System 6
6

Section 6A Cab Operation

Vent: Opens the compressor Bi-Level: Closes the compressor micro

micro switch and directs air switch and directs the air flow through the
flow through the dash vents. floor and dash vents.

A/C: Closes the compressor micro Heat: Directs the air flow through the
switch and directs the air flow floor vents. The actual heating is con-
through the dash vents. trolled with the temperature lever.

Blower Switch: Four positions: Defrost: Closes the compressor

Off, Low, Medium, and High. Must micro switch, directs the air flow to
be on for the A/C system to work the windshield vents and opens the
fresh air door.

Temperature Lever: Opens the valve that Fresh/Recirculation: When the button is
allows hot engine coolant to flow through the out, the fresh air door opens and outside air
heater core. The cool position completely flows through the vents. When the button is
closes the valve. pushed in, the cab air is recirculated.

Figure 6-1 Cab Control Unit

For the Air • The truck engine must be running.

Conditioning
• The blower must be in the low, medium, or high position.
System to Work:
• The mode control lever must be in the a/c, bi-level or defrost position.

For Maximum • The Fan must be in the high position.

Cooling
• The Mode Control Lever must be in the A/C or Bi-level position.

6-2 KM811230 (06/00)

 KENWORTH HVAC SYSTEMS
Truck Climate Control System 6
• The Temperature Lever must be in the full left (cool) position.
• The Fresh / Recirc. button must be pushed in, recirculating the cab
air.

For Maximum • The engine must be up to operating temperature.

Heating
• The Fan must be in the high position.
• The Mode Control Lever must be in the heat or vent position.
• The Temperature Lever must be in the full right (warm) position.
• The Fresh/Recirc button must be pushed in, recirculating the cab air.
Prolonged operation in recirc. may cause windshield fogging.

For Maximum • The engine must be up to operating temperature.

Defrosting of the
• The Fan must be in the high position.
Windshield
• The Mode Control Lever must be in the defrost position.
• The Temperature Lever must be in the full right (warm) position.
• The fresh air door is automatically opened when the Mode Control is
in the Defrost position

Air in the cab is either re-circulated from a floor duct, or comes from out-
side the cab through a vent on the passenger's side. The air flow can be
directed, by the driver, to four levels in the cab:
1. Floor Vent (heat mode)
2. Bi-Level – floor and dash vents
3. Dash Louvers (A/C, vent modes)
4. Defrost Vents (defrost mode)

Within the ducting system there are three pneumatically controlled doors.
Selecting a mode on the control panel opens and closes the doors, giving
air flow to the four levels of the cab, as well as fresh air from outside the
cab. The Fresh/ Recirculate door either opens to a duct to the outside air
or closes and allows the cab air to recirculate. The AC/Heat door controls
air flow to the floor vent and rest of the vent system. The AC/Defrost door
controls the air flow to the dash louvers and defrost vents.

A schematic representation on the following page shows the relationship

between the Mode Selector lever and the positions of the three doors.

(06/00) KM811230 6-3

 KENWORTH HVAC SYSTEMS
Truck Climate Control System 6

Section 6B Vent Operation

In the AC mode, the compressor switch is on, the heat door is closed and
the defrost door is closed. The air flows directly to the dash louvers.

In the Bi-level mode the compressor switch is on, the heat door is half
way open and the defrost door is closed. Air flows to both the dash lou-
vers and the floor vent.

When the Fresh/Recirculate panel button is out (the fresh position) the
door opens and air is drawn from the outside.

When the button is in, the door closes and cab air is drawn from behind
the duct assembly, near the floor. It recirculates, increasing heating and
cooling efficiency.

In the heat mode, the compressor switch is off, the heat door is 90%
open and the defrost door is open. A little air flows to the defrost duct,
keeping the window clear, but most of the air flows to the floor vent.

In the vent mode, the compressor switch is off, the heat door is closed
and the defrost door is closed. The air flows directly to the dash louvers.

In the defrost mode, the compressor switch is on, the heater door is
closed and the defrost door is open. All the air flows to the defrost duct.
The Fresh/Recirculate door automatically opens.

6-4 KM811230 (06/00)

 KENWORTH HVAC SYSTEMS
Truck Climate Control System 6

Figure 6-2 Cab Control Function Diagram

(06/00) KM811230 6-5

 KENWORTH HVAC SYSTEMS
Truck Climate Control System 6

Section 6C Heating Layout

Heating System Heat is transferred from the hot engine block to the coolant, then is
pumped to the heater. Heat is transferred from the hot heater to the cool
cab air, the coolant returns to the engine to be reheated.

AIR
RM
WA

HEAT TRANSFERRED

Figure 6-3 Heating System

The heating system is part of the truck's climate control. In the sleeper the
heater is part of the automatic climate control system. In the cab, the
driver controls the cab temperature manually by sliding the temperature
control lever to cool or warm.

In the cab, the heater core is located next to the evaporator in the cab unit.
Cab air, or fresh air, flows first past the evaporator, then past the heater
core. When troubleshooting the AC system, keep in mind that the hot
coolant flowing through the heater core will overpower the cooling from
the evaporator.

Heater Controls When the driver moves the temperature control lever from cool to warm, a
cable—attached to the lever—opens a water valve that allows hot coolant
to flow through the heater core. When the driver moves the temperature
control lever from warm to cool, the cable pulls the water valve closed.

6-6 KM811230 (06/00)

 KENWORTH HVAC SYSTEMS
Truck Climate Control System 6
Series Heating Some Kenworth cab/sleeper units can be plumbed for a series heating
System system. The coolant flows from the engine outlet to the cab heater core
water valve first. When the driver moves the temperature control lever to
warm, the valve opens and coolant flows through the cab heater core. If
maximum heat is needed in the sleeper, the cab temperature control lever
must be all the way to warm.

On a series heating system, there is only one coolant supply outlet, and
one coolant return inlet on the engine.

CAB SLEEPER
CABLE
VALVE
HEATER HEATER
CORE CORE

Figure 6-4 Series Heating System

Parallel Heating Standard Kenworth Cab/Sleeper Units are generally plumbed for a paral-
System lel heating system. The coolant flows to both the cab and sleeper at the
same time. The position of the temperature control lever in the cab has no
effect on the sleeper's heater operation.

CAB SLEEPER
CABLE ELECTRONIC
VALVE VALVE
HEATER HEATER
CORE CORE

Figure 6-5 Parallel Heating System

On a parallel system there are separate coolant send and return outlets
on the engine for the cab and sleeper.

(06/00) KM811230 6-7

 KENWORTH HVAC SYSTEMS
Truck Climate Control System 6

Section 6D AC Layout

Sleeper AC Unit The sleeper AC system is in parallel with the cab. It has its own expansion
valve and evaporator. In some sleeper units, a solenoid valve allows
refrigerant to flow to the sleeper expansion valve. The cab control panel
still controls the compressor, so the cab panel must be in the AC, Bi-level
or Defrost position and the fan on low, medium, or high for the sleeper unit
to work.

CAB SLEEPER
SOLENOID
VALVE

EVAPORATOR

EVAPORATOR EXPANSION
VALVE

EXPANSION
VALVE

Figure 6-6 Sleeper AC System

6-8 KM811230 (06/00)

 KENWORTH HVAC SYSTEMS
Truck Climate Control System 6
Air Conditioning System

IR
OLA
CO
HEAT TRANSFERRED

Figure 6-7 Air Conditioning System

The R-134a refrigerant acts like a conveyer belt for heat. When the
R-134a cools the evaporator, heat is transferred from the warm cab air to
the cold evaporator and to the R-134a. The R-134a is compressed and
pumped to the condenser where heat is transferred from the hot R-134a
to the cooler outside air. The cycle then begins again.

(06/00) KM811230 6-9

 KENWORTH HVAC SYSTEMS
Truck Climate Control System 6

CONDENSER EVAPORATOR

RECEIVER/DRYER

EXPANSION
VALVE

COMPRESSOR

Figure 6-8 Air Conditioning System

When the compressor clutch is engaged, warm low pressure, vaporized

R-134a is pulled from the evaporator and compressed into a hot, high
pressure. The freeze switch protects the evaporator from freezing at tem-
peratures below 32 degrees F. and resets above 40 degrees F.

The binary switch is closed when the system pressure is above 26 psi and
below 400 psi. It protects the system by opening if pressure falls too low
or goes too high.

The fan switch automatically engages the engine fan when the AC system
pressure rises to a predetermined set point. This usually happens
because there is a lack of air flow through the condenser when the truck
is stopped in traffic or idling.

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 KENWORTH HVAC SYSTEMS
Truck Climate Control System 6

Section 6E AC Components

Compressor The compressor moves the refrigerant through the system. It draws the
cool R-134a vapor from the evaporator... and compresses it into a hot,
high pressure vapor, discharging it to the condenser. A belt driven electric
clutch engages the compressor when the air conditioning system is on.

Figure 6-9 Compressor Mounted on Engine

Condenser The condenser is like a radiator for refrigerant. The hot R-134a vapor trav-
els through the thin tubes and heat is transferred from the refrigerant to
the fins. The cool ram air, flowing past the fins, transfers the heat to the
air, cooling and condensing the R-134a vapor into a liquid.

Figure 6-10 Condenser Mounted on Radiator

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 KENWORTH HVAC SYSTEMS
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Receiver/Dryer The receiver/dryer has three functions.
• First, it acts as a reservoir for the R-134a, making sure there is always
a supply to the expansion valve.
• Second, if we look inside, we can see that there is a filter system for
removing contamination from the refrigerant.
• Third, the main ingredient in the filter is a desiccant; that is a material
that absorbs water, drying the refrigerant.

Figure 6-11 Receiver/Dryer on Engine

Expansion Valve The expansion valve not only drops the pressure in the system, allowing
the refrigerant to expand and cool, but regulates the amount of R-134a
allowed into the evaporator, controlling the temperature.

Figure 6-12 Expansion Valve on Cab Unit

On one side of the valve is the high pressure, liquid R-134a from the
receiver/dryer. On the other side, the suction side of the compressor has
lowered the pressure in the evaporator. If the refrigerant coming out of the
evaporator is too warm, the gas in the power head expands, pushing the

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 KENWORTH HVAC SYSTEMS
Truck Climate Control System 6
stem against the spring and opening the valve and allowing more cooling.
When the valve opens the liquid refrigerant expands into the low pressure
area. As the pressure drops, the refrigerant cools.

Figure 6-13 Expansion Valve – Open

The power head acts like a thermostat, expanding and contracting as it

warms or cools. If the refrigerant coming out of the evaporator is too cool,
the gas in the power head contracts, allowing the spring to push the stem
back, closing the valve.

EXPANSION VALVE CLOSED

Valve orifice closed Spring pushes

valve closed
Warm liquid from EVAPORATOR
receiver/dryer

Valve stem pushed

down by spring

Cool vapor
to compressor
Powerhead releases
Cool temperature of
pressure on stem
returned vapor contacts
powerhead diaphragm

Figure 6-14 Expansion Valve – Closed

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 KENWORTH HVAC SYSTEMS
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Evaporator As the liquid R-134a passes through the expansion valve it cools. As it
passes through the evaporator, heat from the cab air is transferred
through the fins to the refrigerant.

Figure 6-15 Evaporator

As the liquid R-134a heats up, it boils and evaporates, changing from a
liquid to a vapor. This evaporation process traps the heat energy in the
refrigerant.

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 KENWORTH HVAC SYSTEMS
Truck Climate Control System 6

Section 6F AC Control System

Electric Clutch The electric clutch engages when all four switches in the control system
are closed.

Figure 6-16 Compressor and Electric Clutch

Blower Switch The blower switch must be in the low, medium or high position to energize
the control circuit.

MICRO SWITCH

BLOWER SWITCH

Figure 6-17 Blower Switch and Micro Switch on the Dashboard

Micro Switch The micro switch is closed by a cam when the mode selector is in the AC,
Bi-Level or Defrost mode

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 KENWORTH HVAC SYSTEMS
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Freeze Switch The freeze switch is open if the evaporator temperature is below 32°F.
(Thermostatic The freeze switch is closed (reset) if the temperature is above 40°F.
Switch)

Figure 6-18 Freeze Switch

Binary Switch The binary switch is closed when the system pressure is above 26 psi and
below 400 psi. It protects the compressor by opening if the pressure falls
too low or goes too high.

BINARY SWITCH

FAN SWITCH

Figure 6-19 Binary and Fan Switch on the Engine

Fan Switch The fan switch automatically engages the engine fan when the AC system
pressure rises to a predetermined set point. This usually happens
because there is a lack of air flow through the condenser when the truck
is stopped in traffic or idling.

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7B-CAB and Climate Control Troubleshoot-
ing KM811231 06/00

KENWORTH HVAC SYSTEMS

Section

B-CAB and Climate Control

Troubleshooting
7A System Inspection
7B Measuring System Performance
7C Common Troubleshooting Problems
7D Electrical Troubleshooting
7E Pneumatic System
7F Cab Unit Troubleshooting

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7

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B-CAB and Climate Control Troubleshooting 7

Section 7A System Inspection

Troubleshooting The physical inspection of the truck and the test of the system’s perfor-
mance are the main pieces of information you have to guide your trouble-
shooting. If you got some good information from the driver, you can use
that as well. Air conditioning trouble-shooting depends a lot on making a
diagnosis without “seeing” what’s wrong. You will rely on the gauge set
and thermometers to tell you what’s going on inside the system. This is
where under-standing how the system works will pay off.

Troubleshooting 1. Gather information. The more thorough you are during this step, the
is a six step easier the rest of the job will be. The physical inspection of the truck
process: and the performance test is the key information you have to work with.
2. Identify the problem. Generally the problem will be lack of cooling.
Make sure that’s true first with the performance check. Don’t assume
anything. Observe the problem yourself.
3. Identify the possible cause. Take the information and see which
cause it points to. A table in the workbook and the maintenance man-
ual can get you started. Keep in mind that you’ll need to confirm the
cause with further testing.
4. Eliminate the possible causes, starting with the simplest, and
working toward the most complicated.
5. Follow up with tests that eliminate potential causes, one by one.
Use the gauge set, electrical meter and other tools to eliminate a par-
ticular part as the cause or confirm that it is causing the problem.
6. Narrow down the cause of the problem. As you do follow-up tests,
you reduce the list of potential causes. There may be more than one
cause.

Troubleshooting Air conditioning problems usually start from the same point: no cooling.
Tips Problems that are related to air conditioning, but don’t involve lack of cool-
ing, usually are considered as other problems. For example, the engine
fan could be running constantly, not because of an engine cooling prob-
lem, but because of a fan switch or excessive high side pressures.

Ninety-nine percent of air conditioning complaints start with the no cooling

complaint, yet could be caused by a number of reasons. The gauge set
gives you measurable information about what’s happening, not a guess. If
you understand how the air conditioning system works, you can use the
gauge information to quickly sort out the problem.

Troubleshooting steps in the Maintenance Manual, video lesson and

workbook are based on the measurable information. The gauge readings
give information about the system that will point to one or two specific
causes that you can further troubleshoot, if necessary.

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7

ELECTRICAL:
• Blower
• Compressor clutch
• Binary switch
• Fan Switch

COMPRESSOR:
• Bracket is tight
• Belt adjusted to
proper tension
• Compressor seals
leaking oil
• Hose connections for
leaking oil

RECEIVER DRYER: CONDENSER: PHYSICAL:

• Moisture indicator • Debris that will effect air flow • Hose mountings
• Fittings leaking • Aftercooler or radiator blocked • Hose kinking
• Frost formation • Bug screen blocked • Hose damage
LEAKS: • Check for a winter front • Fittings
• Compressor • Distance from condenser to • Spots where hoses
radiator meet fixed parts
• Fittings
• Oil drips or places that
• Connections between hoses
look saturated
and fixed parts
• Water in the cab
• Missing drain tube
• Check valves

Figure 7-1 Inspecting the Truck

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7
Leak Testing Tips • Make sure the truck AC system has at least 50 psi of charge with the
engine off.
• Make sure the detector is rated for R-134a (HFC).
• Check the batteries under load.
• Make sure the tip is clean and in good condition (clean tip with shop
air, not solvent).
• Calibrate (usually by turning it on) the detector close to where you’ll
be working.
• Make leak checks just after you shut the engine off so the system is at
maximum pressure. Do not leak test with the engine on. The fan, and
other moving parts, will blow the R-134a away. There is also danger
from hot and/or moving parts.
• Hold the tip about 1/2" below the fitting you’re checking (R-134a is
heavier than air).
• Move the tip slowly. Moving the tip quickly will push the R-134a away.
• Follow the entire route of the AC system.
• Test the evaporator by using the blower to clear out any residual
R-134a, then waiting about 5 minutes for more to accumulate. Test
the evaporator by inserting the probe under the drip tube (if dry).
• If you find a leak, blow on the fitting (with shop air if available) and
retest. This will help you weed out false detections.
• Re-calibrate if the ambient level of R-134a is too high.
• Remember there may be more than one leak.

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7

Section 7B Measuring System Performance

Setup 1. Shop temperature above 60°F.

2. Cab out of direct sunlight.
3. Engine running at 1,500 RPM.
4. Engine fan on manual.
5. Windows or doors open.
6. Mode Control Lever in A/C.
7. Blower on high.
8. Temperature Lever all the way to the left (cool).
9. Air button out (fresh).
10. Sleeper A/C unit on.
11. System on for at least 15 minutes.
12. Thermometer #1: in the center dash vent to measure system temper-
ature.
13. Thermometer #2: near the front of the truck away from sources of
heat; this will measure the ambient or outside temperature.

Using the Manifold Gauge Set • Make sure the gauge set is for use on R-134a equipment.
• Always evacuate or charge the gauge set with R-134a before using to
prevent air from getting in the system or having to vent refrigerant into
the air (See Section 5A “Preparing and Using a Gauge Set”).
• Keep the ends of the hoses clean.
• Make sure the manifold valves are shut before attaching the gauge
set to the service ports.
• Attach the quick release fitting first by pulling back the ring and place
the fitting over the port, then open the hand valve. The valve opens
the service port stem and locks the fitting on the port.
• Read the gauge when the compressor is on.
• If the needle is vibrating when the compressor is on, use the center of
the range of movement for your reading.
• Never open the high side manifold valve on the recycling stations
when the truck engine is running.
• Close the hand valve before attempting to release the quick connect
fitting.

R-134a System For performance standards of conventional models see the following
Performance tables:
Standards
• with sleeper, see Table 2-4, “Model B-CAB With Sleeper – Perfor-
mance Standards” on page 2-4.

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7
• without sleeper, see Table 2-5, “Model B-CAB Without Sleeper – Per-
formance Standards” on page 2-4.
• For humidity adjustments, see Table 2-6, “Model B-CAB – High
Humidity Adjustment” on page 2-5.

Judging System Performance 1. Always start with the reading for thermometer #2.
2. Find the temperature listed in the Outside Temperature Column clos-
est to your reading of thermometer #2.
• If the temperature you read is between numbers in the table, use
the closest number in the table:
• If your reading is 6 degrees or less above the lower number in the
table, use the lower number in the table.
• If your reading is more than 6 degrees above the lower number in
the table, use the higher number in the table.
3. Once you find the correct outside temperature, read across the table
to find a range of temperatures and pressures for that outside temper-
ature.
• A range of numbers means that an acceptable reading is any-
where from the lowest listed number in that box, to the highest.
• Be sure and choose the correct table if your truck does or does
not have a sleeper.
4. If the humidity is over 70%, the duct temperatures you read could be
as much as 15°F over the highest number in the table’s range. This is
because the evaporator is not as effective in humid situations.
For example:
• If your reading is 84°F, use the outside temperature of 80°F.
• If your reading is 89°F, use the outside temperature of 90°F.
• If your reading is 86°F, use the outside temperature of 80°F, but
don’t be concerned if the temperatures and pressures are in the
extreme high end of the range.

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7
Table 7-1 Using Gauge and Thermometer Readings

GAUGE GAUGE
THERMOMETER
READINGS READINGS
READINGS
HIGH SIDE LOW SIDE
VERY HIGH: 50 – VERY HIGH: 5 psi HIGH: 3 degrees F
75 psi above the above the top of the over top of range
top of the range range

HIGH: over the HIGH: over the high AMBIENT: shop

high end of the end of the range temperature
range

LOW: under the LOW: under the low WARM: over shop
low end of the end of the range temperature
range

VERY LOW: lower VERY LOW: lower

than -25 – 50 psi than -5 psi below the
below the bottom bottom of the range or
of the range in a vacuum

What does it mean when the gauges read “high” or “low” or the duct tem-
perature is too high? This table will give you a good idea on how to inter-
pret what you read on the gauge set and thermometer.

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7

Section 7C Common Troubleshooting Problems

See Table 7-2, “Common Troubleshooting Problems” on page 7-9.

7-8 KM811231 (06/00)

(06/00)
Table 7-2 Common Troubleshooting Problems

GAUGE THERMOMETER POSSIBLE FURTHER

POSSIBLE CAUSES
READINGS READINGS OBSERVATIONS TROUBLESHOOTING
High Side: low high to little below Almost no R-134a in the system. Low R-134a due to leak, lack of Thorough leak detector test
Low Side: low ambient Oil drips below fittings. maintenance or undercharging

High Side: low ambient Binary switch open/ compressor No R-134a due to leak or lack of Thorough leak detector test
Low Side: very low not running. maintenance
Oil drips below fittings.

High Side: high ambient or warm High side hoses hot. Condenser improperly aligned Condenser inspection
Low Side: high Overcharged Recover and recharge
R-12 contamination Recover and dispose of
contaminated R-12

High Side: high ambient or warm High side hoses or condenser with Condenser blocked Condenser inspection: check for spot
Low Side: normal to hot and cool spots. Hose or condenser blockage it changes from warm to cool.
low Inspect Hoses for restriction

High Side: low ambient to warm Compressor belt shiny. Compressor belt loose or worn Compressor inspection.
Low Side: high Compressor clutch not engaging. Compressor clutch not engaging Electrical test of clutch and clutch
Compressor making noise. Compressor failing circuit.

High Side: high high to a little below Normal sight glass. Blocked or failed expansion valve Check sleeper unit
Low Side: low to very ambient Compressor running, not cycling. Warm the expansion valve/
B-CAB and Climate Control Troubleshooting

low Moisture indicator pink. evaporator.

Bench Test the expansion valve.

High Side: normal to high to a little below Compressor running, not cycling. Low side hose blocked/ kinked Inspect hoses.
high ambient Frost on low side hoses.
Low Side: low to very
low

High Side: normal high to ambient Compressor running, not cycling. Expansion valve failed open Warm the evaporator/ expansion
Low Side: high Low side hoses sweating. valve.
Bench test the expansion valve.

High Side: normal high Compressor running, not cycling Coolant leaking through heater core Measure duct temperature with AC
Low Side: normal to Freeze switch stuck closed off.
low Evaporator fins clogged Electrical test freeze switch.
Warm evaporator with a heater.

KM811231
Physically inspect evaporator core.

High Side: low high Compressor clutch not engaging Binary switch low pressure cut-out Check refrigerant charge level.
Low Side: high point too high Electrical test of binary switch.
7

7-9
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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7
How Much R-134a is in the The only accurate way to measure the amount of R-134a in a truck’s AC
system? system is to recover and recharge the system with the correct amount of
refrigerant. The troubleshooting problem is: how can I do a quick check to
see if the R-134a is low without starting the engine? If the AC clutch is not
engaging at all and the binary valve is open, a quick way to see if there is
any R-134a in the system is to measure the pressure of the system with
the engine off.

Remember the R-134a is a liquid on the high side of the condenser, and a
vapor on the low side when the compressor is operating. If the truck has
been standing, or the AC system is off the pressures on the high side and
low side will have become equal. There should be a mixture of vapor and
liquid R-134a in the system. If the system is very low on R-134a, there will
only be vapor. We can tell if the R-134a is all vapor or a mixture of liquid
and vapor by measuring the pressure and ambient temperature.

This table from the Maintenance Manual will show the minimum pressure
for liquid R-134a to be present. If the pressure for the ambient tempera-
ture is below the pressure listed in the table, the R-134a is definitely low.
A good trick is to use the low side gauge because the range of numbers is
smaller, making it easier to read an exact pressure. If the high side and
low side gauges read different pressures, the system is blocked some-
where (usually at the expansion valve). Remember even if there is some
liquid R-134a present, the charge could still be low.

The table on the following page lists the measurable information and the
possible causes in roughly the order that you can expect to run into them,
starting with the most common and ending with the least common.

Minimum System Pressure for When the engine has been off for at least twenty minutes, use the low
Liquid R-134a side gauge to take a reading. If the reading is below the number in the
table for the ambient temperature, the system is very low on R-134a.

See Table 2-11, “Minimum System Pressure for Liquid R-134a” on page
2-6.

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7
Clutch Cycling Problems
Table 7-3 Clutch Cycling Problems

THERMOMETER POSSIBLE FURTHER

POSSIBLE CAUSES
READINGS OBSERVATIONS TROUBLESHOOTING
High Compressor making short Binary switch high Electrically test binary
cycles pressure cut-out too low switch as clutch cycles
while observing high side
Freeze switch cut-out too psi
high
Electrically test freeze
switch

Appears normal to cool Compressor running, not Freeze switch cut-out Electrically test freeze
cycling point too low switch as clutch cycles.

Possible evaporator
freezing

Appears normal to warm Compressor making short Freeze switch cut-in point Temperature test freeze
cycles too low switch as clutch cycles

Cycles high then normal Compressor making long Freeze switch cut-in point Temperature test freeze
cycles too high switch as clutch cycles

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7

Section 7D Electrical Troubleshooting

Electrical troubleshooting for the air conditioning system is no different

than any other electrical system on the truck. The circuits must have a
good power and ground source. The components in the circuit, switches,
relays, breakers, fuses and devices need to be tested. The electrical part
of the module will show you how the air conditioning control circuit works
and how to test the parts.

The sleeper troubleshooting information is part of the electrical module

because the only difference between the cab and sleeper unit is how the
temperature is controlled. In the cab, the driver controls the temperature
manually with the temperature control lever. Since someone in the
sleeper is resting, the control circuit is automatic. An important piece of
information that some drivers might miss is that the cab unit must be on
(blower on and Mode in the AC, Bi-Level or Defrost position) for the
sleeper unit to work. This is because the cab unit controls the compressor
clutch.

Electrical Components There are two parts to the air conditioning control circuit. The first part of
the circuit is the ground-switched half that closes the A/C relay. The sec-
ond half of the circuit is power side switched and actually engages the
electromagnetic compressor clutch. Engaging the AC compressor turns
the system on.

Power Side Binary Switch

Switches
The binary switch is normally closed, but opens if the high side pressure
gets too high (dangerous pressure) or if system pressure gets too low.
The binary switch is a hot side switch.

A/C Relay

Provides hot side (+) power to the compressor clutch when all three
ground side switches are closed. If any one of the ground side switches
are open, the relay will not close.

Compressor Clutch

If any one of the switches is open, the AC system will not turn on. Electri-
cal troubleshooting for the AC system is finding which switch (or switches)
is open and finding out why. When the control circuit closes, power is sup-
plied to the electromagnetic compressor clutch, engaging it. When the
compressor is compressing, the AC system is cooling the evaporator.

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7
Air Conditioning Control Circuit

CLUTCH
ENGAGED

COMPRESSOR BLOWER SWITCH

FREEZE SWITCH
FAN SWITCH
12 VOLT

BINARY SWITCH RELAY MICRO SWITCH

Figure 7-2 Control System Overview

Ground Side Blower Switch

Switches
Switching the blower to low, medium or high closes the first leg of the cir-
cuit.

Freeze Switch

If the evaporator temperature is below freezing, it opens the circuit. If the

evaporator temperature is above about 40°F, it closes the second leg of
the circuit. The freeze switch actually cycles the compressor, supplying
R-134a to the expansion valve.

Micro Switch

When the driver moves the mode selector lever to AC, Bi-Level or Defrost,
a cam closes a micro-switch which closes the third leg of the circuit.

The Blower The blower is like any other electrical device, it needs power and ground.
Circuit Use standard electrical troubleshooting techniques to test the blower
switch. The blower switch not only controls the blowers, but is part of the
AC system control circuit. The switch must close in all three positions,
high, medium and low, to activate the AC control circuit.

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 KENWORTH HVAC SYSTEMS
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Figure 7-3 Testing the Blower Switch

To test the blower switch:

1. Remove the panel harness connector.
2. Test the switch contacts while you cycle the switch.
3. Test the white ground wire to the blower.

Thermal Fuse A thermal fuse (sometimes called a thermal switch) is a unique part of this
circuit. The thermal fuse protects the cab wiring if the blower jams. A
jammed blower could cause the blower wiring to overheat and burn.

Figure 7-4 Testing the Thermal Fuse

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7
The thermal fuse is a small fuse that will open if heated past a certain
temperature. When the blower is on, resistance coils, next to the fuse,
heat up. Air from the blower cools the coils, protecting the fuse. If the flow
of air should stop while the circuit is still on, the heat from the coils melts
the thermal fuse, cutting power to the circuit in any speed but high.

The thermal fuse unit is located in the blower duct. You can gain access to
the unit from just inside the passenger side door on the B cab series
trucks.

To test the thermal fuse:

1. Test the fuse for continuity across the smaller contacts.
2. There are two thermal fuses to test in each unit.
3. If the thermal fuse is open, you must replace the fuse unit and dis-
cover the reason the fuse failed.

NOTE: A quick test of the thermal fuse is to see if fan works in high
speed only.

The Blower Quite a few good motors get replaced when they shouldn’t. Always inde-
pendently test the motor three ways:

Figure 7-5 Testing the Blower

To test the blower:

1. Remove the blower unit from the top of the Cab AC Unit.
• Turn the ignition switch to on, but not run.
• Remove the connector at the blower and test for 12V power at the
connector.
• Check for a good ground connection.
2. Use a fused jumper cable to test the motor with an independent
source of power and ground.

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7
• The fans should spin toward the duct outlet, with the vanes fac-
ing the outlet. Wheel reversal or having the wheel backwards is
a common error.
3. The fans should spin freely without vibration or noise. Watch and lis-
ten for binding or rubbing.
• Check the duct work for plastic bags or other materials that may
block the flow of air.
• Check the evaporator and heater fins for any material that may
block the flow of air. Grain or cement dust as well as pet hair has
been known to block the fins on the evaporator.

The Micro Switch The micro switch is part of the AC Control Circuit. It must be closed to
activate the AC system. A cam on the selector lever closes the switch
when the lever is in the AC, Bi-Level or Defrost mode.

Figure 7-6 Testing the Micro Switch

To test the micro switch:

1. Remove the control panel.
2. Test continuity across the switch itself.
3. Cycle the switch and the meter should not show continuity in the AC,
Bi-Level and Defrost modes only.
4. Test the AC control terminal to ground connection.
5. Test the white ground wire to the micro switch.
6. Check continuity on the wiring harness.

The Binary Switch The binary switch acts as a safety device in two situations:
• If the system pressure gets too low, the binary switch cuts power to
the compressor clutch. This protects the compressor from running
when there is not enough R-134a.
• If the system pressure gets too high, the binary switch cuts power to
the compressor clutch. This protects the plumbing and other parts
that can be damaged by high pressure.

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 KENWORTH HVAC SYSTEMS
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The pressures where the switch opens are called cut outs:
• Low Pressure Cut Out: 26 psi.
• Resets when the pressure rises to 40 psi.
• High Pressure Cut Out: 400±20 psi.
• Resets when the pressure falls to 250±50 p.
• The switch opens when the cut-out is reached.

BINARY SWITCH

FAN SWITCH

Figure 7-7 Binary and Fan Switch on the Engine

The pressures where the switch closes again are called cut-ins.
• Low Pressure Cut-In: 40 psi.
• High Pressure Cut-In: 250±50 psi.
• The switch closes again when the pressure rises or falls to the cut-in
point.

Troubleshooting the Binary Switch:

• Disconnect the connector on the end of the switch from the wire har-
ness.
• Check the contacts across the binary switch.
• The circuit should be closed if there is some liquid R-134a in the sys-
tem.
• If the switch is open, and you know you have at least 40 psi on the
high side, the switch needs to be replaced.

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7

Figure 7-8 Meter Hook up for Binary Switch

See Table 2-17, “Binary Switch” on page 2-10.

Binary Switch Binary switches generally do not fail very often. When they do, the cut-ins
Problems and the cut-outs cannot be adjusted. The switch must be replaced. If you
suspect the binary switch, use the following table to pinpoint the problem.
Keep in mind these procedures are focused only on the binary switch.
Some of the observed problems could have other causes or a combina-
tion of other causes.

Table 7-4 Troubleshooting the Binary Switch

PROBLEM CAUSE TEST PROCEDURE

Compressor won't run Low pressure cut-out too high Attach gauge set and read low
side pressure with engine off.
Low pressure cut-in too high
Look up minimum pressure for
liquid R-134a in table for the
ambient temperature.

Use the electronic meter to

measure resistance across
binary switch, if system
pressure is above the minimum
and the switch is open, replace
switch.

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 KENWORTH HVAC SYSTEMS
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Table 7-4 Troubleshooting the Binary Switch (Continued)

PROBLEM CAUSE TEST PROCEDURE

Compressor cycles rapidly High pressure cut-out too low Attach gauge set and read high
and/or high pressure cut-in too side pressure with engine
High side and low side pressure high running. Switch the meter to
normal volts and read across binary
switch terminals without
disconnecting the switch.

If the switch is open you will

read 12 volts. If the switch is
closed you will read 0 volts.

If the switch is open and the

pressure is less than 400 +/-20
psi, replace switch.

If the switch is closed and the

pressure is more than 400 +/-
20 psi replace the switch and
find the problem that is causing
the excessive pressure.

Compressor relief valve continually High pressure cut-out too high Replace the binary switch as a
vents safety precaution when making
Pressure relief valve out of the other repairs needed
Hose or fitting blown off specs.

The Engine Fan The fan is engaged by this switch because the condenser is not able to
Switch dump enough heat to condense the R-134a. The increased air flow (in sit-
uations where the truck is in traffic or idling) then helps transfer more heat
from the system.
• The fan switch engages the electric engine fan when high side pres-
sures rise past 275±10 psi.
• The fan switch disengages the electric engine fan when the high side
pressures fall past 230±10 psi.
• Fan switches on COE models, off highway models and with
roof-mounted condensers may use a fan switch with higher set points.
This reduces fan operation because of a slightly more efficient con-
denser which causes slightly lower operating pressures.

NOTE: If the engine is not an electronic engine the switch closes

to engage the engine fan. If the engine is an electronic engine the
switch opens to engage the engine fan.*
* Engine manufactures are constantly changing the switch
requirements for their engines. Make sure you have the correct
information for the fan switch on the truck’s engine.

See Table 2-18, “Fan Switch” on page 2-10.

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 KENWORTH HVAC SYSTEMS
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Troubleshooting the Engine Fan Switch

Fan switches generally do not fail very often. When they do, the cut-ins
and the cut-outs cannot be adjusted. The switch must be replaced. If you
suspect the fan switch, use the following table to pinpoint the problem.
1. Disconnect the connector on the end of the switch from the wire
harness.
2. With the non-electronic engine off, the switch should test open. With
electronic engines the switch should test closed.
3. Connect the manifold gauge set.
4. Start the engine, watching out for hot and moving parts.
• With the engine running and the high side pressure above 275
psi, the switch should close (non-electronic)/open (electronic).
• If the shop is cold, you may have to block air flow through the con-
denser to raise the pressure.

BINARY SWITCH

FAN SWITCH

Figure 7-9 Binary and Fan Switch on the Engine

Engine Fan Switch Problems

Table 7-5 Nonelectronic Engine Problems

NON ELECTRONIC
CAUSE TEST PROCEDURE
ENGINE PROBLEM
Compressor cuts out while The fan is not engaging as the high Attach gauge set and read high side
truck is idling side pressure rises above 275 +/- 10 pressure with the engine running.
psi.
Engine fan not engaging Use the electronic meter to measure
resistance across the fan switch.

As the system pressure rises above

275 +/- 10 psi, if the switch is open,
replace switch

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 KENWORTH HVAC SYSTEMS
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Table 7-5 Nonelectronic Engine Problems (Continued)

NON ELECTRONIC
CAUSE TEST PROCEDURE
ENGINE PROBLEM
Engine fan running excessively The fan is not disengaging as the Attach gauge set and read high side
pressure drops below 230 +/- 10 psi. pressure with engine running.

Use electronic meter to measure

resistance across the fan switch.

As the system pressure falls (as the

compressor cuts out) below 230 +/-
10 psi, if the switch is closed, replace
the switch.

THESE TROUBLESHOOTING TABLES ONLY DEAL WITH AC RELATED PROBLEMS. ENGINE FAN
PROBLEMS COULD HAVE OTHER CAUSES IN THE WIRING HARNESS OR ENGINE CONTROLS.

Table 7-6 Electronic Engine Problem

ELECTRONIC ENGINE
CAUSE TEST PROCEDURE
PROBLEM
Compressor cuts out while The fan is not engaging as the high Attach gauge set and read high side
engine is idling side pressure rises above 275 +/- 10 pressure with the engine running.
psi
Engine fan not engaging Use the electronic meter to measure
resistance across the fan switch.

As the system pressure rises above

275 +/- 10 psi, if the switch is closed,
replace the switch.

Engine fan running excessively The fan is not disengaging as the Attach gauge set and read high side
pressure drops below 230 +/- 10 psi. pressure with the engine running.

Use the electronic meter to measure

resistance across the fan switch.

As the system pressure falls (as the

compressor cuts out) below 230 +/-
10 psi, if the switch is open, replace
the switch.

THESE TROUBLESHOOTING TABLES ONLY DEAL WITH AC RELATED PROBLEMS. ENGINE FAN
PROBLEMS COULD HAVE OTHER CAUSES IN THE WIRING HARNESS OR ENGINE CONTROLS.

The Freeze The freeze switch, also called a thermostatic switch, are temperature acti-
Switch vated electrical devices used to prevent A/C condensate from freezing
into ice blocking air flow. A capillary tube, inserted in the evaporator coils,

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7
measures the evaporator temperature. The switch closes when the evap-
orator temperature rises above 40°F. The switch opens when the temper-
ature falls below 32°F.

A failed freeze switch has some of the same symptoms as a plugged

expansion valve:
• The compressor will not shut off if the switch contacts are stuck
closed.
• First, cold air from the vent, then the air flow decreases.
• A failed freeze switch problem is different from a plugged expansion
valve problem because:
• A failed expansion valve will show the high side reading high, and the
low side reading low.
• A failed freeze switch will show normal gauge pressures.
• Air flow may be reduced as the evaporator becomes plugged with ice
due to a freeze switch failed closed.

The capillary tube is very delicate and won’t take much abuse. When you
replace it, make sure it’s in exactly the same spot, at the same depth as
the old switch. New switches have a red band on the capillary tube show-
ing the correct depth. Make sure the tube is clamped tightly between the
fins.

Table 7-7 Freeze Switch Temperature Settings

PROBE TEMPERATURES
CLOSES (°F) OPENS (°F) CLOSES (°C) OPENS (°C)
39.5 +/- 1.5 31 +/- 1.5 degrees F. 4.2 +/- 0.8 degrees - 0.5 +/- 0.8 degrees
degrees F. C. C.

Figure 7-10 Testing the Freeze Switch on the Unit

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 KENWORTH HVAC SYSTEMS
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Troubleshooting the Freeze Switch

Start at the switch harness. Disconnect the panel harness and check the
terminals for continuity across the freeze switch.
• The circuit should be closed if the temperature is above 40°F, and
open if the temperature is below 32°F. To test: place the entire switch
in a freezer or place the capillary tube in a cup of ice water with two
tablespoons of salt to lower the temperature below the switch limit of
31°1.°5°F.
• If the circuit tests bad, open the Cab Heater/AC Unit and test the
switch itself to eliminate the possibility that the wiring harness is a
fault.
• Usually freeze switches fail open due to damage to the capillary sens-
ing tube.
• Although the switch has set points, they are factory adjusted. Do not
adjust the set points.

Figure 7-11 Testing the Freeze Switch in the Freezer

The A/C Clutch Engaging or disengaging the A/C compressor clutch is the final result of
all the elements of the air conditioning control circuit. The clutch itself is
electromagnetically activated. When power is applied to the electromag-
net, the clutch plate pulls in, connecting the drive pulley to the compressor
shaft.

There are two tests that will show you if the clutch itself, or the control cir-
cuit to the clutch, is the problem.

Troubleshooting the A/C Clutch

1. Disconnect the single-wire connector to the clutch.
2. Hook up a jumper wire to a fused source of 12 volt power from the
truck.
3. Touch the hot jumper wire to the clutch end of the connector.

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 KENWORTH HVAC SYSTEMS
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• If the clutch plate clicks into place, the clutch itself is good.
• If the fuse pops or the plate does not click, the clutch itself is the
problem.

Control Circuit 1. Disconnect the single-wire connector to the clutch.

Test
2. Turn the ignition on, but leave the engine off.
3. Make sure the blower is on, the mode selector is in A/C and the shop
is at least 40°F.
4. Adjust your meter to measure voltage.
5. Ground the black lead to the compressor mount.
6. Touch the red lead to the hot side of the clutch connector.
• If you read 12 volts, the control circuit is closed and the clutch
should operate.
• If you read no voltage, the control circuit is open.
• If you read low voltage, there is a power supply problem or there
is a bad ground connection.

Figure 7-12 Control Circuit Test

Other Electrical The AC electrical troubleshooting only covers issues unique to the air
Troubleshooting conditioning system. As in the case of general electrical troubleshooting,
you will need to:
• Check and trace 12V power from the fuse/breaker to the device.
• Check and trace ground to the device.
• Check for loose/corroded connections.
• Check for damaged wires.
• Check fuses, breakers and relays.

Expansion Valve The most frequent failure mode is called the deadhead failure. This condi-
tion is caused by the loss of gas pressure inside the mushroom shaped
Power Head threaded into the Main Block body.

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 KENWORTH HVAC SYSTEMS
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The loss of pressure from the power head causes the valve orifice to be
pushed closed by internal opposing spring pressure. This results in refrig-
erant not flowing through the unit. Cooling will not occur even though air
blows out the dash or sleeper vents.

With the engine set at 1500 rpm's the manifold gauge set would show
normal to high pressure on the supply gauge and low pressure to a vac-
uum on the suction gauge.

Figure 7-13 Manifold Gauge Set

Testing the Expansion Valve

Start the engine and set the cab and sleeper controls to full cold, fresh air,
high fan speed, and sleeper switch on cab control panel ON (if sleeper is
being checked on T2000).

Carefully feel the fittings passing into and out of each expansion block for
temperature. The supply line (smaller diameter) going to the expansion
valve should feel hot. The evaporator inlet tube should feel cold to the
touch. This indicates that refrigerant is entering from the condenser into

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 KENWORTH HVAC SYSTEMS
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the expansion valve and expanding to cool the air passing across the
evaporator. If the evaporator inlet tube is not cold, then there is no refrig-
erant passing through the valve orifice.

Turn off the unit that is working and connect a manifold set, to the high
and low pressure connections in the refrigerant line. If the expansion
valve is defective, high readings will get higher and low readings will drop
toward zero or a vacuum at the compressor.

If the expansion valve is blocked or has actually failed, the pressure read-
ing at the block will be nearly equal to the high side pressure discharge
from the compressor, and will stay fairly constant.

If there is a problem in the system plumbing, such as a clogged strainer,

the pressure measured at the expansion valve will be low and drop off to
nearly equal the compressor suction readings. This occurs because the
expansion valve is powered wide open by its normal functioning. The
compressor will pull all available refrigerant out of the piping back to the
blockage point.

Check the refrigerant line going to the cab unit and sleeper unit for dents,
crimps or other defects that would restrict refrigerant flow to the unit.

If frost appears on the refrigerant supply line or on the drier, there is a

restriction or blockage acting as an expansion point. This will reduce
refrigerant available to the valve and cause poor cooling.

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 KENWORTH HVAC SYSTEMS
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Figure 7-14 Expansion Valve Assembly

Do not remove an expansion valve until you have confirmed that there is a
full supply of refrigerant available at the valve.

After the expansion valve is removed, it can be checked for power head
failure by attempting to blow low pressure air, (5- 10 psi) through the inlet
port. A simple air adapter fitting can be made using common parts to fit
the inlet port. If low pressure air passes through the inlet port, the power
head is not dead and the orifice is not plugged. There is a good chance
that the expansion valve is not actually defective.

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 KENWORTH HVAC SYSTEMS
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Section 7E Pneumatic System

Air Flow Control Schematic

IN

OUT

Figure 7-15 Schematic of Air Flow Control

• In the AC mode, the compressor switch is on, the heat door is closed
and the defrost door is closed. The air flows directly to the dash lou-
vers.
• In the Bi-level mode the compressor switch is on, the heat door is half
way open and the defrost door is closed. Air flows to both the dash
louvers and the floor vent.
• When the Fresh/Recirculate panel button is out (the fresh position)
the door opens and air is drawn from the outside.
• When the button is in, the door closes and cab air is drawn from
behind the duct assembly, near the floor. It recirculates, increasing
heating and cooling efficiency.

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 KENWORTH HVAC SYSTEMS
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• In the heat mode, the compressor switch is off, the heat door is open
and the defrost door is open. A little air flows to the defrost duct, keep-
ing the window clear, but most of the air flows to the floor vent.
• In the vent mode, the compressor switch is off, the heat door is closed
and the defrost door is closed. The air flows directly to the dash lou-
vers.
• In the defrost mode, the compressor switch is on, the heater door is
closed and the defrost door is open. All the air flows to the defrost
duct. The Fresh/Recirculate door automatically opens.

Figure 7-16 Pneumatic System

Pneumatic Controls There are two pneumatic cylinders that control the three air flow control
doors. The Fresh/Recirculate is a single unit. When air pressure is applied
the piston retracts, closing the door. The second cylinder has independent
air actuators, but are joined, end to end, into a single unit. A spring
arrangement between the two cylinders allows the position of one to influ-
ence the other.

When air pressure is applied to the Heat/AC cylinder, the piston retracts,
opening the door. When pressure is released, the shaft extends, closing
the door. When pressure is also applied to the AC/Defrost cylinder, the
spring joining the two opens the Heat/AC door half way. (Bi-Level mode)

When pressure is applied to the AC/Defrost cylinder, the shaft retracts,

closing the door. When pressure is released, the piston extends, opening
the door.

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 KENWORTH HVAC SYSTEMS
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Table 2-3, “HVAC Controls” on page 2-3 shows the different options.
• Heat/AC and AC/Defrost Cylinders are extended without air pressure.
• Heat/AC and AC/Defrost Cylinders are connected, but operate with
separate pistons.
• Fresh Air Cylinder is extended with air pressure.
• When both Heat/AC and AC/Defrost Cylinders are pressurized, the
Heat/AC Door is 1/2 way open.

Air Flow Troubleshooting To Test Air Flow Door Operation

• You should be able to hear the doors open and close when you move
the selector.
• Turn on the blower to high and test each position of the mode selec-
tor.
• Feel the vents to confirm that the air flow is coming from the correct
duct.

If you don’t hear the door open, try and help the door cylinder with your
hand. Access is through the glove compartment. If the door opens and
closes with your help, the air cylinder probably just needs a little silicon
lubricant.

If the actuator won’t move, follow general air system troubleshooting

steps. Check the air supply at the manifold and work backward looking for
leaks and kinks. If air is confirmed to the cylinder, replace the cylinder.

One of the most common causes of pneumatic leaks in the air flow control
system is incorrect hose attachment. The sealing ring is at the bottom of
the fitting. If the end is not cut square, it cannot seal at the bottom of the
fitting. The hose also has to be pushed down on the fitting all the way. The
following two diagrams show correct and incorrect hose attachment. See
Figure 7-17 and Figure 7-18.

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 KENWORTH HVAC SYSTEMS
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SEALING RING

Figure 7-17 Correct Hose Attachment

INCORRECT
HOSE CUT

SEALING RING

AIR LEAK

Figure 7-18 Incorrect Hose Attachment

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 KENWORTH HVAC SYSTEMS
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Section 7F Cab Unit Troubleshooting

Heater AC Cab Troubleshooting This section includes the following troubleshooting tables:
1. Table 7-8, “Cab Unit Troubleshooting – No or Low Air Flow.”
2. Table 7-9, “Cab Unit Troubleshooting – Inadequate Cooling, Air Flow
Normal.”
3. Table 7-10, “Cab Unit Troubleshooting – Inadequate Heating, Air Flow
Normal.”
4. Table 7-11, “Cab Unit Troubleshooting – High Blower Speed Only, No
Low or Medium Speed.”
5. Table 7-12, “Cab Unit Troubleshooting – Coolant Leak.”
6. Table 7-13, “Cab Unit Troubleshooting – Refrigerant Leak.”
7. Table 7-14, “Cab Unit Troubleshooting – Excessive Vibration and/or
Unusual Sounds.”

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 KENWORTH HVAC SYSTEMS
B-CAB and Climate Control Troubleshooting 7

Table 7-8 Cab Unit Troubleshooting – No or Low Air Flow

SYMPTOM POSSIBLE CAUSE SOLUTION

No or low air flow 1. No electrical supply. 1. Check vehicle fuses and
replace if necessary.

2. Defective motor – runs slow. 2. Test motor separately and

replace if necessary.

3. Blower wheel bound up – rub- 3. Correct the problem and rein-

bing. stall the blower.

4. Foreign material blocking: 4. Remove foreign material.

a. Air into unit.
b. Air out of unit.

5. Dirty air filter. 5. Remove and clean or replace.

6. Duct work allowing loss of air. 6. Find leak and repair or replace
damaged parts.

7. Blower speed selector switch 7. Test switch and replace if nec-

failure. essary.

8. No electrical supply – defective 8. Test and repair or replace wire

wire harness. harness using wiring dia-
gram(s).

9. Motor and/or wheel turning 9. Check motor wiring. Reassem-

backward. ble correctly. Motor runs clock-
wise when viewed from the
shaft end. Orange wire is posi-
tive (+), black wire is ground (-).

Table 7-9 Cab Unit Troubleshooting – Inadequate Cooling, Air Flow Normal

SYMPTOM POSSIBLE CAUSE SOLUTION

Inadequate cooling 1. Water Valve not functioning 1. Correct the problem.
properly.
a. Replace.
Air flow normal
a. Will not shut off (leak
b. Replace.
Blower speed – Out of off through).
c. Trace circuit and repair.
b. Will not change position.
d. Reconnect the plug.
c. No power to actuator
motor.
d. Actuator not connected at
plug.

2. Expansion valve failed. 2. Replace.

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 KENWORTH HVAC SYSTEMS
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Table 7-9 Cab Unit Troubleshooting – Inadequate Cooling, Air Flow Normal (Continued)

SYMPTOM POSSIBLE CAUSE SOLUTION

3. System refrigerant contami- 3. Correct the source of contami-
nated. nation.
a. Foreign material – dirt a. Recover, recycle, and flush
the parts.
b. Moisture – (sporadic loss
of cooling). b. Recover, replace, deep
vacuum, and replace the
dryer.

4. Refrigerant charge level incor- 4. Correct charge level.

rect.
a. Recover and recharge to
a. Too low – undercharged. factory specified charge by
weight.
b. Too high – overcharged.
b. Recover and recharge to
factory specified charge by
weight.

5. Dryer plugged – reduced flow 5. Recover and replace, then

available. recharge to factory specified
charge by weight.

6. Refrigerant line(s) damaged. 6. Locate leak or dent and repair.

7. Evaporator coil damaged or 7. Correct source of damage,

defective. replace coil.

8. Excessive air leaks into cab. 8. Locate leak and seal.

9. Temperature selector knob 9. Correct the problem.

inoperative.
a. Trace circuit and repair.
a. No power to switch.
b. Reconnect the plug.
b. Switch not connected.
c. Replace switch.
c. No power out of switch.

10. Air conditioning selector inop- 10. Replace switch.

erative.

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 KENWORTH HVAC SYSTEMS
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Table 7-10 Cab Unit Troubleshooting – Inadequate Heating, Air Flow Normal

SYMPTOM POSSIBLE CAUSE SOLUTION

Inadequate heating 1. Water Valve not functioning 1. Repair as necessary.
properly.
a. Reconnect plug.
Air flow normal
a. Actuator not connected at
b. Trace circuit and repair
Blower speed – Out of off plug.
using wire connection
b. No electrical power to diagram.
actuator motor.
c. Test and replace actuator.
c. Will not actuate (change
position).

2. Low coolant level. 2. Check and fill to proper level.

3. Excessive air leaks into cab. 3. Locate leaks and seal.

4. Heater hose pinched or kinked, 4. Find and correct.

restricting flow.

5. Imbalanced flow in parallel 5. Correct any restrictions.

heater water plumbing circuit.

6. Heater coil damaged or defec- 6. Replace.

tive.

7. Auxiliary equipment reducing 7. Re-plumb from another source.

water flow such as air com-
pressor cooling circuits.

8. Temperature selector knob 8. See “Electrical Troubleshoot-

inoperative. ing” on page 12.

Table 7-11 Cab Unit Troubleshooting – High Blower Speed Only,

No Low or Medium Speed

SYMPTOM POSSIBLE CAUSE SOLUTION

High blower speed only 1. Speed resistor failure. 1. Trace and replace.
a. Resistance wire broken. a. Check and replace.
(No medium and/or no low)
b. Thermal fuse blown. b. Check and replace.

2. Wiring harness not plugged in. 2. Reconnect.

3. Wiring harness defective. 3. Trace, repair or replace.

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 KENWORTH HVAC SYSTEMS
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Table 7-12 Cab Unit Troubleshooting – Coolant Leak

SYMPTOM POSSIBLE CAUSE SOLUTION

Coolant leak 1. Hose clamp not properly 1. Reset hose, re-tighten.
sealing.

2. Heater coil damaged/defective. 2. Replace.

Table 7-13 Cab Unit Troubleshooting – Refrigerant Leak

SYMPTOM POSSIBLE CAUSE SOLUTION

Refrigerant Leak 1. Fittings not properly torqued. 1. Tighten and torque fittings.

2. O-rings missing, damaged, or 2. Replace O-rings.

cut.

3. Fitting(s) cross threaded. 3. Replace damaged fitting(s).

a. Piping to unit. a. Replace damaged parts.
b. Internal to unit. b. Replace damaged parts.

4. Air conditioning coil dam- 4. Replace coil.

aged/defective.

Table 7-14 Cab Unit Troubleshooting – Excessive Vibration and/or Unusual Sounds

SYMPTOM POSSIBLE CAUSE SOLUTION

Excessive vibration and unusual 1. Blower wheel defect. 1. Check condition and replace if
sounds necessary
a. Out-of-round or balance.
a. Replace.
b. Excessive run-out or
wobble. b. Replace.
c. Rubbing case. c. Correct problem and
reassemble.
d. Cracked.
d. Replace.

2. Motor problem. 2. Replace defective motor

a. Out-of-balance a. Replace
b. Bushing wear. b. Replace
c. Construction defect. c. Replace
d. Shaft bent. d. Replace

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8 H e a t i n g S y s t e m Tr o u b l e s h o o t i n g
KM811232 06/00

KENWORTH HVAC SYSTEMS

Section

Heating System Troubleshooting

8A Hot Water Valves

8B Testing the Heater Core
8C Cable Adjustment

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8

KENWORTH HVAC SYSTEMS

Heating System Troubleshooting 8

Section 8A Hot Water Valves

The most common problem occurring to heater / A/C products is leakage.

Based on experience and testing of returned claims materials, many of
these leaks are occurring under the hose/ clamp assembly, along and
around the hose nipple.

Worm drive type hose clamps do not always pull down with an even, cir-
cular pressure. Any pinhole path or pleat pinched open under the hose,
will spray a jet of coolant along the nipple until it hits the valve body. The
dripping that occurs will look like the valve body is leaking.

Hose material, compression set, and creep after initial tightening, contrib-
ute to many leaks. This is especially true if the hoses are pushed all the
way up to the body end of the nipple and/or the valve is oriented so that its
body becomes the drip point.

SPRING
CLAMP
WORM CLAMP
(CUSTOMER SUPPLIED)

Figure 8-1 Water Valve (Manual)

Tightening the clamp may not stop the flow of coolant. In some cases, the
drip rate may even increase. If tightening the clamp does not work, try
removing the clamp, loosen the hose on the nipple, and reset the clamp in
a different position before retightening.

The torque applied for final tightening should allow for the compression
set, which rubber-like hoses take after initial clamping pressure is applied.

NOTE: Retightening a day later will reduce the possibility of leaks

occurring as the hose material compression set area ages.

Valve leak through (internal leakage) can be checked by feeling the tem-
perature of the hose on either side of the valve when the valve is in the
closed position.

To determine if the valve is properly closing the flow completely, allow

enough time for the downstream hose to cool down. If the downstream
hose stays hot, the valve is either leaking through or the heat lever/cable
is out of adjustment.

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 KENWORTH HVAC SYSTEMS
Heating System Troubleshooting 8
Valve leak through can also be checked / stopped by temporarily closing
the heater coolant supply valve located on the engine block, if so
equipped.

When this metal valve is closed, the downstream hose on the leaking
water valve should cool off, the AC system performance should improve,
or the operator should gain control of the heater output; whichever is
appropriate.

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 KENWORTH HVAC SYSTEMS
Heating System Troubleshooting 8

Section 8B Testing the Heater Core

1. Remove the core from the cab or sleeper unit.

2. Drain the core.
3. Submerge the core in a water bath, keeping the inlet/outlet above
water; do not let water enter the unit.
4. Tap the core gently to remove air bubbles trapped in the fins.
5. Block the outlet and use shop air to pressurize the inlet to no more
than 40 psi.
• Watch for a stream of bubbles indicating a leak.
• Watch carefully for bubbles at joints and areas that show damage.

Figure 8-2 Heater Coil with Fittings

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 KENWORTH HVAC SYSTEMS
Heating System Troubleshooting 8

Section 8C Cable Adjustment

The heater cable runs from the end of the temperature control lever to the
coolant valve, located on the inlet side of the heater core. When the tem-
perature control lever is in the full warm position, the cable pushes the
valve open. When the temperature control lever is in the full cool position,
the cable pulls the valve closed. If the valve reaches the end of its travel
before the temperature control lever does, the cable will bend and finally
break.

The cable can be adjusted by repositioning the tab holding the cable in
place. Always adjust the cable with the water valve full closed and the
temperature control lever on full cold.

CABLE
IN TAB

Figure 8-3 Water Valve and Cable Adjustment

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 KENWORTH HVAC SYSTEMS
Heating System Troubleshooting 8

Figure 8-4 Cable Adjustment: Angle Valve

Figure 8-5 Cable Adjustment: Straight Valve

8-6 KM811232 (06/00)

9B-CAB Sleeper KM811233 06/00

KENWORTH HVAC SYSTEMS

Section

B-CAB Sleeper

9A Operation
9B Troubleshooting the Sleeper Unit
9C Sleeper Unit Troubleshooting Tables
9D Automatic Temperature Control
9E Troubleshooting

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9

KENWORTH HVAC SYSTEMS

B-CAB Sleeper 9

Section 9A Operation

The Sleeper Unit The sleeper AC system is in parallel with the cab. It has its own expansion
valve and evaporator. In some sleeper units, a solenoid valve allows
refrigerant to flow to the sleeper expansion valve. The cab control panel
still controls the compressor, so the cab panel must be in the AC, Bi-Level
or Defrost position and the fan on low, medium or high for the sleeper unit
to work.

AC Unit

CAB SLEEPER
SOLENOID
VALVE

EVAPORATOR

EVAPORATOR EXPANSION
VALVE

EXPANSION
VALVE

Figure 9-1 Sleeper AC System

The cab AC control panel still controls the AC system through the control
circuit. The sleeper expansion valve simply regulates the flow of R-134a
through the sleeper evaporator. There is no freeze switch on the Sleeper
Unit.

Control Panel Once the cab system is on, the AC in the sleeper will cool when the AC
switch is in the “AC” position. Switching to AC allows R-134a to flow into
the sleeper evaporator. Like the cab unit, the blower also has to be on to
activate the AC.

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 KENWORTH HVAC SYSTEMS
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Figure 9-2 Sleeper Control Panel

The temperature control for the sleeper is automatic. The driver simply
adjusts the temperature control and a sensor will then control the sleeper
air temperature or blower speed based on that setting.

If the AC is not switched on, the sleeper system will not cool below the
sleeper's inside temperature but will have hot temperature control.

Temperature The temperature selector is not keyed to specific temperatures. Turning

Control System clockwise just means warmer than it is now. Counterclockwise means
cooler than it is now.

The temperature in the sleeper is controlled by a feedback system. The

temperature is automatically controlled (while the occupant is asleep). In
contrast, the Cab Unit operates manually as the driver moves the tem-
perature lever back and forth.

A sensor in the control panel measures the sleeper temperature and

sends a signal to an electronic unit.

The electronic unit compares the sleeper temperature with the tempera-
ture selector position.

In some systems, if the sleeper is too cool, it tells the water modulator
valve to open slightly, allowing more engine coolant to offset the cool air
from the evaporator. If the sleeper is too warm, the water modulator valve
is told to close slightly, allowing the AC to overpower the heat from the
coolant.

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9

Figure 9-3 Sleeper Temperature Control System

If the sleeper AC switch is not in the “AC” position, the sleeper system will
not cool. In this case, the electronic unit simply controls hot coolant
through the heater coil.

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9

Section 9B Troubleshooting the Sleeper Unit

There are four parts to the electronic sleeper control system that you will
need to test: the sensor, the temperature selector, the water modulator
valve and the electronic control circuit.

The most common complaint is wide temperature swings in the sleeper.

Wide temperature swings may be caused by two situations that do not
directly include the major parts of the system.
1. The sleeper control works on a feedback system. Information from
the sensor and temperature selector controls the position of the water
modulator valve. Each time something changes, the system needs
time to react. It’s easy to over-control the sleeper temperature. Once
a temperature is selected, the driver needs to give the system time to
find its adjustment point. Turning the selector all the way to either end
will cause wide temperature swings and make it seem as if the
system isn’t working.
2. The sensor measures the sleeper temperature. Interference with the
sensor may be the cause of temperature swings. Check to see if
direct sunlight is falling on the sensor, maybe there’s a sleeper air
leak. Check to see if an auxiliary fan is blowing across the sensor.
The driver could also be hanging clothing in front of the sensor.
Always check to see if the sensor itself is dirty or covered in dust.
Blocking the sensor will definitely effect how the system works.

There are two additional things you need to check for:

1. The sleeper blower draws air from under the bunk. It’s not unusual to
find that the blower has sucked up a plastic bag or other trash from
the storage compartment under the bunk.
2. The R-134a and coolant lines that run to the sleeper could also be
kinked or damaged. Don’t forget to check these lines and the sleeper
unit itself when you’re using the leak detector.

Sleeper AC The sleeper AC solenoid in some sleeper units open to allow R-134a to
Solenoid flow into the sleeper expansion valve and evaporator. The driver must
choose the AC mode and have the blower on to open the solenoid valve.

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 KENWORTH HVAC SYSTEMS
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Figure 9-4 Sleeper AC Solenoid

To test the sleeper solenoid valve:

1. Make sure the bunk blower switch is on. Push the AC button on and
off. You should hear a click from the refrigerant solenoid.
2. If the valve doesn’t click (or you can’t hear it), disconnect the electrical
connector at the solenoid and:
– test for 12V and ground at the connector
– test the solenoid with a fused jumper wire
– test the harness continuity back to the panel

Sensor The sensor measures the sleeper air temperature and converts the tem-
perature into a specific electrical resistance. If the sensor has shorted
(low resistance), the water modulator valve usually will close the valve.
This will make the cab too cold. If the sensor has become disconnected or
failed (high resistance), the modulator valve will stop in the open position.
This will make the cab too warm. In the electrical circuit, the change in
resistance, not the actual value of the resistance is what is important. At
room temperature the resistance could measure anywhere from 8,000 to
12,000 ohms. If it is very hot or very cold in the sleeper, you will need to
test the sensor in a room temperature environment.

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9

Figure 9-5 Testing the Sensor

To test the sensor:

1. The sensor is located in the sleeper control panel. Remove the panel.
2. Disconnect the connector.
3. Test for resistance across the two leads.
• You should see a resistance between 8,000 and 12,000 ohms at
room temperature (68°F/20°C). As the ambient temperature goes
up, the resistance goes down. If you read outside this range, cool
or heat the sensor to room temperature and re-test.
4. Test the same resistance through the connector on the electronic
panel.

Temperature The temperature selector reads voltage across a resistance that can vary.
Selector This generates a signal, or voltage that rises or falls, telling the electronic
unit you want it warmer or cooler. The rise or fall in voltage sent by the
center pin of the selector is compared to the resistance from the sensor in
order to decide if the water valve should open or close more.

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9

Figure 9-6 Testing the Temperature Selector

To test the temperature selector:

1. The temperature selector is located in the sleeper control panel.
Remove the panel.
2. Test for resistance across both the center to left lead, and center to
right lead.
• The range should be from 5,000 ohms on full hot to less than 100
ohms on full cold, on the center to left test, and from 100 to 5,000
ohms on the center to right test.
• Watch the meter as you change the selector to see if the change
is smooth. Jumps in resistance could be the reason why the tem-
perature in the sleeper is not being maintained.

Water Modulation The modulator valve is a geared down electric motor that travels in two
Valve directions. It opens or closes the water valve as it moves. The electronic
unit sends power to move the valve. As the valve moves, a signal is sent
to the electronic unit, telling it the position of the valve. If no power is sup-
plied, the valve stays where it is.

To test the water modulation valve:

1. Remove the electrical connector and valve.
2. Apply 12V DC power to the pins that connect to the pink and blue
leads. The motor should run in one direction.
3. Reverse the leads and the motor should run in the opposite direction.

In some extreme cases, a leaking head gasket could contaminate the

coolant with fuel that eats away at the seals inside the water valve. The
valve motor might respond, but the valve itself would be frozen or leaking.
The only way to check this without removing the valve is to start the

9-8 KM811233 (06/00)

 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9
engine. Turn the temperature selector to full heat. You should be able to
feel the output side of the valve warm up. Turn the selector to full cool, and
the valve should cool off, and stay cool.

Electronic Control The electronic circuit is a solid-state device. It uses its internal logic to
Circuit convert the information from the sensor and the temperature selector into
electrical power to the water modulator valve. There is no shop test for
this unit. If all the other parts check out, including the wiring harness,
replace the electronic modulator.

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9

Section 9C Sleeper Unit Troubleshooting Tables

See the following tables for troubleshooting the Sleeper Unit:

1. Table 9-1, “Sleeper Unit Troubleshooting – No or Low Air Flow.”
2. Table 9-2, “Sleeper Unit Troubleshooting – Inadequate Cooling, Air
Flow Normal.”
3. Table 9-3, “Sleeper Unit Troubleshooting – Inadequate Heating, Air
Flow Normal.”
4. Table 9-4, “Sleeper Unit Troubleshooting – Temperature Will Not
Adjust.”
5. Table 9-5, “Sleeper Unit Troubleshooting – High Blower Speed Only,
No Low or Medium Speed.”
6. Table 9-6, “Sleeper Unit Troubleshooting – Coolant Leak.”
7. Table 9-7, “Sleeper Unit Troubleshooting – Refrigerant Leak.”
8. Table 9-8, “Sleeper Unit Troubleshooting – Excessive Vibration and/or
Unusual Sounds.”

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9

Table 9-1 Sleeper Unit Troubleshooting – No or Low Air Flow

SYMPTOM POSSIBLE CAUSE SOLUTION

No or low air flow 1. No electrical supply. 1. Check vehicle fuses and
replace if necessary.

2. Defective motor runs slow 2. Test motor separately and

replace if necessary.

3. Blower wheel bound-up, rub- 3. Correct the problem and rein-

bing. stall the blower.

4. Foreign material blocking: 4. Remove foreign material.

a. Air into unit. a. Remove blockage from air
inlet.
b. Air out of unit.
b. Remove blockage from air
outlet.

5. Duct work allowing loss of air. 5. Find leak and repair or replace
damaged parts.

6. Blower speed selector switch 6. Test switch and replace if nec-

failure essary.

7. No electrical supply – defective 7. Test and repair or replace wire

wire harness. harness using main and sup-
plemental wiring diagram.

8. Motor and/or wheel turning 8. Check motor wiring. Reassem-

backward. ble correctly. Motor runs clock-
wise when viewed from the
shaft end. Orange wire is posi-
tive (+), black wire is ground (-).

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9

Table 9-2 Sleeper Unit Troubleshooting – Inadequate Cooling, Air Flow Normal

SYMPTOM POSSIBLE CAUSE SOLUTION

Inadequate cooling 1. Water Valve not functioning 1. Correct the problem.
properly.
a. Replace.
Air flow – normal
a. Will not shut off (leak
b. Replace.
Drivers air conditioner On through).
c. Trace circuit and repair.
b. Will not change position.
Blower speed – Out of order. d. Reconnect the plug.
c. No power to actuator
motor.
d. Actuator not connected at
plug.

2. Expansion valve failed – inter- 2. Replace.

nal.

3. System refrigerant contami- 3. Correct the source of contami-

nated. nation.
a. Foreign material – dirt a. Recover, recycle, and flush
the parts.
b. Moisture – (intermittent
loss of cooling) b. Recover, replace, deep
vacuum, and replace the
dryer.

4. Refrigerant charge level incor- 4. Correct charge level.

rect.
a. Recover and recharge to
a. Too low – undercharged. factory specifications.
Charge by weight.
b. Too high – overcharged.
b. Recover and recharge to
factory specifications.
Charge by weight.

5. Dryer plugged, reduced flow 5. Recover and replace, then

available. recharge to factory specified
charge by weight.

6. Sleeper refrigerant line(s) dam- 6. Locate leak or dent and repair.

aged.

7. Evaporator coil damaged or 7. Correct source of damage,

defective. replace coil.

8. Excessive air leaks into 8. Locate leak and seal.

cab/sleeper.

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9

Table 9-3 Sleeper Unit Troubleshooting – Inadequate Heating, Air Flow Normal

SYMPTOM POSSIBLE CAUSE SOLUTION

Inadequate heating 1. Water Valve not functioning 1. Repair as necessary.
properly.
a. Reconnect plug.
a. Actuator not connected at
b. Trace circuit and repair
plug.
using wire connection
b. No electrical power to diagram.
actuator motor.
c. Test and replace actuator.
c. Will not actuate (change
position).

2. Electronic control circuit prob- 2. Locate and repair.

lem driving door toward cold
position.

3. Excessive air leaks into 3. Locate leaks and seal.

cab/sleeper.

4. Heater hose pinched or kinked 4. Find and correct.

restricting flow.

5. Imbalanced flow in parallel 5. Correct any restrictions.

heater water plumbing circuit.

6. Heater coil damaged or defec- 6. Replace.

tive.

7. Auxiliary equipment reducing 7. Re-plumb from another source.

water flow such as air com-
pressor cooling circuits.

(06/00) KM811233 9-13

 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9

Table 9-4 Sleeper Unit Troubleshooting – Temperature Will Not Adjust

SYMPTOM POSSIBLE CAUSE SOLUTION

Temperature will not adjust – 1. Sleeper blower switch not on. 1. Select a speed setting.
Automatic system

2. Sleeper blower switch failed 2. Check and replace switch.

open.

3. Extreme local temperature 3. Correct exposure.

being sensed at temperature
sensor.

4. Air conditioning not selected to 4. Select On.

On at Cab Control Panel. Select a fan speed.

5. Control circuit problem: 5. Test circuit and repair.

a. Temperature sensor failed: a. Test and replace
If shorted, water valve will
b. Reinstall
drive closed.
c. Replace
b. Temperature sensor
disconnected: water valve d. Repair/replace
drives open.
c. Water valve assembly
seized, momentary voltage
spike, catch with peak
hold.
d. Temperature adjustment
potentiometer failed (three
separate wires involved).
H775C – Hot, if open, water
valve will drive to full closed
position.
C77SU – Signal, if open, result
is unpredictable.
C77SC – Cold, if open, water
valve will drive to full open
position.

6. Wiring harness defective/dam- 6. Trace, repair or replace.

aged.

7. Electrical harness not properly 7. Reconnect all connectors.

plugged-in

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9
Table 9-4 Sleeper Unit Troubleshooting – Temperature Will Not Adjust (Continued)

SYMPTOM POSSIBLE CAUSE SOLUTION

8. Control module internal failure. 8. Replace control module.
When all else checks-out and
blend air door can be moved
using jumper wire power,
replace module (not user ser-
viceable).

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9

Table 9-5 Sleeper Unit Troubleshooting – High Blower Speed Only,

No Low or Medium Speed

SYMPTOM POSSIBLE CAUSE SOLUTION

High blower speed only 1. Speed resistor failure. 1. Trace and replace.

(No medium and/or no low) a. Resistance wire broken. a. Check and replace.
b. Thermal fuse blown. b. Check and replace.

2. Wiring harness not plugged in. 2. Reconnect.

3. Wiring harness defective. 3. Trace, repair or replace.

Table 9-6 Sleeper Unit Troubleshooting – Coolant Leak

SYMPTOM POSSIBLE CAUSE SOLUTION

Coolant leak 1. Hose clamp not properly 1. Reset hose, re-tighten.
sealing.

2. Defective valve body. 2. Replace.

3. Coil damaged/defective 3. Replace.

Table 9-7 Sleeper Unit Troubleshooting – Refrigerant Leak

SYMPTOM POSSIBLE CAUSE SOLUTION

Refrigerant leak 1. Fittings not properly torqued. 1. Tighten and torque fittings.

2. O-rings missing, damaged, or 2. Replace O-rings.

cut.

3. Fitting(s) cross threaded. 3. Replace damaged fitting(s).

a. Piping to unit. a. Replace damaged parts.
b. Internal to unit. b. Replace damaged parts.

4. Coil damaged/defective. 4. Replace coil.

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9

Table 9-8 Sleeper Unit Troubleshooting – Excessive Vibration and/or Unusual Sounds

SYMPTOM POSSIBLE CAUSE SOLUTION

Excessive vibration and unusual 1. Blower wheel defect. 1. Check condition and replace if
sounds necessary
a. Out of round/balance.
a. Replace.
b. Excessive run-out/wobble.
b. Replace.
c. Rubbing case.
c. Correct problem and
reassemble.

2. Motor problem. 2. Replace defective motor.

a. Out of balance. a. Replace
b. Bushing wear. b. Replace
c. Construction defect. c. Replace
d. Shaft bent. d. Replace

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9

Section 9D Automatic Temperature Control

Rotary Temperature Selector

Control • Range <100 ohms to 5000 ohms measured with power off
Potentiometer
• Change must be smooth and even as shaft is turned.
• Range of voltage measure:
Yellow or H77SC Blu/orn to grd., approx. 6.6 – 7.5 V
White or C77SU blu/orn to grd. in between
Orange or C77SC blu/orn to grd. approx. 4.5 – 5.5 V

YELLOW SIGNAL
5000 OUT (+)
OHMS 6.5 – 7.5V

WHITE SIGNAL
FEEDBACK
4.5 – 7.5V H77SC
(BETWEEN) BLU/ORN

C77SU
BLU/ORN

C77SC
BLU/ORN

ORANGE (-) SPILL

4.5 – 5.5V

Figure 9-7 Temperature Control

• Purpose
Yellow (H77SC) (+) voltage from control circuit board

↓ 5,000 Ω White (C77SU) Feedback (signal) to control circuit board.

↑ Orange (C77SC) (-) Feed of remaining voltage to ground.

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 KENWORTH HVAC SYSTEMS
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TEMPERATURE SENSOR
(IN “AUTO” MODE)

When system con- 8 – 12K Computer is look-

nected, probe check OHMS ing for change in
to ground: 5 – 7V on ohms more than an
one leg and 12V on exact number.
other.
(If c o l d -o h m s
Shor t across leads higher, if hot-ohms
will close water lower.)
valve. Sleeper will T
get cold. THERMISTER
Register resistance
Disconnect or open with temperature.
will drive full open,
sleeper will get hot.

Figure 9-8 Temperature Sensor

Water Valve Actuator Assembly

Motor • Motor leads are pink and blue. Each carry 12 volt drive voltage (polar-
ity switches to create bidirectional rotation to open close the water
valve).
• Ohm meter reading (unit disconnected) through motor should be less
than 100 S.
• Motor may have to be powered briefly to position it for testing (brush
versus commutator positioning).

Figure 9-9 Water Control Valve Schematic

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9
Potentiometer, Rotary motion of potentiometer transmits variable resistance to indicate
Internal, Position valve movement and position.
Sensing
• Range <100 to 5,000 Ω when reading is taken between the yellow
and white wires.
• Range of voltage:
– Yellow to ground, approximately 11 volts.
– White to ground
in between
– Orange to ground, approximately volts.
• Purpose:
Yellow (+) voltage from control circuit board

↓ 5,000 Ω White Feedback (signal) to control circuit board.

↑ Orange (-) Feed of remaining voltage to ground.

Blower Switch Attached Five • Yellow/H77SC, White/C77SU, and Orange/C77SC (rotary tempera-
Way Connector ture selector).
• White with quick connector carries 13 volts to solenoid (original har-
ness).
• Light green (H124AC, green with white tracer) with double wire at
quick connector carries 13 volts for the original air conditioner selec-
tor switch power and provides control module power (current harness,
H123 AC, powers solenoid).

BLOWER CONTROL SWITCH

(TERMINAL END)

P 77 S H
BATT E RY
B LU / O R N

H 12 4 AC
CL U TC H
LT. G RN / W H T

H 77 HH AC
HI
B LU / O R N

H 77 M T
MED
B LU / O R N

H 77 L H
LO
B LU / G R N

Figure 9-10 Blower Control Switch

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9
Electronic Sleeper Checkout
(Automatic System)
Kenworth Integral Use the following sequence to perform a Heating Function Test:
Sleeper Heating
1. Start engine.
Function Test
2. Set cab control panel to air conditioner.
3. Set cab blower to On.
4. Set cab temperature lever to full cool.
5. Run engine until water is 150° F or hotter.
6. Set sleeper blower to high speed setting.
7. Set three-way switch to Auto, if present.
8. Set air conditioner switch to Off.
9. Set temperature selector to full warm (85° F).
10. Check to see if water temperature is above 150° F and that the cab
unit air conditioner is functioning.
• Observe the sleeper duct for a rise in duct temperature.

NOTE: In a hot environment, duct air may not get hot due to the
automatic internal control program in the system.

Kenworth Integral Use the following sequence to perform a Cooling Function Test:
Sleeper Cooling
1. Turn sleeper blower fan to the high speed setting.
Function Test
2. Set three-way switch, if present, to Auto.
3. Set air conditioner switch to On.
4. Set temperature selector switch to full cool (60° F).
5. Set driver temperature lever to full warm (front unit).

Observe the sleeper duct for a drop in duct temperature.

NOTE: In a cool environment, duct air may not get cold due to
the automatic internal control program.

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 KENWORTH HVAC SYSTEMS
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Section 9E Troubleshooting

Basic Troubleshooting 1. Compressor clutch should be engaged and turning with front unit
capable of making cold air. If the air conditioner does not work, open
the vehicle hood to confirm the compressor is working properly prior
to testing.
2. If the sleeper automatic system does not work, the controller can be
forced to operate the water valve by heating or cooling the sensor tip
slightly.
a. Sensor heating can be accomplished using a hot air gun set on
very low heat, or an incandescent trouble light. Do not use
extreme heat. A source delivering 100° F to 120° F is all that is
needed to fool the sensor into believing the sleeper unit is too hot
and is in need of cooling.
Heating the sensor will drive the water valve full closed resulting
in cooler duct temperatures.
Sensor cooling can be accomplished by using a spray can of
non-CFC Cool Spray or some other source of cold air. Opening
the cab/sleeper to cool outside air may help.
b. Cooling the sensor below 45° F to 50° F is all that is needed to
fool the sensor into believing the sleeper unit is too cool and is in
need of heating.
Cooling the sensor will drive the water valve full open resulting in
warmer duct temperatures.
3. If a source of heating/cooling is not available, remove the sleeper con-
trol panel to allow access to the back of the temperature sensor.
a. Remove the two wires attached to the sensor or unplug it. Place a
jumper wire between these wires to short or bypass the sensor,
or set the three-way switch to maximum air conditioning.
This test will drive the water valve full closed causing a cool/cold
duct temperature, depending on the air conditioner switch selec-
tion.
b. Remove the jumper wire installed above, then disconnect the
sensor, or set the three-way switch to maximum heat to drive the
water valve full open causing a hot duct temperature.
Heater capacity will easily override air conditioner output. The air
conditioner switch can be turned off to test full heat output.
c. Sensor should read 8 – 12,000 Ohm's (when disconnected).
d. The water valve can be opened/closed by applying a twelve volt
system power wire and a ground wire to the pink and blue wires
on the valve harness after disconnecting. Alternate the power and
ground connections to drive the water valve open and closed.

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9
CAUTION: Do not apply power to the other wires. System
damage can occur.

4. If the water valve does not respond, check the wiring harness for the
correct layout. Make sure all wiring is plugged in before replacing the
valve.
5. If the air conditioning does not work in the Sleeper unit but does work
in the cab unit, check the solenoid for a click to indicate activation. If
no click(s) occur, check power/ground wires.
6. Check coil for continuity through windings.

NOTE: The solenoid will always be powered whenever the

blower is on and running.

7. If the heater does not work, check to see if the optional water valves
are open at the engine.
8. Repair or replace any defective wiring
9. Repair or replace any defective components.
10. Replace whole units where component replacement is out of the
question because of downtime.

Electronic Sleeper Heater/Air (Abbreviated Checklist)

Conditioner Combo Checkout 1. Select front unit to air conditioner, blower ON to activate sleeper air
Procedure conditioner system. Temperature selector lever can be in any
position.
2. Set sleeper panel to heat, set three-way rocker switch to auto (if
present), full warm, full blower speed.
3. Warm up rate of duct air will depend on difference between 85° F and
sensed (actual) temperature.

NOTE: Duct temperature should be warming up if sensor tip

is measuring a temperature lower than 85° F.

NOTE: On a hot day or with a sun heated cab, the logic cir-
cuit may not allow the water valve to add heat to a hot
sleeper. The duct temperature may not rise or get hot.
In this case, the temperature sensor may have to be disconnected
from its wiring harness, (or set the three-way switch to maximum
heat), to force the control box to tell the water valve to open and heat
the duct air.
4. Set sleeper panel to air conditioning, or set three-way rocker switch to
auto (if present), full cool, full blower speed.
5. Allow plenty of time for the heater coil to cool down (at least five min-
utes) and automatic control circuit analysis followed by its reaction
decision.

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 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9
6. Observe duct temperature cool down. This will occur only if the sen-
sor is measuring a temperature of 60° F or more. Cool down rate will
depend on the difference between 60° F and sensed (actual) temper-
ature.

NOTE: On a cold day or a cold cab (from sitting overnight in

shade, etc.), the control circuit may add heat or hot water to
cause the duct air to be warm enough to hold sleeper free air
temperature at 60° F.

NOTE: It is possible to have air conditioning selected, but

have warm air coming from the duct in an attempt by the con-
trol circuit to raise sleeper free air to this 60° F minimum limit.

Supplement to Bergstrom
Troubleshooting
Principle of The Nartron Temperature Control senses the ambient temperature of the
Operation sleeper environment and adjusts the flow of water through the water valve
to automatically maintain the desired temperature setting. The control
requires 12 volts of power to operate.

The temperature control system consists of four (4) major components:

1. The control module with built in temperature sensor and
potentiometer.
2. The rocker switch on the control panel (selects maximum heat or air
conditioning).
3. The blower switch on the control panel.
4. The water valve with actuator.

These components are tied together by three (3) wires:

1. H124AC (green and gray wire) – 12 volt supply.
2. GND (while wire) – System ground
3. C77SU (blue wire) – Control output voltage.

To change the desired temperature, rotate the temperature control knob

on the face of the panel (the desired temperature setting is between 50° F
and 100° F). If the surrounding air temperature is above the set point, the
control module puts out approximately 11 volts. This closes the water
valve. If the air temperature is below the set point, the control module
starts to decrease its voltage output. The water valve will then open.

Maximum heating or cooling is selected using the 3-way rocker switch. In

“max heat” or “max A/C”, the switch overrides the control module output.
The water valve will open or close completely.

9-24 KM811233 (06/00)

 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9

Figure 9-11 Nartron Temperature Control

Component Troubleshooting
Water Valve The water valve actuator has three (3) circuits:
1. H124AC (pin 10 on the actuator and pin B on the unit connector) – 12
volt supply for the actuator.
2. GND (pin 7 on the actuator and pin C on the unit connector) – Ground
connection.
3. C77SU (pin 8 on the actuator and pin A on the unit connector) – Con-
trol voltage.

If C77SU is not connected, the actuator will go to the center of its travel
and stay there. If you connect this wire to ground, the water valve will
open all the way. If you connect it to 12 volts supply, the water valve will
close all the way.

Control Module The control module has three (3) circuits:

1. H124AC (pin 1 on the module) – 12 volt supply for the module.
2. GND (pin.3 on the module) – Ground connection.
3. C77SU (pin 2 on the module) – Control voltage.

If the sleeper is at room temperature (65° F to 80° F), turning the temper-
ature control knob full cold (counterclockwise) will make the control volt-
age go higher than 11 volts. Turning the knob full hot (clockwise) will
make the control voltage go to approximately 4.5 volts.

To check the function of the temperature sensor, turn the ignition on, but
don’t run the engine.
• Turn the blower on low. Attach a voltmeter to wire C77SU and mea-
sure the voltage.
• Adjust the control knob until you read about 6 to 7 volts. Blow gently
on the sensor grill to warm the sensor. The voltage should go up and
return to about the same as it was originally when you stop blowing.

(06/00) KM811233 9-25

 KENWORTH HVAC SYSTEMS
B-CAB Sleeper 9
Rocker Switch The rocker switch has three (3) circuits:
1. H124AC (top terminal on the switch) – 12 volt supply to the switch.
2. GND (bottom of the switch) – Ground
3. C77SU (center of the switch) – Control Voltage

If the switch is in “Auto”, or open, this voltage is controlled by the module.

If the switch is in “max heat", C77SU is switched to ground. If the switch is
in “max A/C”, C77SU power goes through a 1500 ohm resistor.

NOTE: If the control module is disconnected and all wiring is cor-

rect, this switch can be used to test the water valve actuator.

9-26 KM811233 (06/00)

10BCU HVAC System – Chassis Built after
3/5/01 KM811233A 11/01

KENWORTH HVAC SYSTEMS

Section

BCU HVAC System – Chassis Built after

3/5/01
NOTE: This B-Cab Upgrade (BCU) section of the manual is currently under construction.
Refer to sections in this manual that are listed below for additional B-Cab HVAC information:
Section 6 – Truck Climate Control System
Section 7 – B-CAB and Climate Control Troubleshooting
Section 8 – Heating System Troubleshooting
Section 9 – B-CAB Sleeper

10A Diagnostics
10B HVAC Mode Door Housing – Removal
10C Firewall Insulation (Chassis built 3/5/01
through 4/19/01)
10D HVAC Mode Door Housing – Reassembly Tips

(11/01) KM811233A 10-1

10

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BCU HVAC System 10

Section 10A Diagnostics

CAUTION: Dash surfaces are painted and can be scratched.

Take appropriate precautions to prevent damage.

If air flow through the floor, dash, or defrost vents does not change when
turning the air flow mode dial or operation is intermittent, perform the fol-
lowing diagnostics.
1. Remove glovebox.
a. Remove 4 fasteners securing it to dash.
b. Tilt assembly up and lift out to remove.
c. Locate mode door actuator and linkage assembly. See Figure
10-1.

Mode Door Mode Door

Housing Actuator

Figure 10-1 Mode Door Actuator and Linkage Assembly

2. Start the engine and let it idle.
3. Turn the Cab Heater - A/C Fan to the High speed.
4. Rotate the Mode Control Dial to Floor mode.

10-2 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
5. Slowly rotate the air flow mode dial from Floor to Defrost mode and
then back to Floor mode. See Figure Figure 10-2.

Test: Ensure air flow through the appropriate vents for each mode. Note
the movement of the Upper and Lower Linkage while changing modes.
See Figure 10-2.

Actuator

Air Flow Mode Dial Upper Linkage

Lower Linkage

Figure 10-2 Air Flow – Upper and Lower Linkage Test

TEST RESULTS
CONDITION ACTION
Linkage stops (ie. binds) in certain positions prior to Replace mode door housing assembly. See “HVAC
reaching the next mode. Mode Door Housing – Removal” on page 10-10.

Linkage will not move Perform Test 1: Actuator Power on page 10-4.

(11/01) KM811233A 10-3

 KENWORTH HVAC SYSTEMS
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Test 1: Actuator 1. Disconnect harness connector from actuator.
Power
2. Use a multimeter to measure system voltage (12v DC) at pin “A”
(P30CHB wire) on harness connector. Use pin “C” for ground. See
Figure 10-3 below.

C A

Pin Outs

Figure 10-3 Actuator Power – Test

RESULTS TEST 1: ACTUATOR POWER

CONDITION ACTION
Check for open circuit in P30CHB wire. Repair wiring as
NO system voltage at pin “A”.
necessary. Retest.

System voltage at pin “A” is OK but actuator WILL NOT

Perform Test 2: Actuator Control Voltage on page 10-5.
move when the air flow mode dial is rotated

System voltage at pin “A” is OK and actuator WILL move

Perform Test 3: Tabs on page 10-7.
when the air flow mode dial is rotated.

10-4 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
Test 2: Actuator 1. Use a multimeter to measure control voltage at pin “D” (C30CHC
Control Voltage wire) while slowly rotating air flow mode dial from Floor Vent to
Defrost Vent positions. See Figure 10-4 below.

Pin Outs

Figure 10-4 Actuator Control Voltage – Test

NOTE: Voltage should vary, depending on mode control position

settings. See Table 10-1, “Actuator Voltage.” below.
Table 10-1 Actuator Voltage

MODE CONTROL POSITION ACTUATOR VOLTAGE PINS D (+) AND C (–)

Dash Vents
11 – 12 volts (DC)

Dash & Floor Vents 9 – 10 volts (DC)

Floor Vents 6 – 7 volts (DC)

Floor & Defrost Vents 2.5 – 3.5 volts (DC)

Defrost Vents 0.0 – 1.0 volts (DC)

(11/01) KM811233A 10-5

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10

RESULTS TEST 2: ACTUATOR CONTROL VOLTAGE

CONDITION ACTION
NO control voltage at pin “D” or control voltage does not Check for open circuit in C30CHC wire. Repair wiring as
change as air flow mode dial is rotated. necessary. Retest.

NO control voltage at pin "D" or control voltage does not

change as air flow mode dial is rotated AND there are no Replace Cab Heater - A/C controls. Retest.
opens in wire C30CHC.

Control voltages at pin “D” correspond to table on page

10-5 as air flow mode dial is rotated, but actuator WILL Replace mode door actuator. Retest.
NOT move when the air flow mode dial is rotated.

Control voltages at pin “D” correspond to table on page

10-5 as air flow mode dial is rotated, but actuator WILL
Perform Test 3: Tabs on page 10-7.
NOT move when the air flow mode dial is rotated even
after a new mode door actuator was installed.

Control voltages at pin “D” correspond to table on page

10-5 as air flow mode dial is rotated, and actuator WILL Perform Test 3: Tabs on page 10-7.
move when the air flow mode dial is rotated.

10-6 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
Test 3: Tabs 1. Ensure that the actuator is mounted firmly to the bracket. Actuator is
mounted with (2) screws.
2. Using a light, inspect the Upper and Lower linkages for broken reten-
tion Tabs, as they should protrude through the metal mounting plate.
See Figure 10-5 below.

NOTE: To see all 3 tabs for each lever, it is necessary to rotate

the air flow mode dial from Floor to Defrost mode while inspecting
the tabs.

Figure 10-5 Upper and Lower Linkage – Tabs Test

RESULTS TEST 3: TABS
CONDITION ACTION
Replace mode door housing assembly. See “HVAC
Tab(s) missing.
Mode Door Housing – Removal” on page 10-10.
All tabs present. Perform Test 4: 135mA on page 10-8.

(11/01) KM811233A 10-7

 KENWORTH HVAC SYSTEMS
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Test 4: 135 mA 1. Disconnect the dash harness from the Actuator. See Figure 10-6
below.

Disconnect Dash Harness and

Install Test Harness Here

Figure 10-6 Actuator and Dash Harness Connection

2. Install the Test Harness (P/N 660652BSM) between the Actuator and
the dash harness.

10-8 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
3. Plug the remaining 2 ends of the Test Harness into the multimeter:
Black connector into “COM” receptacle. Red connector into the
300mA or 10 amp receptacle. See Figure 10-7 below.

Figure 10-7 Connecting a Multimeter

4. Set multimeter to measure D/C current (ie. “A==”, not “A~”).
5. Set the multimeter’s peak hold function (if available).
6. With the engine still running, slowly rotate the mode control dial from
Floor to Defrost mode and then back to Floor mode. While changing
modes (linkage is moving), record the maximum reading.

RESULTS TEST 4: 135 MA

CONDITION ACTION
Peak current draw while linkage is moving is GREATER Replace mode door housing assembly. See “HVAC
than 135 mA. Mode Door Housing – Removal” on page 10-10.
The HVAC mode door assembly should
Peak current draw while linkage is moving is LESS than
function correctly. Verify air flow to appropriate vents for
135 mA.
each mode.

7. Disconnect the Test Harness and reconnect the dash harness to the
Actuator.
8. As a check, rotate the mode control dial from Floor to Defrost mode
and then back to Floor mode, checking for correct air flow.
9. Reinstall the glovebox. End of Testing.

(11/01) KM811233A 10-9

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10

Section 10B HVAC Mode Door Housing – Removal

CAUTION: Dash surfaces are painted and can be scratched.

Take appropriate precautions to prevent damage.
1. Remove Glovebox:
a. Remove 4 fasteners securing it to dash.
b. Tilt assembly up and lift out to remove. See Figure 10-8.

Shown with Glovebox Removed

Figure 10-8 View of Glovebox Removed

10-10 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
2. Remove Lower Cup Holder Assembly:
a. Remove 2 plastic fastener access plugs from each side of
assembly. See Figure 10-9.
b. Remove 4 fasteners securing assembly to the ABS ECU bracket.
See Figure 10-9.

Remove Plastic Plugs to Access Fasteners

(2 Per Side)

Figure 10-9 Lower Cup Holder Assembly

(11/01) KM811233A 10-11

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
c. Tilt cup holder assembly at the bottom and lift away from bracket.
See Figure 10-10.
d. Disconnect harness connector for courtesy lamp, accessory
power and cigar lighter.
e. Remove assembly.

Harness Connector
Figure 10-10 Harness Connector

10-12 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
3. Remove RH Lower Under Dash Cover (Kick Panel).
a. Remove 3 fasteners at bottom of cover. See Figure 10-11.
b. Remove 3 fasteners at bottom of cover. See Figure 10-11.

Figure 10-11 RH Lower Under Dash Cover

(11/01) KM811233A 10-13

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
c. Tilt bottom of cover back.
d. Firmly grasp top edge of cover and pull back to release it from 3
S-Clip attachment points. See Figure 10-12.
e. Remove cover.

S-Clips

If S-Clips pop out of dash, reinstall now.

Figure 10-12 S-Clips

10-14 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
4. Remove Center Lower Under Dash Cover (includes covers used for
Logbook or Sealco valve options):
a. Remove 2 fasteners at bottom of cover. See Figure 10-13 and
Figure 10-14.

Figure 10-13 Center Lower Under Dash Cover

b. Tilt bottom of cover back.
c. Firmly grasp top edge of cover and pull back to release it from 2
S-Clip attachment points.

NOTE: If vehicle is equipped with a Sealco valve option, remove

valve adjustment knob(s) before removing cover.
d. Remove cover

Log Book Cover Sealco Valve Cover

Figure 10-14 Log Book and Sealco Valve Cover

(11/01) KM811233A 10-15

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
5. Remove LH Under Dash Cover (below ignition switch panel).
a. Remove1 fastener and 3 reusable push rivets. See Figure 10-15.

Figure 10-15 LH Under Dash Cover

10-16 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
NOTE: To release the push rivets, depress the center pin
1/8-inch. See Figure 10-16.
b. Remove cover.

To Release Push-Rivet, Depress Center Pin 1/8 in.

Figure 10-16 LH Under Dash Cover – Push-Rivet

To reuse the rivet, push the center pin out 3/16-inch.

See Figure 10-17.

Reusable Push Rivets

Locked Released Ready for use

Figure 10-17 Reusable Push Rivets

(11/01) KM811233A 10-17

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
6. Loosen Lower Steering Column Cover:
a. Remove 6 fasteners used to secure lower steering column cover.
See Figure 10-18.

Figure 10-18 Lower Steering Column Cover Fasteners

10-18 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
b. Tilt lower cover back, but do not remove. See Figure 10-19.

Figure 10-19 Removing Lower Steering Column Cover

(11/01) KM811233A 10-19

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
7. Remove Lower Steering Column Closeout Cover:
a. Remove 2 fasteners. See Figure 10-20.
b. Remove cover.

Steering Column Closeout Cover

Figure 10-20 Steering Column Closeout Cover

10-20 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
8. Loosen Floor Vent Tube:
a. Remove 1 fastener. See Figure 10-21.

Figure 10-21 Floor Vent Tube

b. Slide vent tube away from HVAC mode housing. See Figure
10-22.

Slide Vent Tube to Left

Figure 10-22 Floor Vent Tube

(11/01) KM811233A 10-21

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
9. Remove Courtesy Lamp Mounting Plate:
a. Remove 3 fasteners. See Figure 10-23.

Figure 10-23 Courtesy Lamp Mounting Plate

b. Allow plate to hang loose. See Figure 10-24.

Figure 10-24 Courtesy Lamp Mounting Plate

10. Loosen Lower Instrument Panel:

10-22 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
a. Remove 2 fasteners from lower left side of steering column. See
Figure 10-25.

Figure 10-25 Lower Left Side of Steering Column

b. Remove 7 fasteners from under the dash to the right of steering
column. See Figure 10-26.

6 of 7 Fasteners Shown

Figure 10-26 Lower Right Side of Steering Column

NOTE: If vehicle is equipped with an optional Logbook Holder or

Sealco valve option, two of the fasteners also support the respec-
tive mounting brackets. See Figure 10-27.

(11/01) KM811233A 10-23

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10

Log Book Cover Sealco Valve Cover

Figure 10-27 Log Book and Sealco Valve Cover

10-24 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
11. Loosen Upper Mode Door Housing Vent Tube:
a. Remove 2 fasteners from RH switch panel assembly. See Figure
10-28.

Figure 10-28 Switch Panel Assembly

(11/01) KM811233A 10-25

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
b. Tilt switch panel assembly out to access fastener securing vent
tube to mode door housing. See Figure 10-29. (Viewed from
glovebox).
c. Remove vent tube fastener.
d. Slide vent tube to left in order to separate from mode door
housing.
e. Temporarily reinstall switch panel assembly to prevent scratching
panel finish.

Remove Vent Tube Fastener (circled)

View from Glovebox Opening

Figure 10-29 Vent Tube Fastening

10-26 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
12. Loosen MV-3 Valve:
a. Remove MV-3 valve buttons.
b. Remove 2 fasteners securing cover plate.
c. Remove 4 fasteners securing MV-3 valve to instrument panel.
See Figure 10-30.

Figure 10-30 MV-3 Valve Fastening

d. Gently push MV-3 valve inside instrument panel cutout. See
Figure 10-31.

Figure 10-31 MV-3 Valve Removal

(11/01) KM811233A 10-27

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
13. Remove cab heater - A/C controls:
a. Remove 2 fasteners securing heater - A/C controls to instrument
panel. See Figure 10-32.

Figure 10-32 Cab Heater A/C Controls

b. Remove Temperature Control dial. See Figure 10-33.

10-28 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10

Figure 10-33 Temperature Control Dial Removal

(11/01) KM811233A 10-29

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
c. Carefully slide heater - A/C controls into cutout opening. See
Figure 10-34.

CAUTION: To prevent scratching control face, place a clean

shop towel over bottom cutout surface before sliding assem-
bly into opening.

Figure 10-34 Cab Heater A/C Control Removal

10-30 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
14. Remove Dash L & R Side Panel Vents:
a. Carefully pry vents loose from instrument panel.
b. Remove fasteners securing each vent hose. See Figure 10-35.
c. Remove (2) vents.

Figure 10-35 Dash L & R Side Panel – Vent Hose

(11/01) KM811233A 10-31

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
15. Loosen HVAC Mode Door Housing:
a. Remove inner and outer plastic plugs from mode door housing to
access lower left mounting nut. See Figure 10-36.

Remove Inner and Outer Plugs

Figure 10-36 HVAC Mode Door Housing – Plugs
b. Using a 13mm socket w/ 8" extension, remove lower left mounting
nut and washer. See Figure 10-37.

Access Left Lower Mounting Nut and Washer

Through Vent Tube Plug Holes
Figure 10-37 HVAC Mode Door Housing – Vent Tube

10-32 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
c. Using a 13mm socket, remove lower right mounting nut and
washer. See Figure 10-38.
d. Using a 13mm socket, remove lower center mounting bolt and
washer. See Figure 10-38.

L.H. Lower Mounting

Nut and Washer
R. H. Lower
Mounting Nut
and Washer

Lower Center Mounting Bolt and Washer

Figure 10-38 HVAC Mode Door Housing – Fasteners

(11/01) KM811233A 10-33

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
16. Loosen Upper Instrument Panel:
a. Remove 8 fasteners. See Figure 10-39.

Figure 10-39 Upper Instrument Panel – Fasteners

b. If a top mounted CB bracket is installed, remove 3 fasteners
securing bracket. Remove bracket. See Figure 10-40.

Figure 10-40 Upper Instrument Panel – Bracket

c. If vehicle has a flat glass windshield, remove 4 fasteners securing
front dash cover. Remove cover. See Figure 10-41.

10-34 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10

Dash Cover (Used with Flat Glass Windshield)

Figure 10-41 Upper Instrument Panel – Cover

(11/01) KM811233A 10-35

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
17. Remove HVAC Mode Door Housing:
a. With the help of an assistant (to help prevent damage to painted
surfaces), carefully pull RH side of instrument panel back to
access mode door housing. See Figure 10-42.

Mode Door Housing

Figure 10-42 Instrument Panel Back and Mode Door Housing

b. Disconnect dash harness from actuator. See Figure 10-43.

Disconnect Dash Harness from Actuator

Figure 10-43 HVAC Mode Door Housing – Actuator

10-36 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
c. Reach behind mode door housing and unplug resistor block
harness connector
See Figure 10-44.

Figure 10-44 Resistor Block Harness Connector

d. Continue to have assistant pull RH side of instrument panel back.
Unseat mode door housing from firewall.

NOTE: For curved glass vehicles, unlatch metal spring clip

bracket holding upper RH corner of mode door housing before
unseating housing. See Figure 10-45.

Spring Clip Bracket

Figure 10-45 Mode Door Housing Clip

(11/01) KM811233A 10-37

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
e. Remove mode door housing through open passenger door. See
Figure 10-46.

CAUTION: Be careful not to scratch or otherwise damage

door upholstery trim when removing mode door housing.

Figure 10-46 Mode Door Housing Removal

10-38 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10

Section 10C Firewall Insulation (Chassis built 3/5/01 through 4/19/01)

1. Before reinstalling the Mode Door Housing, inspect the firewall

insulation above the housing opening. Ensure that there is clearance
of at least 2 1/4 in. (57 mm) between the bottom edge of the
insulation and the housing opening. See Figure 10-47. If necessary to
obtain the proper clearance, cut back the insulation.

Firewall Insulation

Before Insulation Cut After Insulation Cut

Figure 10-47 Firewall Inspection

(11/01) KM811233A 10-39

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10

Section 10D HVAC Mode Door Housing – Reassembly Tips

1. Install new mode door housing assembly.

a. Torque 3 fasteners to 6- 11 ft.-lbs.
b. Reinstall plastic plugs. See Figure 10-48.

Reinstall Inner and Outer Plugs

Figure 10-48 Mode Door Housing – Reassembly
2. Connect resistor block harness connector to resister block. See Fig-
ure 10-49.

Figure 10-49 Resistor Block – Reconnect

10-40 KM811233A (11/01)

 KENWORTH HVAC SYSTEMS
BCU HVAC System 10
3. Connect dash harness connector on RH side of mode door housing.
See Figure 10-50.

Dash Harness plugs in here

Figure 10-50 Mode Door Housing – Reconnect

4. Carefully reposition instrument panel into place.
a. Temporarily secure instrument panel by using an awl in one of
center upper mounting U-Clips. See Figure 10-51.

Figure 10-51 Instrument Panel – Reassembly

5. Test mode door operation before reassembling dash.
a. Start the engine and let it idle.
b. Turn the Cab Heater - A/C Fan to HIGH Speed.

(11/01) KM811233A 10-41

 KENWORTH HVAC SYSTEMS
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c. Slowly rotate the Air Flow mode dial from Floor to Defrost mode
and then back to Floor mode.

Test: Insure correct air flow through appropriate vents for each
mode.
6. Remove awl used to temporarily secure instrument panel in Step 3.
7. Continue assembly of all other components in reverse order as
removed.

10-42 KM811233A (11/01)

11T2000 HVAC System KM811234 06/00

KENWORTH HVAC SYSTEMS

Section

T2000 HVAC System

11A Introduction
11B Non-APADS Cab Control Operation
11C Sleeper Controls
11D APADS Cab Controls
11E T2000 System Components
11F T2000 Non-APADS Troubleshooting
11G T2000 Troubleshooting Tables
11H Removal
11I T2000 Product Changes
11J Wiring Diagram – P94-1225 (Cab & Sleeper
Non-APADS)

(06/00) KM811234 11-1

11

KENWORTH HVAC SYSTEMS

T2000 HVAC System 11

Section 11A Introduction

The T2000 Heater and Air Conditioning System is designed to maintain

the highest degree of reliability and performance. The design incorpo-
rates unique features that increases the operator comfort and safety while
at the same time making the system easier to maintain and service.

SLEEPER HVAC UNIT

CAB HVAC UNIT

RECEIVER
DRYER

PRESSURE
SWITCH

COMPRESSOR

CONDENSER

Figure 11-1 T2000 HVAC System Routing

Identifying Types of
Components
Blend Door The system contains all of the components common to a heater/air condi-
Operation tioning system. Additionally the system operates on a Blend Air principle.
This means that the desired comfort level in both the cab and sleeper are
controlled by blending hot and cold air inside each of the combination
units. There are doors inside the unit that are electrically positioned from
the operators control panel to blend the air. The actuators that position the
doors are easily accessible for servicing without disassembling the unit.

11-2 KM811234 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
Stacked Coil
versus Blend Air

Figure 11-2 Stacked Coil versus Blend Air.

T2000 Control There are three possible HVAC Systems that could be found on the
Panel T2000 depending on the date of production and if TIB 01-42A was per-
formed. The three systems are the APADS system, factory installed
non-APADS, and the APADS By-pass system. The diagram below
describes one way to distinguish the different systems by looking at the
control panel in relationship to the A/C (snowflake) switch.

APADS System – No A/C switch in the control panel. Used from first pro-
duction through Oct. 23,1998.

AUTOMATIC
TEMPERATURE
CONTROL

Non APADS – A/C switch on the left side of control panel. Installed in fac-
tory production from Oct. 26,1998 to present.

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 KENWORTH HVAC SYSTEMS
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APADS Bypass – A/C switch on the right side of the control panel. Con-
version should be done on all APADS vehicles.

Determining Another quick way to determine if the truck is an APADS, APADS bypass
APADS vs. or a non-APADS system is by the location of the high pressure switch.
Non-APADS The high pressure switch for an APADS system (shown in Figure 11-3),
has been removed from the expansion valve (Chrysler H valve). A “Y” fit-
ting is reinstalled with the high pressure switch and fan switch installed on
the “Y”. The addition of the “Y” set up indicates that the by-pass TIB
01-42A has been done. See Figure 11-3.

T-FITTING

EXPANSION
VALVE

Figure 11-3 Location of High Pressure Switch

The Factory installed non-APADS system has the fan switch installed on a
special fitting located on the high side pressure line as shown below. See
Figure 11-4.

FAN SWITCH

Figure 11-4 Location of Fan Switch

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 KENWORTH HVAC SYSTEMS
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Factory Installed Non-APADS
Relay and Circuit The Factory installed non-APADS system has the A/C relay and printed
Board circuit board located behind the “B” cluster panel tied to the main dash
harness. The relay is no longer located in the HVAC unit. See Figure 11-5.

Figure 11-5 Relay and Circuit Board

Printed Circuit The diode and resistors that were built into the APADS systems have
Board been eliminated from the harness and incorporated into a printed circuit
board, located behind the “B” cluster on all factory installed non-APADS
systems (as of Oct. 26, 1998). See Figure 11-6.

Figure 11-6 HVAC Printed Circuit Board

APADS HVAC T2000’s built before October 23, 1998 will have two main electrical
Connectors plug-in connectors between the cab HVAC unit and dash harness. The
connectors are located behind the dash near where the unit bolts to the
firewall. See Figure 11-7.

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 KENWORTH HVAC SYSTEMS
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Figure 11-7 Old HVAC Electrical Harness Connectors

NOTE: There is also a third two wire connector used for the ambi-
ent sensor. (Not shown.)

T2000’s built after October 26, 1998 have three main electrical plug-in
connectors between the cab HVAC unit and the dash harness. The con-
nectors are located behind the dash where the unit bolts to the firewall.
See Figure 11-8.

Figure 11-8 New HVAC Electrical Harness Connectors

The Cab Unit features five (5) primary modes of air flow control with four
(4) intermediate modes between each primary control mode for greater
operator comfort. The fan in both the cab and sleeper units have five (5)
settings ranging from off to high for additional comfort.

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 KENWORTH HVAC SYSTEMS
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APADS SYSTEM The APADS system uses a Micro-processor that receives inputs from
(thru Oct. 23, pressure switches, temperature sensors, control panel switches/ potenti-
1998) ometers and data on the SAE J1587 data bus. With this system, the con-
troller becomes the only device through which power and ground is
switched to a/c clutch coil. It is the primary control of the A/C and blend
temperature system.

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 KENWORTH HVAC SYSTEMS
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Section 11B Non-APADS Cab Control Operation

The Kenworth T2000 HVAC System is controlled by two (2) temperature

control panels. The Cab Control Unit located on the dash regulates Cab
Temperature independent of the sleeper control panel.

FAN AIR FLOW TEMPERATURE

SLEEPER FRESH AIR

AIR CONDITIONER CONTROL / RECIRCULATE
Figure 11-9 Cab HVAC Control Unit

What Each Control Does

Fan Control Dial
Turning this dial clockwise from the “O” OFF position turns the fan ON and
increases the fan speed.

Air Flow Control Dial

This dial directs the air flow through 5 primary sets of vents:

Dash vents only.

Dash and Floor vents.

Floor vents only.

Floor and *Defrost vents.

*Defrost vents.

*Fresh air and air conditioning are automatically turned ON. Defrost air flows
onto door windows as well.

The Air Flow Control Dial also has 4 Intermediate positions between each pair
of Primary positions (there are a total of 16 Intermediate positions on the dial).
As the dial is turned away from one Primary position, the system directs an
increasing amount of air flow towards the next primary position.

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 KENWORTH HVAC SYSTEMS
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Temperature Control Dial
Turn this dial clockwise for heat, counterclockwise for cool.

Air Conditioner Switch

This switch turns ON and OFF O the air conditioner for both the cab and
the sleeper.

Sleeper Control Switch

This switch turns ON and OFF the sleeper control panel.

Fresh Air / Recirculation Switch

This switch controls the source of the air flowing into the heater and air condi-
tioner unit.

Fresh Air mode. Air comes from outside the cab.

Recirculation mode. Air comes from inside the cab.

How to Use the System The engine must be running for the heater and air conditioner to generate hot
and cold air.

NOTE: For maximum cooling, turn fresh air to recirc. position, fan
on high speed, and temperature to full counterclockwise position.

To Cool There are 2 ways to cool: a) using cool outside air or b) using air condi-
tioning.
a. If the outside air is cooler than the inside air:

1. Turn ON the Fresh Air Switch .

2. Turn ON the Fan Control Dial to the desired fan speed.

3. Turn the Air Flow Control Dial to dash vents only.

4. Adjust the Temperature Control Dial counterclockwise until the air
temperature feels comfortable.
b. To cool using air conditioning:

1. Turn ON the Air Conditioning Switch .

2. Turn ON the Fresh Air Switch .

3. Turn ON the Fan Control Dial to the desired fan speed.

4. Turn the Air Flow Control Dial to dash vents only.

5. Adjust the Temperature Control Dial counterclockwise until the air
temperature feels comfortable.

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 KENWORTH HVAC SYSTEMS
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To Heat 1. Turn ON the Fan Control Dial to the desired fan speed.

2. Turn the Air Flow Control Dial to floor vents only.

3. Adjust the Temperature Control Dial clockwise until the air tempera-
ture feels comfortable.

To Dehumidify 1. Turn the Fresh Air Switch to the Fresh Air mode.

2. Turn ON the Air Conditioning Switch .

3. Turn ON the Fan Control Dial to the desired fan speed.

4. Adjust the Temperature Control Dial until the air temperature feels
comfortable.

The air conditioner removes moisture from the air while the heater heats
the air.

To Defog and 1. Turn the Fan Control Dial clockwise to the highest fan speed.
Defrost the
Windshield 2. Turn the Air Flow Control Dial to defrost vents. Fresh air and air
conditioning are automatically turned ON.
3. Adjust the Temperature Control Dial clockwise to full heat.

CAUTION: During extreme cold weather, do not blow hot

defroster air onto cold windshields. This could crack the
glass. Turn the air flow control lever to Defrost and adjust the
fan speed accordingly while the engine warms. If the engine
is already warm, move the temperature selector to Cool, then
gradually increase the temperature when you see that the
windshield is starting to warm up.

11-10 KM811234 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11

Section 11C Sleeper Controls

Sleeper Controls NOTE: On the Cab Control Unit, the Sleeper Control Switch
must be pressed to turn ON power the Sleeper Control Unit. In addi-
tion, if air conditioning is requested in the sleeper, The Fan Control
Dial on the Cab Control Unit must be in one of the ON positions and the
air conditioner switch must be turned ON.

FAN TEMPERATURE

TEMPERATURE SENSOR

Figure 11-10 Sleeper Control Unit

What Each
Control Does Fan Control Dial

Turning this dial clockwise from the “O” OFF position turns the fan ON and
increases the fan speed.

Temperature Control Dial

The temperature for the sleeper is controlled automatically. The Temper-

ature Control Dial is not keyed to specific temperatures. Turning this dial
counterclockwise means cooler than it is now. Clockwise means warmer
than it is now. Once the desired temperature is reached, the system will
maintain it automatically.

For air conditioning, on the Cab Control Unit, turn ON the Sleeper Control
Switch , turn ON the air conditioning Switch and turn ON the Fan
Control Dial to one of the ON positions.

Temperature Sensor

This sensor compares the temperature in the sleeper to the temperature

that has been requested on the Sleeper Temperature Control Dial. Do not
block the Temperature Sensor. Allow time for the system to adjust sleeper
air temperature before resetting the Temperature Control Dial.

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 KENWORTH HVAC SYSTEMS
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Sleeper Air Conditioning For air conditioning in the sleeper, on the driver’s panel:
1. Turn ON the sleeper control switch.
2. Turn ON the air conditioning switch.
3. Turn ON the fan control dial to one of the on positions.

“D” PILLARS

Figure 11-11 Sleeper HVAC System and Ducts

The sleeper HVAC system uses the D pillars of the cab structure as part
of the heater and AC duct work. The D pillars are bonded to the cab pan-
els and are located behind the interior. If any holes are put in the D pillars,
a reduction of air flow out the sleeper vents could result.

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 KENWORTH HVAC SYSTEMS
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Section 11D APADS Cab Controls

The Kenworth T2000 HVAC System is controlled by two (2) temperature

control panels. The Cab Control Unit located on the dash regulates cab
temperature independent of the Sleeper Control Panel.

A B C

AUTOMATIC
TEMPERATURE
CONTROL

E D

Figure 11-12 APADS Cab Control Panel

A. Fan Switch
Turning this dial clockwise from the “O” OFF position turns the fan ON
and increases the fan speed.

B. Air Flow Mode Selection Dial

This dial directs the air flow through 5 primary sets of vents:

Air out through dash vents only.

Air out through dash and floor vents.

Air out through floor vents only.

Air out through floor and defrost vents.

Air out for full defrost (defog).

C. Temperature Control Dial

Turn this dial clockwise for warmer air to cab and counterclockwise for
cooler air to cab.

D. Sleeper Control Switch

Push in for sleeper unit OFF.

Push in for sleeper unit ON.

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 KENWORTH HVAC SYSTEMS
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E. Fresh Air Rocker Switch

Push in for fresh air open

Push in for fresh air closed.

Cab Control System The ATC (Automatic Temperature Control) function controls the blend air
door actuator to maintain a target temperature in the outlet air chamber.
This target temperature is a function of control panel and temperature
sensor inputs, primarily setpoint input and blend temperature.

The ATC function also determines when air conditioning is needed. This
control logic requests AC when the desired temperature cannot be
achieved without air conditioning which is determined based on blend
door position and elapsed time. AC will always be requested when the
temperature set dial on the control panel is in the full counterclockwise
position and when the mode select is in any defrost position.

Defrost/Defog the 1. Turn the fan control dial clockwise to any fan speed.
Windshield
2. Turn the air flow control dial to defrost vents. Fresh air and air condi-
tioning are automatically turned on.
3. Adjust the temperature control dial clockwise to full heat.

CAUTION: During extreme cold weather, do not blow hot

defrost air onto cold windshields. This could crack the glass.
Turn the air flow control lever to defrost and adjust the fan
speed while the engine warms up. If the engine is already
warm turn the temperature selector to cool, then gradually
increase the temperature when you see the windshield is
starting to warm up.

Sleeper Controls The sleeper comfort control system maintains a preselected ambient
sleeper temperature by modulating the blend air temperature door. This
door controls the amount of air directed through the heater (which always
has hot engine coolant flowing through it) and evaporator coils.

The system employs an electric control module in the sleeper control

panel that senses the air temperature and makes adjustments to the
blend air temperature door positioning actuator. The temperature control
range is from 50 degrees F. to 130 degrees F. and corresponds to temper-
ature control dial settings from full counter-clockwise to full clockwise
respectively. The air conditioning will activate when the desired sleeper
temperature exceeds the ambient temperature by 8 degrees F.

NOTE: Sleeper A/C control is interlocked with the cab unit to pro-
vide full temperature control in the sleeper compartment. Even if
the cab unit is OFF the sleeper unit will function independently
once the sleeper rocker switch located on the cab control panel is
pushed on.

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 KENWORTH HVAC SYSTEMS
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FAN TEMPERATURE

TEMPERATURE SENSOR

Figure 11-13 Sleeper Control Unit

NOTE: On the cab control unit, the sleeper control switch

must be pressed to turn on power to the sleeper control unit.

What Each Fan Control Dial

Control Does
Turning this dial clockwise from the “0” off position turns the fan on and
increases the fan speed.

Temperature Control Dial

The temperature for the sleeper is controlled automatically. The Tempera-

ture Control Dial is not keyed to specific temperatures. Turning the dial
counterclockwise means cooler than it is now and clockwise means
warmer than it is now. Once the desired temperature is reached, the sys-
tem will maintain it automatically.

Temperature Sensor

The sensor compares the temperature in the sleeper to the temperature

that has been requested on the Sleeper Temperature Dial. Do not block
the temperature sensor. Allow time for the system to adjust sleeper air
temperature before resetting the Temperature Control Dial.

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 KENWORTH HVAC SYSTEMS
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Section 11E T2000 System Components

Compressor The standard model used on the T2000 is the Sanden SD Compressor.
The compressor moves the refrigerant through the system. It draws the
cool R-134a from the evaporator and compresses it into a high pressure
vapor discharging it to the condenser. The SD compressor uses PAG oil.

Figure 11-14 T2000 Compressor

Compressor Clutch The compressor clutch drives the compressor and is belt driven by the
engine. The clutch is controlled by the AC switch on the control panel on
non-APADS systems or by the automatic temperature control system of
APADS. An electromagnetic coil is mounted inside the pulley and is bolted
to the compressor, setting up a magnetic field between the pulley to lock
up the drive plate engaging the clutch and allowing the pulley to turn the
compressor shaft.

Figure 11-15 T2000 Compressor Clutch

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 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
Condenser The aluminum parallel flow condenser is mounted in front of the radiator
and charge air cooler and is bolted to brackets for support. The con-
denser receives the refrigerant as a high pressure vapor and condenses it
into a high pressure liquid as the cooler ambient air passes through the
condenser.

Figure 11-16 T2000 Condenser

Filter-Drier The filter-drier receives high temperature, high pressure liquid refrigerant
from the condenser. It is an in-line drier designed specifically to store, dry
and filter the refrigerant before it reaches the expansion valve. The drier
on the T2000 does not have a sight glass.

NOTE: The filter-dryer must be replaced whenever the refrigerant

system is opened for repairs or routine maintenance.

RECEIVER/
DRIER

Figure 11-17 T2000 Filter–Dryer

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 KENWORTH HVAC SYSTEMS
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Thermal Expansion Valve With this A/C system, the refrigerant is controlled in both the cab and
sleeper by a spring-loaded thermal expansion valve (TXV). The expan-
sion valve performs three main functions:

Figure 11-18 T2000 Expansion Valve Assembly

• Maintains pressure difference between the condenser and evapora-

tor.
• Meters the flow of liquid refrigerant to keep the proper amount in the
evaporator.
• Responds to load changes in the system and controls the suction
pressure to the compressor to balance the load on the system.

Evaporator A copper tube, aluminum fin type evaporator coil is used in the T2000 sys-
tem. The evaporator receives low temperature, low pressure refrigerant
from the TXV. As the refrigerant flows through the coil it boils changing
from a liquid to a gas and heat is absorbed by the cooler refrigerant and
carried out of the evaporator. The fins on the coils are colder than the air

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 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
moving across them causing condensate water to form on the fins. The
water will fall to the bottom of the assembly case and flow out the drain
tubes.

EVAPORATOR

Figure 11-19 T2000 Evaporator

Freeze Switch The capillar y tube freeze or ther mostatic switch is used on the
non-APADS system or the APADS by-pass system to control compressor
clutch operation. The switch is open if the evaporator temperature is
below 32 degrees F. and is closed or reset if the evaporator temperature is
above 40 degrees F.

Figure 11-20 Capillary Tube Freeze Switch

Service Ports and Hoses Refrigerant system hoses are constructed with multiple layers and pre-
vent water vapor from entering the system and to keep refrigerant con-
tained in the system. The service ports are quick-connect type and are
different sizes to prevent accidental cross connection of service equip-
ment.

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 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11

HIGH SIDE
DISCONNECT
(16mm)

LOW SIDE
DISCONNECT
(13mm)

Figure 11-21 T2000 Refrigerant Service Ports

Heater hoses are 5/8-inch (16 mm) ID rubber or silicone hoses. They are
attached to heater components with constant tension spring clamps.

Refrigeration fittings that require O-rings use HNBR O-rings and should
be lubricated with mineral oil prior to installation.

Pressure Switches The T2000 A/C system has three pressure switches:
• low side, low pressure switch
• high side, high pressure switch
• high side / Engine fan switch

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 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11

LOW SIDE
LOW PRESSURES
SWITCH

HIGH SIDE
HIGH PRESSURE
SWITCH

Figure 11-22 Pressure Switches

The low side, Low Pressure Switch is located on the suction side of the
cab expansion valve. The high side, High Pressure Switch contacts are
closed when the pressure is above 34 psi nominal. Contacts open when
the pressure falls below approximately 14 psi. Low pressure switch activ-
ity is the primary indicator of a loss of charge.

The high side, High Pressure Switch is located on the discharge side of
the cab expansion valve. The switch contacts are closed when pressure is
below 230 psi for a preset time interval and the contacts open when pres-
sure climbs above approximately 350 psi.. The high pressure switch is the
primary control for minimizing excessive high pressure.

Both low and high pressure switches disengage the compressor clutch
when they open.

APADS system high pressure activated at 300 psi and reset at

245 psi.

High Side, Engine Fan Switch The engine fan pressure switch contacts are normally closed and open on
an increasing system pressure of 300 psig and reset at 230 psig. The cir-
cuit for the engine fan control feeds directly into the engine control module
and maintains fan operation for 180 seconds upon actuation.

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 KENWORTH HVAC SYSTEMS
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HIGH SIDE
FAN SWITCH

Figure 11-23 T2000 High Side Fan Switch

Resistor A 4-speed resistor is used to control blower speed by varying the voltage
to the blower motor. The resistor has a thermal limiter for upper tempera-
ture protection and is set at 250 degrees F. for the system. If the tempera-
ture gets high enough to burn open the thermal limiter, the circuit opens
for all blower speeds except high. The resistor is located on the cab and
sleeper blower housings.

Figure 11-24 HVAC Resistor

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 KENWORTH HVAC SYSTEMS
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Figure 11-25 HVAC Motor Blower Assembly

Blower Motor Assembly Mounted on the air conditioning case is a blower motor and wheel assem-
bly which is used to move air across the heater and evaporator coils and
distribute the air through the air duct system.

The blower draws air from either the outside (fresh air) or the cab (recircu-
lated air). All the air passes through the evaporator coils in both the cab
and sleeper regardless of what mode the system is in.

Mode Doors Mode doors are located in the system to direct the air to the appropriate
outlets. These doors are positioned by electric actuators that are con-
trolled by rotary knobs and switches on the control panel.

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 KENWORTH HVAC SYSTEMS
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DOOR
ACTUATOR

FRESH AIR
DOOR

Figure 11-26 T2000 Fresh Air Door

Door Actuator The actuator positions the doors located inside the cab and sleeper units.
The air door and mode control door actuators get an electrical signal from
a switch or potentiometer located on the control panel and react accord-
ingly. Control voltage will range between 1 volt and 12 volts as the door
position changes.

HVAC Drain Tubes There are water drain tubes in the bottom of the assembly case to drain
the moisture that has condensed on the evaporator fins. Ensure that the
rubber drain valves (Evacuator Valves) are on the end of the tubes to
allow water to flow out of the unit and to prevent air from being drawn up
through the tubes.

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 KENWORTH HVAC SYSTEMS
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DRAIN TUBES

Figure 11-27 T2000 HVAC Drain Tubes

C2TX (APADS) Module The C2TX is a micro-processor based electronic controller which was
used on all T2000 HVAC units up to Oct. 23,1998. The module is located
inside the HVAC housing and may be accessed through the evaporator
core opening.

Figure 11-28 T2000 C2TX (APADS) Micro-Processor

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 KENWORTH HVAC SYSTEMS
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T2000 A/C Cab Unit

34
45 35
39 51 45 28 19
14 45 36 54
47 48 28
3 32
5 20
4 51
45 22
40 6
45 26
32 52 30 10 34
20 19
51 16 25
23 27
16 11

37
29 44 31

24 13 2

12
50
45 7 21
12 1
18 13 49
17
42 15 8
46 38 9 45 45
22
33 41
43
NOTE: For Service Parts, see ECAT.

Figure 11-29 T2000 Cab Unit Assembly

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 KENWORTH HVAC SYSTEMS
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20
5 22
20
19 10
4 20
28
23

20 13
17

21 6 25
15
12 16 18 25
7
1

25

27 26

2 11

8
14

NOTE: For Service Parts, see ECAT.

Figure 11-30 T2000 Sleeper Unit Assembly

Section 11F T2000 Non-APADS Troubleshooting

Most Common Problems 1. Check that all interconnecting components are securely plugged into
the proper/matching connector.
2. Confirm that electrical power, of the proper voltage, is actually reach-
ing the unit and all components. Check main supply fuses or circuit
breakers prior to tracing individual circuits.
3. Verify ground continuity. Paint or other coatings may block the electri-
cal circuit and cause components to not operate. Wiring may be loose
or not attached to the grounding point(s).

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 KENWORTH HVAC SYSTEMS
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4. Check that the engine coolant system is full with no air lock in the sys-
tem.
5. Check that antifreeze (engine coolant) is free to reach the unit.
Engine block shut off valves for both supply and return lines must be
open. Hoses must not be pinched or kinked anywhere.
6. Confirm that the cab and sleeper units are properly plumbed in paral-
lel. Series plumbing will not work properly.
7. When checking the air conditioning system, verify that the system is
fully charged. Ensure the A/C switch on the Cab Control Panel is in
the ON position and the temperature control selector is in the full cold
position.
8. When checking the sleeper unit, first verify that the sleeper switch and
the fan blower switch on the Cab Control Panel are in the ON posi-
tions.
9. The blower speed resistor has one thermal fuse. This fuse prevents
overheating of the area near the speed wire coils should air flow be
lost. Any significant reduction or loss of air movement past these coils
will cause them to heat up when the fan control is selected. Radiant
heat then warms the thermal fuse.
If the temperature reaches the thermal fuse set point, the electrical
circuit is opened and the blower speeds are lost. High speed will con-
tinue to operate since this circuit does not pass through the resistor.
Disconnect the resistor and check for continuity with an Ohmmeter.
Replace the resistor if the thermal fuse has been activated (blown).

WARNING! Do not modify or attempt to bypass the activated

(blown) thermal fuse. Replace the whole resistor assembly.
Modification or bypassing of this protective device could
cause a fire and/or personal injury.
10. If there is low or no air flow in the cab during either the heating or
cooling mode, the air filter may be dirty. Remove the filter and clean or
replace with a new one. Check the inlet duct for blockage.
11. Time must be given for the ambient air temperature in the sleeper unit
to balance with the selected temperature on the control panel. Trou-
bleshooting or replacing parts in the sleeper heater/air conditioning
unit should be done after waiting for the system to stabilize.

Tools and Equipment The following is a list of tools and equipment required to service the heat-
ing and air conditioning units:
1. General mechanics tool set, including proper torque wrenches.
2. Air conditioning service/charging equipment set up.
a. Manifold gauge set.
b. Recover/reclaim and/or recycling station.
c. Thermometer (pocket size to measure.
duct air temperature).

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 KENWORTH HVAC SYSTEMS
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d. Vacuum pump with micron measuring device.
3. Personal safety equipment for refrigerant handling.
a. Goggles
b. Gloves
4. Electronic leak detector capable of reacting to the type of refrigerant
(R134a) contained in the system to be serviced.
5. Digital Multimeter

NOTE: A digital multimeter must be used to check certain electric

circuits. An analog meter will not function properly.

Cab Heater, A/C Circuit See diagram P94-1225.

Description (Non-APADS)

1. From Cab Harness

C102AC – Lt. Ground for engine ECM fan signal (switched by fan switch)
Green/White

C102ACN – Lt. Ground for A/C clutch relay (switched by A/C relay).
Green/White

C102ACP – Lt. Power for A/C clutch.

Green/White

L13LI – Gray Power to panel lights.

P30CHC – Lt. Switched battery power to blower motor (through 40 amp fuse).
Blue/Black

P30CHD – Lt. Switched battery power to electronic controls.

Blue/black

P30CHA – Lt. Sleeper temperature setpoint

Blue/Black (No
longer used)

GND68 – White Ground for blower motor

P124HT – Lt. Switched battery power for sleeper switch (through 20 amp fuse).
Green/White

P124SHA – Lt. Power to sleeper heater (switched on cab control)

Green/White

GND78 – White Ground for electronics.

2. To Unit
ACTDEF – Red Control voltage for defrost door actuator

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 KENWORTH HVAC SYSTEMS
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Mode Voltage
Vent 12V
Vent/Floor 12V
Heat 2V
Heat/Defrost <1V
Defrost <1V

ACTVH – Orange Control voltage for vent/heat door actuator.

Mode Voltage
Vent <1V
Vent/Floor 6V
Heat 12V
Heat/Defrost 6V
Defrost <1V

C102AC – Lt. Ground for engine ECM fan signal.

Green/White

C102ACP – Lt. Power for A/C Clutch

Green/White

HI – Green Blower high speed (switches to ground)

MED – Green Blower medium speed (switches to ground)

MEDLO – Green Blower medium-low speed (switches to ground).

LO – Green Blower low speed (switches to ground)

P30CHA – Lt. A/C request from sleeper control.

Blue/Black (no
longer used)

P30CHD – Lt. Power for blower.

Blue/Black

P30CHD – Lt. Power for electronic actuators.

Blue/Black

ACTBLD – Blue Control voltage for blend air door (12V for cold, 1V for hot).

ACTFA – Purple Control voltage for fresh air door (1V for fresh air, 12V for recirculation).

GND68 – White Ground for blower motor.

TEMP SEL Set temperature for cab ATC (12V for cold, <1V for hot).

GND78 – White Ground for electronics and actuators.

HPSW Switched ground from pressure cutout switches, freeze switch.

ACSW2 Switched ground from blower switch to enable A/C operation.

ACSW1 Switched ground to open fresh air door when defrost mode is selected.

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 KENWORTH HVAC SYSTEMS
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Sleeper Temperature Control See diagram P94-1225.
Troubleshooting Guide
Theory of The temperature control system consists of three major components:
Operation
1. Control Module with built-in temperature sensor and potentiometer.
2. Blower switch.
3. Blend air door actuator.

These components are tied together by three wires:

1. SACT1 – 12V supply for the system.
2. GND – ground for the system.
3. SACT2 – control output voltage

You can change the potentiometer position in order to change the setpoint
temperature, (between 50° F and 130° F). If the temperature is above the
setpoint, the control module puts out approximately 1 volt. This moves the
blend air door to close off the hot air passage. If the temperature goes
below the setpoint, the control module starts to increase its output volt-
age, opening the door.

Component Blend Air Door

Troubleshooting
The blend air door actuator has three circuits:
1. SACT1 – 12V supply for actuator – pin 10 on actuator and pin A on
unit connector.
2. GND – Ground connection – pin 7 on actuator and pin C on unit con-
nector.
3. SACT2 – Control voltage – pin 8 on actuator and pin B on unit con-
nector.

If SACT2 is not connected, the actuator will go to the center of its travel
and stay there. If SACT2 is connected to the 12 volt supply, the blend air
door will open the hot air passage all the way. If SACT2 is connected to
ground, the blend air door will close the hot air passage all the way.

Control Module

The control module has four circuits:

1. SACT1 – 12V supply for module – pin 3 on module.
2. GND – Ground connection – pin 1 on module.
3. SACT2 – Control voltage – pin 2 on module.
4. P30CHA – pin 4 (No longer used).

If the sleeper is at room temperature, (65° F to 80° F), turning the temper-
ature control knob to full cold (counter-clockwise) will make the control
voltage go to 0 volts. Turning the knob full hot (clockwise) will make the
control voltage go to within 1 volt of the supply voltage.

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 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
In order to check the function of the temperature sensor, have the ignition
on, but don’t run the engine. Turn the blower on LOW to provide power.
Attach the voltmeter to measure the voltage of wire SACT2. Adjust the
control knob so the voltage is about 6 to 7 volts. Blow gently on the sensor
grill in order to warm the sensor. Watch that the control voltage goes
down, then returns to roughly the original voltage as the sensor cools
back down.

11-32 KM811234 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
Troubleshooting Complaint: Sleeper Won't Heat
Tree
1. After checking the engine block valve and blower operation, check for
power to SACT1 from blower switch.
1.1. If no power, check connections and blower switch and repair or
replace as necessary, retest system.
1.2. If power is OK, go to step 2.
2. Check ground connection from sleeper harness.
2.1. If no ground, repair connection. Retest system.
2.2. If ground is OK, go to step 3.
3. Make sure sleeper temperature is below 80° F. Turn control knob to
full hot (clockwise) position. Check SACT2 voltage at actuator (pin 8).
It should be above 11 volts.
3.1. If not, check for SACT2 voltage at temperature control module
(pin 2). If there is no control voltage at pin 2, replace control
module. Retest system.
3.2. If pin 2 voltage at control module is OK , check for open or short
in wiring from control module to actuator. Repair wiring as nec-
essary.
3.3. If wiring from control module to actuator is OK, check SACT1
for system voltage at actuator (pin 8), and ground (pin 7). If
power and ground are OK, replace actuator. If not, repair wiring
as necessary. Retest system.

Complaint: Won't Cool

4. After checking the air conditioner compressor and blower operation,
check for power to SACT1 from the blower switch.
4.1. If no power, check connections and blower switch and repair or
replace as necessary, retest system.
4.2. If power is OK, go to step 5.
5. Check ground connection from sleeper harness.
5.1. If no ground, repair connection, retest system.
5.2. If ground is OK, go to step 7.
6. Make sure sleeper temperature is above 65° F. Turn control knob to
full cold (counterclockwise). Check SACT2 voltage at actuator (pin 8).
It should be below 1.5 volts.
6.1. If not, check for SACT2 voltage at temperature control module
(pin 2). If there is no control voltage at pin 2, replace control
module. Retest system.
6.2. If pin 2 voltage at control module is OK , check for open or short
in wiring from control module to actuator. Repair wiring as nec-
essary.
6.3. If wiring from control module to actuator is OK, check SACT1
for system voltage at actuator (pin 8), and ground (pin 7). If

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 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
power and ground are OK, replace actuator. If not, repair wiring
as necessary. Retest system.

Complaint: Poor Control

7. Check to make sure nothing is obstructing air flow to the sensor, (i.e.,
hanging clothes, etc.).
7.1. If air flow is OK, check temperature sensor function (see com-
ponent check above).
7.1.1. If sensor is bad, replace module and retest system.
7.1.2. If sensor is OK, check blend air door actuator and replace if
bad. Retest system.

Complaint: Erratic Operation

8. Check wiring for intermittent, loose, or corroded connections.
8.1. If any are found, correct and retest system.
8.2. If not, disconnect and check blend air door actuator.
8.2.1. If actuator or blend air door is bad, replace and retest sys-
tem.
8.2.2. If actuator is OK, check control module and replace if bad.

11-34 KM811234 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11

Section 11G T2000 Troubleshooting Tables

See the following Heater – Air Conditioner Troubleshooting Tables:

Cab Unit 1. Table 11-1, “T2000 Cab Unit Troubleshooting – No or Low Air Flow.”
2. Table 11-2, “T2000 Cab Unit Troubleshooting – Inadequate Cooling,
Air Flow Normal.”
3. Table 11-4, “T2000 Cab Unit Troubleshooting – Inadequate Heating,
Air Flow Normal.”
4. Table 11-5, “T2000 Cab Unit Troubleshooting – High Blower Speed
Only, No Variable Speeds.”
5. Table 11-6, “T2000 Cab Unit Troubleshooting – Coolant Leak.”
6. Table 11-7, “T2000 Cab Unit Troubleshooting – Refrigerant Leak.”
7. Table 11-9, “T2000 Cab Unit Troubleshooting – Excessive Vibration
and/or Unusual Sounds.”

Sleeper Unit 1. Table 11-10, “T2000 Sleeper Unit Troubleshooting – No or Low Air
Flow” on page 11-43.
2. Table 11-11, “T2000 Sleeper Unit Troubleshooting – Inadequate Cool-
ing, Air Flow Normal” on page 11-44.
3. Table 11-12, “T2000 Sleeper Unit Troubleshooting – Inadequate
Heating, Air Flow Normal” on page 11-45.
4. Table 11-13, “T2000 Sleeper Unit Troubleshooting – Temperature Will
Not Adjust” on page 11-45.
5. Table 11-14, “T2000 Sleeper Unit Troubleshooting – High Blower
Speed Only, No Variable Speeds” on page 11-46.
6. Table 11-15, “T2000 Sleeper Unit Troubleshooting – Coolant Leak” on
page 11-46.
7. Table 11-16, “T2000 Sleeper Unit Troubleshooting – Refrigerant
Leak” on page 11-47.
8. Table 11-17, “T2000 Sleeper Unit Troubleshooting – Excessive Vibra-
tion and/or Unusual Sounds” on page 11-48.

(12/00) KM811234 11-35

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
Cab Unit
Table 11-1 T2000 Cab Unit Troubleshooting – No or Low Air Flow

SYMPTOM POSSIBLE CAUSE SOLUTION

Little or no air flow 1. No electrical supply. 1. Use wiring schematic to check voltage
supply. Check vehicle fuses and
replace if necessary.

2. Defective motor – runs slow. 2. Test motor separately and replace if

necessary.

3. Blower wheel bound up – rubbing. 3. Correct the problem and reinstall the
blower.

4. Foreign material blocking: 4. Remove foreign material.

a. Air into unit.
b. Air out of unit.

5. Dirty air filter. 5. Remove and clean or replace.

6. Duct work allowing loss of air. 6. Find leak and repair or replace dam-
aged parts.

7. Blower speed selector switch failure. 7. Use wiring schematic, check continu-
ity between speed select. Repair or
replace as required.

8. Motor and/or wheel turning backward. 8. Check motor wiring. Reassemble cor-
rectly. Motor runs clockwise when
viewed from the shaft end.

11-36 KM811234 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11

Table 11-2 T2000 Cab Unit Troubleshooting – Inadequate Cooling, Air Flow Normal

SYMPTOM POSSIBLE CAUSE SOLUTION

Inadequate cooling 1. Blend air door not functioning properly. 1. Correct the problem.
Air flow normal Blower
speed – On NOTE: To quickly determine if the blend air
door is functioning properly, perform the follow-
ing test.
1.Remove heater coil from HVAC unit.
2.With ignition key ON, have an assistant
slowly rotate cab temperature control dial
from full cold to full hot.
3.At same time, observe door movement
(through heater coil opening) as control
dial is rotated.
4.Blend air door should open and close fully
as control dial is rotated.
5.If blend air door does not move during
this test, follow troubleshooting proce-
dures above.
a. Will not change position. a. Replace the actuator.

b. No power to actuator. b. Trace circuit and repair.

c. Actuator not connected at plug. c. Reconnect the plug.

d. Door gasket damaged. d. Isolate engine coolant to unit and

test for cooling. Replace door if
cooling is restored.

6. Expansion valve failed. 2. Replace.

7. System refrigerant contaminated. 3. Correct the source of contamination.

a. Foreign material – dirt. a. Recover, recycle, and flush the
parts.
b. Moisture – (sporadic loss of
cooling). b. Recover, replace, deep vacuum,
and replace the drier.

8. Refrigerant charge level incorrect. (4.0 4. Correct charge level.

lbs R134a).
a. Identify and correct leak source.
a. Too low – undercharged. Recover and recharge to factory
specified charge by weight. (4.0
b. Too high – overcharged.
lbs R134a).
b. Recover and recharge to factory
specified charge by weight.(4.0
lbs R134a)

9. Filter drier/expansion valve/condenser 5. Use manifold gage set to capture sys-

plugged. tem pressures. High discharge pres-
sure and extremely low suction
pressure indicates plugged compo-
nent. Recover and replace.

(12/00) KM811234 11-37

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
Table 11-2 T2000 Cab Unit Troubleshooting – Inadequate Cooling, Air Flow Normal (Continued)

SYMPTOM POSSIBLE CAUSE SOLUTION

10. Refrigerant line(s) damaged. 6. Use leak detection equipment to
locate leak or dent and repair.

11. Evaporator coil damaged. 7. Correct source of damage, replace

coil.

12. Temperature selector knob inoperative. 8. Correct the problem.

a. No power to switch. a. Trace circuit and repair.
b. Switch not connected. b. Reconnect the plug.
c. No power out of switch. c. Replace switch.

13. Compressor operation. 9. See compressor manufacturer's Trou-

bleshooting Chart.

14. Condenser malfunction. 10. Use manifold gage set to capture sys-
tem pressures and compare to
expected performance parameters for
the appropriate shop temperature.
Look for plugged or excessive dam-
age to fin surface. Repair or replace.

15. Engine fan operation. 11. Pressure switch will activate engine
fan on rising system pressure above
285 psiq and reset at 245 psiq. Test
switch and replace if necessary.

11-38 KM811234 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11

Table 11-3 T2000 Ambient Sweep Data – R134a, Cab & Sleeper Units
Model T2000
Ambient Sweep Data- R134a
Cab Unit
Outside Air- Center Duct Discharge Suction
Temp.(Deg F) Outlet Temp. Pres.(psig) Pres.(psig)
70 48-53 110-135 14-30
80 50-55 130-145 22-28
90 55-60 150-165 25-31
100 58-63 170-185 28-34
110 62-67 215-230 33-39

Bunk Unit
Outside Air- Lower Duct Discharge Suction
Temp.(Deg F) Outlet Temp. Pres.(psig) Pres.(psig)
70 43-48 110-135 14-30
80 45-50 130-145 22-28
90 50-55 150-165 25-31
100 53-58 170-185 28-34
110 56-61 215-230 33-39
Engine Fan on Manual
Engine RPM @ 1500
Doors and Windows Open

Table 11-4 T2000 Cab Unit Troubleshooting – Inadequate Heating, Air Flow Normal

SYMPTOM POSSIBLE CAUSE SOLUTION

Inadequate heating 1. Blend air door not functioning properly. 1. Repair as necessary.
Air flow normal
Blower speed – On NOTE: To quickly determine if the blend air door
is functioning properly, perform the following
test.
1.Remove heater coil from HVAC unit.
2.With ignition key ON, have an assistant
slowly rotate cab temperature control dial
from full cold to full hot.
3.At same time, observe door movement
(through heater coil opening) as control
dial is rotated.
4.Blend air door should open and close fully
as control dial is rotated.
5.If blend air door does not move during this
test, follow troubleshooting procedures
above.
a. Actuator not connected at plug. a. Reconnect plug.

b. No electrical power to actuator. b. Trace circuit and repair.

c. Will not change position. c. Test and replace actuator.

d. Door gasket damaged. d. Replace door.

6. Low coolant level. 2. Check and fill to proper level.

(12/00) KM811234 11-39

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
Table 11-4 T2000 Cab Unit Troubleshooting – Inadequate Heating, Air Flow Normal (Continued)

SYMPTOM POSSIBLE CAUSE SOLUTION

7. Excessive air leaks into cab. 3. Locate leaks and seal.

8. Heater hose pinched or kinked, restrict- 4. Find and correct.

ing flow.

9. Incorrect plumbing. 5. Each heater coil must have one

"Supply" and one "Return" from the
engine coolant system. Correct any
differences.

10. Heater coil damaged or defective. 6. Replace.

11. Auxiliary equipment reducing water 7. Re-plumb from another source.

flow such as air compressor cooling cir-
cuits.

12. Temperature selector knob inoperative. 8. See Table 11-2. Step

12. “Temperature selector knob inop-
erative.”

13. Engine coolant isolation valves. 9. Feel coolant hose temperature at inlet
and outlet of heater box. Hoses should
be hot to touch if engine is at tempera-
ture. If not, replace valve or identify
hose blockage.

Table 11-5 T2000 Cab Unit Troubleshooting – High Blower Speed Only,
No Variable Speeds

SYMPTOM POSSIBLE CAUSE SOLUTION

High blower speed only 1. Speed resistor failure. 1. Trace and replace.
a. Resistance wire broken. a. Check and replace.
b. Thermal fuse blown. b. Check and replace.

2. Wiring harness not plugged in. 2. Use wiring schematic to test for volt-
age at blower speed connection in
question. If no supply voltage, check
connector interface.

3. Wiring harness defective. 3. Using wiring schematic, trace wiring

until voltage supply exists. Repair or
replace defective wiring up to identified
voltage source.

4. Defective blower speed switch. 4. Using wiring schematic, check continu-

ity between speed select. Repair and
replace as required.

11-40 KM811234 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11

Table 11-6 T2000 Cab Unit Troubleshooting – Coolant Leak

SYMPTOM POSSIBLE CAUSE SOLUTION

Coolant leak 1. Hose clamp not properly sealing. 1. Check for debris under heater hose
connection. Repair or replace worn or
defective hose or clamps.

2. Heater coil damaged/defective. 2. Replace. Check for debris under

heater hose connection. Repair or
replace defective component.

Table 11-7 T2000 Cab Unit Troubleshooting – Refrigerant Leak

SYMPTOM POSSIBLE CAUSE SOLUTION

Refrigerant Leak 1. Fittings not properly torqued. 1. Identify leak using a suitable leak
detection method. Tighten and torque
fittings per the specified setting. See
Table 11-8. Evacuate and charge.

2. O-rings missing, damaged, or cut. 2. Identify leak using a suitable leak

detection method. Lubricate and
replace o-rings. Tighten and torque fit-
tings per the specified setting. See
Table 11-8. Evacuate and charge.

3. Fitting(s) cross threaded. 3. Identify leak using a suitable leak

detection method. Replace damaged
a. Piping to unit.
components, and install new, lubri-
b. Internal to unit. cated o-rings at leak point. Torque fit-
tings as specified. See Table 11-8.
Evacuate and charge system.

4. Air conditioning coil damaged/defec- 4. Pressurize coil with nitrogen to confirm

tive. leak. Replace coil, install new, lubri-
cated o-rings, torque fittings as speci-
fied. See Table 11-8. Evacuate and
charge system.

(12/00) KM811234 11-41

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11

Table 11-8 T2000 Refrigeration Torque

FASTENER (MM) TORQUE (N.m)

M6 7 - 11 ft. lbs (9 -15)

M8 22 - 28 ft. lbs (30 - 38)

#12 Fitting (19.5 mm) 22 - 27 ft. lbs (30 - 37)

#14 fitting 28 - 33 ft. lbs (38 - 44)

Hi-Press Switch Port 5 ft. lbs ± .5 (7 ± .7)

Lo-Press Switch Port 3 ft. lbs ± .5 (4 ± .7)

Table 11-9 T2000 Cab Unit Troubleshooting – Excessive Vibration

and/or Unusual Sounds

SYMPTOM POSSIBLE CAUSE SOLUTION

Excessive vibration and 1. Blower wheel defect. 1. Check condition and replace if
unusual sounds necessary.
a. Out-of-round or balance.
a. Replace.
b. Excessive run-out or wobble.
b. Replace.
c. Rubbing case.
c. Correct problem and reassemble.
d. Cracked.
d. Replace.

2. Motor problem. 2. Replace defective motor

a. Bushing wear. a. Replace
b. Construction defect. b. Replace
c. Shaft bent. c. Replace

11-42 KM811234 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
Sleeper Unit
Table 11-10T2000 Sleeper Unit Troubleshooting – No or Low Air Flow

SYMPTOM POSSIBLE CAUSE SOLUTION

Little or no air flow 1. No electrical supply. 1. Use wiring schematic to check voltage
supply. Check vehicle fuses and
replace if necessary.

2. Defective motor – runs slow. 2. Test motor separately and replace if

necessary.

3. Blower wheel bound up – rubbing. 3. Correct the problem and reinstall the
blower.

4. Foreign material blocking: 4. Remove foreign material.

a. Air into unit.
b. Air out of unit.

5. Dirty air filter. 5. Remove and clean or replace.

6. Duct work allowing loss of air. 6. Find leak and repair or replace dam-
aged parts.

7. Blower speed selector switch failure. 7. Use wiring schematic, check continu-
ity between speed select. Repair or
replace as required.

8. Motor and/or wheel turning backward. 8. Check motor wiring. Reassemble cor-
rectly. Motor runs clockwise when
viewed from the shaft end.

(12/00) KM811234 11-43

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11

Table 11-11T2000 Sleeper Unit Troubleshooting – Inadequate Cooling, Air Flow Normal

SYMPTOM POSSIBLE CAUSE SOLUTION

Inadequate cooling 1. Blend air door not functioning properly. 1. Correct the problem.
Air flow normal
a. Will not change position. a. Replace the actuator.
Blower speed – On
b. No power to actuator. b. Trace circuit and repair.
c. Actuator not connected at plug. c. Reconnect the plug.
d. Door gasket damaged. d. Isolate engine coolant to unit and
test for cooling. Replace door if
cooling is restored.

2. Expansion valve failed. 2. Replace.

3. System refrigerant contaminated. 3. Correct the source of contamination.

a. Foreign material – dirt a. Recover, recycle, and flush the
parts.
b. Moisture – (sporadic loss of
cooling). b. Recover, replace, deep vacuum,
and replace the drier.

4. Refrigerant charge level incorrect. 4. Correct charge level.

(4.0 lbs R134a)
a. Identify and correct leak source.
a. Too low – undercharged. Recover and recharge to factory
specified charge by weight. (4.0
b. Too high – overcharged.
lbs R134a)
b. Recover and recharge to
factory specified charge by
weight.(4.0 lbs R134a)

5. Filter drier/expansion valve/condenser 5. Use manifold gage set to capture sys-

plugged. tem pressures. High discharge pres-
sure and extremely low suction
pressure indicates plugged compo-
nent. Recover and replace.

6. Refrigerant line(s) damaged. 6. Use leak detection equipment to

locate leak or dent and repair.

7. Evaporator coil damaged. 7. Correct source of damage, replace

coil.

8. Temperature selector knob inoperative. 8. Correct the problem.

a. No power to switch. a. Trace circuit and repair.
b. Switch not connected. b. Reconnect the plug.
c. No power out of switch. c. Replace switch.

9. Compressor operation. 9. See compressor manufacturer's Trou-

bleshooting Chart.

11-44 KM811234 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
Table 11-11T2000 Sleeper Unit Troubleshooting – Inadequate Cooling, Air Flow Normal (Continued)

SYMPTOM POSSIBLE CAUSE SOLUTION

10. Condenser malfunction. 10. Use manifold gage set to capture sys-
tem pressures and compare to
expected performance parameters for
the appropriate shop temperature.
Look for plugged or excessive dam-
age to fin surface. Repair or replace.

11. Engine fan operation. 11. Pressure switch will activate engine
fan on rising system pressure above
285 psiq and reset at 245 psiq. Test
switch and replace if necessary.

12. Cab unit does not work when A/C 12. Ensure cab fan blower switch and A/C
switch is ON. switch are both on.

See Table 11-3, “T2000 Ambient Sweep Data – R134a, Cab & Sleeper
Units” on page 11-39.

Table 11-12T2000 Sleeper Unit Troubleshooting – Inadequate Heating, Air Flow Normal

SYMPTOM POSSIBLE CAUSE SOLUTION

Inadequate heating 1. Blend air door not functioning properly. 1. Repair as necessary.
Air flow normal
a. Actuator not connected at plug. a. Reconnect plug.
Blower speed – On
b. No electrical power to actuator b. Trace and repair using wire
motor. connection diagram.
c. Will not actuate (change c. Test and replace actuator.
position).
d. Replace door.
d. Door gasket damaged.

2. Electronic control circuit problem driv- 2. Locate and repair.

ing door toward cold position.

3. Heater hose pinched or kinked restrict- 3. Find and correct any restrictions.
ing flow.

4. Heater coil damaged or defective. 4. Test coil and replace.

5. Auxiliary equipment reducing water 5. Re-plumb from another source.

flow to heater.

Table 11-13T2000 Sleeper Unit Troubleshooting – Temperature Will Not Adjust

SYMPTOM POSSIBLE CAUSE SOLUTION

Temperature will not 1. Sleeper blower switch not on. 1. Select a speed setting.
adjust – Automatic
system

(12/00) KM811234 11-45

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
Table 11-13T2000 Sleeper Unit Troubleshooting – Temperature Will Not Adjust (Continued)

SYMPTOM POSSIBLE CAUSE SOLUTION

2. Sleeper blower switch failed open. 2. Check and replace switch.

3. Extreme local temperature being 3. Correct exposure.

sensed at temperature sensor.

4. Cab control not set to “Bunk” position. 4. Select “Bunk” on cab control. Select a
fan speed.

5. Control circuit problem: 5. Test circuit and repair.

a. Temperature sensor failed. a. Test and replace.
b. Temperature sensor disconnected. b. Reconnect.
c. Temperature adjustment c. Repair, replace.
potentiometer failed (three
separate wires involved).

6. Wiring harness defective/damaged. 6. Trace, repair, or replace.

7. Electrical harness not properly 7. Reconnect all connectors.

plugged-in.

8. Control circuit failure. When all else 8. Replace control board in sleeper
fails and blend air door can be moved panel.
using jumper wire power, replace con-
trol board in sleeper panel.

NOTE: Use proper electrical schematic when troubleshooting the sleeper unit electrical wiring.

Table 11-14T2000 Sleeper Unit Troubleshooting – High Blower Speed Only,

No Variable Speeds

SYMPTOM POSSIBLE CAUSE SOLUTION

High blower speed only 1. Speed resistor failure. 1. Trace and replace.
a. Resistance wire broken. a. Check and replace.
b. Thermal fuse blown. b. Check and replace.

2. Wiring harness defective. 2. Trace, repair, or replace.

Table 11-15T2000 Sleeper Unit Troubleshooting – Coolant Leak

SYMPTOM POSSIBLE CAUSE SOLUTION

Coolant leak 1. Hose clamp not properly sealing. 1. Reset hose clamp

2. Heater coil damaged/defective. 2. Replace

11-46 KM811234 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
Table 11-16T2000 Sleeper Unit Troubleshooting – Refrigerant Leak

SYMPTOM POSSIBLE CAUSE SOLUTION

Refrigerant Leak 1. Fittings not properly torqued. 1. Identify leak using a suitable leak
detection method. Tighten and torque
fittings per the specified setting.
Evacuate and charge.

2. O-rings missing, damaged, or cut. 2. Identify leak using a suitable leak

detection method. Lubricate and
replace o-rings. Tighten and torque fit-
tings per the specified setting. Evacu-
ate and charge.

3. Fitting(s) cross threaded. 3. Identify leak using a suitable leak

detection method. Replace damaged
a. Piping to unit.
components, and install new, lubri-
b. Internal to unit. cated o-rings at leak point. Torque fit-
tings as specified. Evacuate and
charge system.

4. Air conditioning coil damaged/defec- 4. Pressurize coil with nitrogen to con-

tive. firm leak. Replace coil, install new,
lubricated o-rings, torque fittings as
specified. Evacuate and charge sys-
tem.

(12/00) KM811234 11-47

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11

Table 11-17T2000 Sleeper Unit Troubleshooting – Excessive Vibration

and/or Unusual Sounds

SYMPTOM POSSIBLE CAUSE SOLUTION

Excessive vibration and 1. Blower wheel defect. 1. Check condition and replace if
unusual sounds necessary.
a. Out-of-round or balance.
a. Replace.
b. Excessive run-out or wobble.
b. Replace.
c. Rubbing case.
c. Correct problem and reassemble.

2. Motor problem. 2. Replace defective motor

a. Out of balance a. Replace
b. Bushing wear. b. Replace
c. Construction defect. c. Replace
d. Shaft bent. d. Replace

11-48 KM811234 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11

Section 11H Removal

Removing Heater and Air NOTE: The heater and air conditioning unit needs at least 12" of
Conditioner Unit from the room in front of it. Before starting to remove the unit, move or
remove all obstructions from in front of it.
Firewall
NOTE: When removing the unit from the firewall, pay special atten-
tion to the refrigerant hoses as they may bend and kink. Ensure a
generous hose radius is maintained when servicing.

The heater and air conditioner assembly is secured to the firewall with two
nuts located at the top of the case, near each outer end, and four machine
screws located at the far outer ends of the case. Remove these fasteners.
Disconnect the coolant hose clamps above the surge tank, then begin
sliding the entire assembly forward for service access.

After the unit is clear of the firewall, disconnect the white and black wire
connectors from the harnesses that lead to the control panel. The unit is
now ready to be serviced. See Figure 11-31.

Figure 11-31 Removing the Heater/Air Conditioner Unit

(12/00) KM811234 11-49

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11

Section 11I T2000 Product Changes

Summary of Product Changes

Main Cab Unit Electrical Simplification – 11/98
• Removed the electronic control module from the system.
• Eliminated automatic temperature control.
• Eliminated blend door and outside air sensors.
• Eliminated 16-way connector between unit and controls with more
reliable Packard connectors.
• Moved A/C clutch relay from unit to inside cab.

Pressure Switch Change – 11/98

• Replaced Engine Fan/High Pressure Compressor Cutout Switch with
2 separate switches. 1) located on high pressure side expansion
valve, 2) on refrigerant fitting entering expansion valve.

Freeze Switch Change – 11/98

• Eliminated the freeze sensor and replaced it with a standard freeze
switch.

Defrost Screen – 2/99

• Eliminated the defrost screen from the top of the unit and moved it to
the defrost duct.

Actuator Seal – 6/99

• Changed the actuator seal material to a foam in place gasket, elimi-
nating the rope seal.

Fresh Air Door – 5/98

• Changed the design to incorporate the door seal molded as part of
the plastic door as opposed to the adhesive gasket.

Grease All Electrical Connectors Inside Unit – 9/98

• Eliminate the corrosion potential between mating connectors

Condensate Drain Tube Rerouted – 6/99

• Drain tube was being pinched at the firewall due to harness routing.
Eliminate the need for the assembly plant to modify bracket on the
line.

Expansion Valve Pilot Length – 6/99

• Revised the pilot length to alleviate any chance of interference and
potential refrigerant leak point.

11-50 KM811234 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
Main Cab Control Electrical Changes – 11/98
• Added A/C clutch relay on control wire harness.
• Added circuit boards to wire harness to open fresh air door in defrosts
and limit travel of blend air door.

Added strain relief to wire harness – 5/99

• Temperature potentiometer failures were occurring due to handling
and field use.

Compressor/ Compressor Design – 4/99

Clutch
• Changed inlet and outlet fittings for DDEC engine installation to
accommodate pad style fittings. Was standard threaded fitting.

Clutch Harness – 4/99

• Modified the harness hold down point to reduce harness fatigue.

Compressor Bracket Redesign – 12/97

• Redesigned compressor bracket on DDEC installations.

Filter Drier Design Change to Stud Length – 2/99

• Lengthened the mounting studs for the pad fittings to help installation
at Chillicothe plant.

Coolant Hoses Design Change – 2/98

and Hardlines
• Under cab coolant lines are separated from the cab return and sup-
ply. This eliminates the rubber plug that moves within the system and
affects heating.

Undercab "T" fitting – 2/99

• Supplier process change in brazing operation of "T" fitting.

New Cap Design – 5/99

• Design allows for O-rings coming into plant on fittings versus plant
installed.

Defrost Duct Defrost Screen – 2/99

• Incorporated a screen to the top of the duct preventing objects from
falling into the cab unit.

Ducting Cab Heat Ducts – 4/99

• The ducting changed to snap into firewall more securely and elimi-
nate hot spots.

Miscellaneous Optimized Idle Relay – 12/98

• Upgrade relay to 70 amp capacity.

(12/00) KM811234 11-51

 KENWORTH HVAC SYSTEMS
T2000 HVAC System 11
Leak check at vehicle dynamometer – 1/98
• Improved the method of detecting refrigerant leaks

Dry Nitrogen Charged Condensers – 7/98

• Helps in removing moisture from the system.

Section 11J Wiring Diagram – P94-1225 (Cab & Sleeper Non-APADS)

See diagram P94-1225 in the Diagram section of ServiceNet.

11-52 KM811234 (12/00)

12Hoses and Hard Lines KM811235 06/00

KENWORTH HVAC SYSTEMS

Section

Hoses and Hard Lines

12A Hose Routing

12B Dealer Warranty Claim Procedure
12C Warranty Hose Replacement Options

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Hoses and Hard Lines 12

Section 12A Hose Routing

A/C hose failures can be caused by several factors. The most common
failures are caused by incorrect routing at installation, component dam-
age and defects, or improper O-Ring installation. If a failed hose is sus-
pected, the following procedures can help diagnose the cause.

Hose Installation Inspect the installed routing of A/C hoses before removing any hoses
from the A/C system. Improper hose routing can cause the following prob-
lems:
• Abrasion – Hoses routed incorrectly can rub against other compo-
nents causing abrasion of the hose material. Hose failures occur
when the abrasion process wears through the outer cover of the hose
and begins to damage the reinforcement or the internal nylon tube
layer. Damage to the nylon tube layer can cause increased effusion or
leakage of the refrigerant.
• Heat Sources – Hoses are routed incorrectly when they come into
close contact with external heat sources from other components.
Close exposure to external heat sources can cause the hose com-
pounds to deteriorate. Prolonged exposure may result in stiffened or
cracked hoses.
• Bend Radius – Hoses must be installed so that the minimum bend
radius is not exceeded. Hoses that are bent past the minimum bend
radius can kink or collapse, causing the hose to fail. Refer to the
enclosed chart to determine the minimum bend radius for each hose
size.
• Crushed or Cut Hose – Hoses routed incorrectly can be crushed or
cut by other components. Crushed hoses will have significantly
restricted flow causing failure. Damage to the nylon tube barrier
caused by cuts in the hose can allow for effusion or leakage of the
refrigerant.

Routing Solutions Hose assemblies should be installed correctly, clamped and routed. Prop-
erly securing hoses during installation can help prevent damage from
abrasion, external heat sources and possibility of being crushed or cut.
• When routing hoses, provide ample bend radius to avoid collapsing
and excessive strain at the fitting ends.
• Make sure there is ample free length in the hose to accommodate
flexing and impulses.
• Avoid twisting hose assemblies during installation to prevent weak-
ness and a tendency to loosen fittings under pressure.

12-2 KM811235 (06/00)

 KENWORTH HVAC SYSTEMS
Hoses and Hard Lines 12

PROPERLY SECURING HOSES

AMPLE BEND RADIUS

AMPLE FREE LENGTH

AVOID TWISTING
Figure 12-1 Hose Routing Methods

(06/00) KM811235 12-3

 KENWORTH HVAC SYSTEMS
Hoses and Hard Lines 12
Leaks If hoses are routed correctly and hose failure still occurs, inspect A/C
hoses and fittings for possible leaks. A leak detector may be necessary to
determine leakage points. Leaks can be caused by the following factors:
• Fitting Failure – The following are the most common causes of fitting
failure:
– Bad Fitting – To determine if a fitting is bad, inspect for leaks
between the stem and collar, or leaks at the collar skirt.
– Cross Threading – Fitting threads must mate with the threads of
the connection. If the threads do not mate, leaks can occur. Fig-
ure 12-2.

Figure 12-2 Cross Threading

– Crimp Failure – The hose must be properly seated in the fitting
collar to ensure that a proper crimp is achieved. R-134a air condi-
tioning hose assemblies must be crimped with approved dimpled
“bubble” style crimps to maintain proper crimp integrity. See Fig-
ure 12-3.

Figure 12-3 Crimp Failure

– Weld or Braze Failure – Many of the fittings used in today’s sys-
tem have service ports utilizing schrader valves. These service
ports are often welded or brazed to the fitting tube. Leaks can
occur around the braze seam. See Figure 12-4.

12-4 KM811235 (06/00)

 KENWORTH HVAC SYSTEMS
Hoses and Hard Lines 12

Figure 12-4 Weld Braze Failure

Service Valve or Schrader Port Failure – Leaks can be caused by failure

of the schrader valve or the service port. The following are the most com-
mon causes of valve and port failure:
• Improper Torque – Valves must be tightened in the port to the speci-
fied torque setting. Improper torque can cause valves to leak.
• Cross Threading – Valve threads must properly mate with the threads
inside the port. If the threads do not mate, leaks can occur.
• Installation Height – Valves installed too high can be damaged by
other components. Damage to the valve can cause leaks and failure.
• Stem Bent – Damage can occur to the valve stems. Bent stems can
cause leaks and failure.
• Missing Valve or Port – The appropriate valves must be installed in
the service ports. Missing valves make system charging impossible.

O-Ring Failure – Leaks can be caused by failure of the O-Ring. Most

O-Ring failures are caused by incorrect installation of the O-Ring. The fol-
lowing are the most common causes of O-Ring failure:
• Installation – O-Rings should be installed so that they are positioned
flush against the bulge in the tube. See Figure 12-5.

Figure 12-5 O-Ring Failure

(06/00) KM811235 12-5

 KENWORTH HVAC SYSTEMS
Hoses and Hard Lines 12

Figure 12-6 Fitting Tightness

• Lubrication – Tube connections and O-Rings should both be properly
lubricated at installation. Verify that the correct lubrication is being
used based on the refrigerant used in the system.
• Improper Torque – Fittings must be tightened to the specified torque
to prevent leaky O-Rings. See Figure 12-6.
• Cut or Torn – O-Rings can be cut or damaged during installation. Cut
or damaged O-Rings will not seat or seal properly, causing failure.
• Omitted – Failure to use O-Rings during installation will prevent
proper sealing of tube connections. If the O-Ring is omitted during
installation, the system should not be able to achieve the proper pres-
sure during charging.
• Composition – The O-Ring composition must be appropriate for the
refrigerant and lubrication being used in the system.

Hose Bursts – Leaks or bursts can be caused by failure of the hose. The
following are the most common causes of hose burst:
• Bend Radius – Bursting can occur from exceeding the minimum bend
radius of the hose. Failure occurs at the point of stress.
• Structural Damage – Improper seating of the fitting on the hose can
cause the fitting to rub against the inner tube or cover of the hose.
This rubbing can eventually wear to a weak point. Bursting can occur
when the system pressure causes refrigerant to break through the
damaged hose at the weak point.
• Contamination or Material Breakdown – Material breakdown of hoses
due to age or contamination from contact with damaging chemicals
can cause hoses to fail. The pressure ratings of damaged hoses drop,
making these hoses susceptible to leaks or bursts.

12-6 KM811235 (06/00)

 KENWORTH HVAC SYSTEMS
Hoses and Hard Lines 12

Figure 12-7 Dynacraft R134a Barrier – Air Conditioning Hose

(Thin Wall)

Table 12-1 Hose Bursts Specifications

NOMINAL HOSE ID MIN. HOSE ID MAX MIN. BURST MIN. BEND

SIZE (INCHES) (INCHES) PRESSURE RADIUS
5/16 (#6) .309 .339 2500 psi 2.0 inches

13/32 (#8) .400 .440 2500 psi 2.5 inches

1/2 (#10) .490 .530 1750 psi 3.0 inches

5/8 (#12) .615 .655 1750 psi 4.0 inches

3/4 (#14) .745 .785 1750 psi 6.0 inches

(06/00) KM811235 12-7

 KENWORTH HVAC SYSTEMS
Hoses and Hard Lines 12

SLEEPER HVAC UNIT

FITTINGS

6T12 – SLEEPER OUT

6T13 – SLEEPER IN
6P3 – EVAP OUT
6P4 – EVAP IN

FILTER DRYER FITTINGS

6T7 – CAB OUT

6T8 – SLEEPER OUT
6T9 – FILTER IN

CAB HVAC UNIT FITTINGS

6T10 – CAB OUT

6T11 – CAB IN
6P1 – EVAP OUT
FITTING 6T6 – SUCT. T 6P2 – EVAP IN

FITTING 6T5 – SUCT.

PRESSURE SWITCH
FITTINGS

6P5 – HIGH SIDE

6P6 – LOW SIDE

COMPRESSOR
FITTINGS

6T1 – COMP OUT

6T2 – COMP IN

CONDENSER
FITTINGS

6T3 – COND OUT

6T4 – COND IN

Figure 12-8 A/C System Diagram – Refrigerant Fittings

12-8 KM811235 (06/00)

 KENWORTH HVAC SYSTEMS
Hoses and Hard Lines 12

Section 12B Dealer Warranty Claim Procedure

Smart Failure Code When diagnosing A/C hose failures for Dealer Warranty Claim process,
utilizing the appropriate failure definitions will help to ensure fast and
accurate processing of the claim. In order to further assist in claim pro-
cess, always include the original Kenworth part number of the failed part
on the claim form. Refer to the following codes for diagnosing hose fail-
ures.

Routing Failures • Abrasion – Specify if failed hose has worn spots or holes caused by
hose rubbing against other components
• External Heat Source – Indicate if failed hose is stiff or cracked from
exposure to heat from external components.
• Bend Radius – Specify if failed hose is kinked or collapsed from being
bent past the minimum bend radius.
• Crushed or Cut – Indicate if failed hose is crushed or cut from contact
with other component.

Failures Caused • Fitting Leak – Specify if leak is at collar skirt or in the stem to collar
by Leaks location.
• Crimp Failure – Indicate if fitting was seated incorrectly or dimpled
“bubble” crimp was not used.
• Improper Torque – Specify if fittings, valves or ports were over or
under torqued during installation.
• Cross Threaded – Indicate if fitting was cross threaded during instal-
lation.
• Weld or Braze Failure – Indicate if valve port is leaking at braze
• Installation Height – Specify if valve was installed too high.
• Valve Stem Bent – Indicate if valve stem was damaged or bent.
• O-Ring Installation – Specify if O-Ring was seated improperly, omit-
ted, cut or damaged during installation.
• Lubrication – Indicate if tube connections or O-Rings did not receive
proper lubrication at installation or incorrect lubrication was used.
• O-Ring Composition – specify if composition of O-Ring was not
appropriate for refrigerant and lubricant being used in system.
• Burst – Indicate if the hose was burst due to internal system pressure.

(06/00) KM811235 12-9

 KENWORTH HVAC SYSTEMS
Hoses and Hard Lines 12

Section 12C Warranty Hose Replacement Options

As the OEM supplier of production air conditioning hose assemblies for

Kenworth Truck Company, Dynacraft offers Kenworth dealers several
options when replacing A/C hoses under warranty.

Dynacraft Assembled Hoses – Each hose assembly made by Dynacraft

is tagged with a Mylar identification label. In addition to production infor-
mation and a Dynacraft part number, the label is marked with the original
Kenworth part number. An exact replacement can be obtained from Dyna-
craft by ordering either the Kenworth or Dynacraft part number.

Custom Dealer Assembled Hoses – Utilizing Dynacraft aftermarket A/C

crimp program, Kenworth dealers can assemble their own warranty
approved AC hoses. The program features a broad spectrum of A/C fitting
configurations, R-134a compatible hose and a portable field crimper.

The Dynacraft field crimper produces an OEM style three-bubble crimp.

This field crimp meets SAE J2064 standards for Crimp integrity. Com-
pleted crimp diameter should be measured with a digital caliper, on the
narrowest portion of the crimp. Proper crimp diameters are shown in
Table 12-2.

Table 12-2 Hose Crimp Diameters

HOSE DASH HOSE I.D. FINISHED CRIMP

SIZE (INCHES) O.D. (INCHES)
6 5/16 .556

8 13/32 .668

10 1/2 .742

12 5/8 .897

14 3/4 1.020

Dynacraft’s air conditioning hose incorporates a rubber inner tube and

cover for end grip and leak resistance, as well as a thin interior Nylon bar-
rier layer to resist effusion. The hose is rated for operating temperatures
of up to 275 degrees F. The hose exceeds SAE J2064 compliance for
R-134a refrigerant, and is approved for R-12 Freon systems as well.

The fittings are constructed entirely of steel, providing high strength,

vibration resistance and durability, in addition to withstanding constant
operating temperatures of over 275 degrees F. The fittings are coated with
a black dichromate corrosion resistance finish that has consistently
passed 200 hour salt spray corrosion tests. The fittings, like the hoses,
exceed SAE J2064 compliance and are suitable for both R-134a and
R-12 systems.

12-10 KM811235 (06/00)

 KENWORTH HVAC SYSTEMS
Hoses and Hard Lines 12
The O-Rings required for R-134a systems are constructed of a special
HNBR synthetic rubber compound. The HNBR O-Rings provided by
Dynacraft are colored green to distinguish them from the black neoprene
O-Rings used in the R-12 systems. Neoprene is incompatible with R-134a
A/C systems and HNBR O-Rings must be used. As with Dynacraft’s A/C
hoses and fittings, the green HNBR O-Rings are appropriate for use in
both R-134a and R-12 systems.

(06/00) KM811235 12-11

 KENWORTH HVAC SYSTEMS
Hoses and Hard Lines 12

12-12 KM811235 (06/00)

13T2000 A PA D S Tr o u b l e s h o o t i n g
KM811236 12/00

KENWORTH HVAC SYSTEMS

Section

T2000 APADS Troubleshooting

13A C2TX Cab Unit Troubleshooting

13B Cab Heater – A/C Circuit Description
13C Sleeper Temperature Control – Trouble-
shooting Guide
13D Cab Unit C2TX
13E C2TX Communications via SAE J1587/J1798
13F C2TX HVAC Controller
13G Wiring Diagram – P94-1125 (Cab & Sleeper
with APADS)

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T2000 APADS Troubleshooting 13

Section 13A C2TX Cab Unit Troubleshooting

APADS and Automatic For troubleshooting the Cab Unit C2TX, see the following tables:
Temperature Control 1. Table 13-1, “Cab Unit C2TX Troubleshooting – Compressor Clutch
Does Not Engage.”
2. Table 13-2, “Cab Unit C2TX Troubleshooting – Unit Not Broadcasting
Ambient Temperature.”
3. Table 13-3, “Cab Unit C2TX Troubleshooting – HVAC Not Maintaining
Constant Discharge Temperatures.”
4. Table 13-4, “Cab Unit C2TX Troubleshooting – Blower Won’t Turn On.”
5. Table 13-5, “Cab Unit C2TX Troubleshooting – Ambient Temperatures
being Broadcast are Incorrect.”

13-2 KM811236 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13

Table 13-1 Cab Unit C2TX Troubleshooting – Compressor Clutch Does Not Engage

CONDITION DIAGNOSTIC CODE POSSIBLE CAUSE ACTION

Compressor clutch Low pressure fault.1 Loss of refrigerant. Check system for leaks.
does not engage.

Defective low pressure If the low side pressure is

switch. adequate (more than 30
psi), the pressure switch
should be closed. Replace
switch if it is not.

Open circuit between Check wiring and repair as

C2TX module and the low necessary.
pressure switch.

High pressure fault. Overcharge of refrigerant Reclaim refrigerant and

in system. charge to the correct
amount.

Blocked air flow through Remove restriction from

condenser (e.g. bugs, condenser.
leaves.)

No fan engagement. 1. Check air lines for

restriction.
2. Inspect operation of
solenoid valve.
3. Check operation of fan
hub.

High side pressure switch Make sure the AC

failure. compressor is off. Open
connection to the switch
At start up, after 15 and measure the
seconds, compressor resistance value of the
clutch does not engage but pressure switch. If the
engine fan engages. resistance shows greater
than 5 ohms, remove
switch and repeat
measurement. If resistance
is still greater than 5 ohms,
replace switch.

Open clutch Open wire or contact or Check wiring and clutch

defective (open) clutch. and repair/replace as
necessary

Shorted clutch Short circuit in wiring (pin Check wiring and clutch.
19 to + battery) or in Clutch impedance could be
clutch. greater than 2.9 ohms.

(12/00) KM811236 13-3

 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13
Table 13-1 Cab Unit C2TX Troubleshooting – Compressor Clutch Does Not Engage (Continued)

CONDITION DIAGNOSTIC CODE POSSIBLE CAUSE ACTION

Evaporator temperature Wiring or contact problem Check wiring. If wiring
sensor fault (AC not between C2TX and appears to be OK, open
allowed if evaporator evaporator sensor. the connector and
temperature can not be Defective sensor measure the impedance of
measured.) the evaporator thermistor
(20K ohms @ 77° F, 66K
ohms @32° F. (Less than
2.2K ohm or more than 1
megaohm is “BAD.”)

Low voltage or high voltage Truck electrical system. Check truck wiring for
(voltage at C2TX: module drops. Check other
must be between 11 and components for sources of
16 volts for AC clutch excess voltage.
operation).

High pressure switch open. Open circuit to the high Check wiring and contacts
pressure switch. between C2TX module
and high pressure switch.

None/AC clutch not Unit is functioning properly.

engaging during first 15 Regardless of AC system
seconds after ignition is state at start up, the AC
turned on. clutch is disengaged for
the first 15 seconds.

None/Cold weather Unit is more than likely To confirm that cold

functioning correctly. Low weather and the low
ambient temperatures pressure switch are
reduce refrigerant blocking AC operation,
pressures to the point slightly heat the ambient
where the low pressure sensor. After the ambient
switch may open and block sensor is above 48° F for
AC operation. “Low more than 3 minutes, the
pressure faults” are not C2TX will generate a “Low
generated when the pressure fault.” Ambient
ambient temperature is sensor is at the bottom of
below 48° F. the passenger side mirror.)
1

1. The low pressure fault does not “clear” (from ACTIVE to INACTIVE) on the next ignition cycle. All other
faults do. This fault will continue in the active state and will continue to block AC operation until it is
cleared. Clear by cycling the ignition switch 4 times (one second on/one second off). If the fault condition
still exists, it will again become active.

13-4 KM811236 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13

Table 13-2 Cab Unit C2TX Troubleshooting – Unit Not Broadcasting Ambient Temperature

CONDITION DIAGNOSTIC CODE POSSIBLE CAUSE ACTION

Unit not broadcasting None Power not getting to C2TX Check fuse, wiring and
ambient temperature (pins 10 and 20 on contacts.
(once /10 seconds). module).

Data Bus: Are other Yes: Data bus is not a

devices broadcasting problem.
normal information on the
data bus? No: Check to determine
if one device is corrupting
the data bus.

C2TX has power and data Replace C2TX.

bus is OK.

Table 13-3 Cab Unit C2TX Troubleshooting – HVAC Not Maintaining Constant Discharge Temperatures

CONDITION DIAGNOSTIC CODE POSSIBLE CAUSE ACTION

Not maintaining None Bad blend temperature Check blend thermistor
constant discharge sensor (the C2TX drives wiring and impedance
temperatures as the blend door output (2.8K at 77° F. Less than
ambient and directly as a function of the 220 ohms or more than
fresh/recirc conditions cab potentiometer input.) 100K ohms is “BAD.”)
change.

Blend door actuator bad. Check input voltage to

door. If voltage changes as
NOTE: To quickly determine if temperature control
the blend air door is function-
changes and actuator does
ing properly, perform the fol-
not move, actuator is bad.
lowing test.
Replace.
1.Remove heater coil
from HVAC unit.
2.With ignition key ON,
have an assistant
slowly rotate cab tem-
perature control dial
from full cold to full hot.
3.At same time, observe
door movement
(through heater coil
opening) as control dial
is rotated.
4.Blend air door should
open and close fully as
control dial is rotated.
5.If blend air door does
not move during this
test, follow trouble-
shooting procedures
above.

(12/00) KM811236 13-5

 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13

Table 13-4 Cab Unit C2TX Troubleshooting – Blower Won’t Turn On

CONDITION DIAGNOSTIC CODE POSSIBLE CAUSE ACTION

Blower won’t turn on. None C2TX monitors the blower Check blower motor and
for “on/off” status, but circuit integrity (fuse,
cannot inhibit normal switch, and wiring).
manual operation.

Table 13-5 Cab Unit C2TX Troubleshooting – Ambient Temperatures being Broadcast are Incorrect

CONDITION DIAGNOSTIC CODE POSSIBLE CAUSE ACTION

Ambient temperatures Ambient erratic Wiring or contact problem Check connections (3)
being broadcast are between C2TX and between C2TX and sensor.
incorrect ambient sensor (inside Check sensor for physical
passenger mirror). damage. (If mirror is
damaged, the sensor may
also be damaged.) Check
impedance of sensor
(between 500K ohms and
800 ohms).

13-6 KM811236 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13

Section 13B Cab Heater – A/C Circuit Description

1. FROM CAB HARNESS See diagram P94-1125.

C102AC – Lt. Ground for Engine Fan Solenoid (Switched by control module)
Green/White

C102ACN – Lt. Ground for A/C clutch relay (switched by control module).
Green/White

C102ACP – Lt. Power for A/C Clutch

Green/White

L13LI – Gray Power to panel lights.

P30CHA – Lt. Sleeper Temperature Setpoint

Blue/Black

P30CHC – Lt. Switched battery power to blower motor (through 40 amp fuse).
Blue/Black

P30CHD – Lt. Switched battery power to electronic controls.

Blue/Black

GND68 – White Ground for Blower Motor

P124HT – Lt. Switched battery power for sleeper switch (through 20 amp fuse).
Green/White

P124SHA – Lt. Power to sleeper heater (switched on cab control)

Green/White

GND78 – White Ground for Electronics.

C108DB – Lt. Data Bus ( + )

Blue/Black
(Twisted)

C109DB – Data Bus ( - )

Blue/Black
(Twisted)

P30CHA – Lt. Sleeper temperature setpoint voltage from sleeper control.

Blue/Black

2. TO UNIT
C102ACN – Lt. Ground for A/C clutch relay (switched by Control Module).
Green/White

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 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13
ACTDEF – Red Control voltage for defrost door actuator.

Mode Voltage
Vent 12V
Vent/Floor 12V
Heat 2V
Heat/Defrost <1V
Defrost <1V

ACTVH – Red Control voltage for vent/heat door actuator.

Mode Voltage
Vent <1V
Vent/Floor 6V
Heat 12V
Heat/Defrost 6V
Defrost <1V

C102AC – Lt. Ground for engine fan solenoid (Switched by control module)
Green/White

C102ACP – Lt. Power for A/C Clutch

Green/White

HI – Green Blower high speed (switches to ground)

MED – Green Blower medium speed (switches to ground)

MEDLO – Green Blower medium-low speed (switches to ground).

LO – Green Blower low speed (switches to ground)

P30CHA – Lt. Sleeper temperature setpoint voltage from sleeper control

Blue/Black

P30CHC – Lt. Power for blower.

Blue/Black

P30CHD – Lt. Power for electronic actuators.

Blue/Black

ACTBLD – Blue Control voltage for blend air door (12V for cold, 1V for hot).

ACTFA – Purple Control voltage for fresh air door (1V for fresh air, 12V for recirculation.

GND68 – White Ground for Blower Motor.

TEMP SEL Set temperature for cab ATC (12V for cold, <1V for hot).

GND78 – White Ground for electronics and actuators.

C108DB – Lt. Data Bus (+)

Blue/Black
(Twisted)

13-8 KM811236 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13
C109DB – Data Bus (-)
Blue/Black
(Twisted)

AMBIENT SENSOR
OAT1 – Black Outside Air Temperature

OAT2 – Black Return Line Sensor

(12/00) KM811236 13-9

 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13

Section 13C Sleeper Temperature Control – Troubleshooting Guide

Theory of Operation The temperature control system consists of three major components. See
diagram P94-1125.
1. Control Module with built-in temperature sensor and potentiometer.
2. Blower switch.
3. Blend air door actuator.

These components are tied together by three wires:

1. SACT1 – 12V supply for the system.
2. GND – ground for the system.
3. SACT2 – control output voltage

You can change the potentiometer position in order to change the setpoint
temperature, (between 50° F and 130° F). If the temperature is above the
setpoint, the control module puts out approximately 1 volt. This moves the
blend air door to close off the hot air passage. If the temperature goes
below the setpoint, the control module starts to increase its output volt-
age, opening the door.

The control also provides the sleeper requested temperature on circuit

P30CHA. The cab automatic temperature control uses this to help deter-
mine when air conditioning is required.

Component Troubleshooting
Blend Air Door The blend air door actuator has three circuits:
1. SACT1 – 12V supply for actuator – pin 10 on actuator and pin A on
unit connector.
2. GND – Ground connection – pin 7 on actuator and pin C on unit con-
nector.
3. SACT2 – Control voltage – pin 8 on actuator and pin B on unit con-
nector.

If SACT2 is not connected, the actuator will go to the center of its travel
and stay there. If SACT2 is connected to the 12 volt supply, the blend air
door will open the hot air passage all the way. If SACT2 is connected to
ground, the blend air door will close the hot air passage all the way.

Control Module The control module has three circuits:

1. SACT1 – 12V supply for module – pin 3 on module.
2. GND – Ground connection – pin 1 on module.
3. SACT2 – Control voltage – pin 2 on module.
4. P30CHA – Sleeper setpoint – pin 4 on module.

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If the sleeper is at room temperature, (65° F to 80° F), turning the temper-
ature control knob to full cold (counter-clockwise) will make the control
voltage go to 0 volts. Turning the knob full hot (clockwise) will make the
control voltage go to within 1 volt of the supply voltage.

In order to check the function of the temperature sensor, have the ignition
on, but don't run the engine. Turn the blower on low to provide power.
Attach the voltmeter to measure the voltage of wire SACT2. Adjust the
control knob so the voltage is about 6 to 7 volts. Blow gently on the sensor
grill in order to warm the sensor. Watch that the control voltage goes
down, then returns to roughly the original voltage as the sensor cools
back down.

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 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13
Troubleshooting Tree
Complaint: 1. After checking the engine block valve and blower operation, check for
Sleeper Won't power to SACT1 from blower switch.
Heat
1.1. If no power, check connections and blower switch and repair or
replace as necessary, retest system.
1.2. If power is OK, go to step 2.
2. Check ground connection from sleeper harness.
2.1. If no ground, repair connection, retest system.
2.2. If ground is OK, go to step 3.
3. Make sure sleeper temperature is below 80° F. Turn control knob to
full hot (clockwise) position. Check SACT2 voltage at actuator (pin 8).
It should be above 11 volts.
3.1. If not, check for SACT2 voltage at temperature control module
(pin 2). If there is no control voltage at pin 2, replace control
module. Retest system.
3.2. If pin 2 voltage at control module is OK , check for open or short
in wiring from control module to actuator. Repair wiring as nec-
essary.
3.3. If wiring from control module to actuator is OK, check SACT1
for system voltage at actuator (pin 8), and ground (pin 7). If
power and ground are OK, replace actuator. If not, repair wiring
as necessary. Retest system.

Complaint: Won't 4. After checking the air conditioner compressor and blower operation,
Cool check for power to SACT1 from the blower switch.
4.1. If no power, check connections and blower switch and repair or
replace as necessary, retest system.
4.2. If power is OK, go to step 5.
5. Check ground connection from sleeper harness.
5.1. If no ground, repair connection, retest system.
5.2. If ground is OK, go to step 7.
6. Make sure sleeper temperature is above 65° F. Turn the control knob
full cold (counter-clockwise). Check that SACT2 voltage is below 1.5
volts.
6.1. If not, unplug the control module and check the actuator (see
component check above).
6.1.1. If actuator checks OK, replace control module, retest sys-
tem.
6.1.2. If actuator does not work, remove it from the blend air door
and retest. Replace the defective component and retest
system.
6.2. If voltage is OK, check wiring continuity to actuator.

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T2000 APADS Troubleshooting 13
6.2.1. If no continuity or high resistance connection, repair wiring
and retest the system.
6.2.2. If wiring is OK, check actuator and replace if defective.
Retest system.

Complaint: Poor 7. Check to make sure nothing is obstructing air flow to the sensor, (i.e.,
Control hanging clothes, etc.).
7.1. If air flow is OK, check temperature sensor function (see com-
ponent check above).
7.1.1. If sensor is bad, replace module and retest system.
7.1.2. If sensor is OK, check blend air door actuator and replace if
bad. Retest system.

Complaint: Erratic 8. Check wiring for intermittent, loose, or corroded connections.

Operation
8.1. If any are found, correct and retest system.
8.2. If not, disconnect and check blend air door actuator.
8.2.1. If actuator or blend air door is bad, replace and retest sys-
tem.
8.2.2. If actuator is OK, check control module and replace if bad.

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Section 13D Cab Unit C2TX

Product Overview The C2TX is an electronic, micro-processor based device that imple-
ments the functions of a blend vent ATC (Automatic Temperature Control)
and APADS (Air Conditioning Protection and Diagnostics System) control
and diagnostic functions. It is specifically designed to reduce air condi-
tioning maintenance costs in vehicular Txv HVAC systems by increasing
the life of system components and aiding in the diagnosis of system
faults. The unit receives inputs from pressure switches, temperature sen-
sors, Control Panel switches/potentiometers, and data available on the
SAE J1587 compatible data bus. The input signals are processed to drive
outputs to the AC clutch coil, fan actuator circuit, blend door actuator and
a Blower Relay. C2TX diagnostic codes are available on the Databus.
With this control system the C2TX controller becomes the only device
through which power is switched to the AC clutch coil. It is the primary
control of the AC and blend temperature system. The module is housed in
an aluminum capsule and installed in the cab unit.

Functional Description The C2TX operates as the primary AC system and cab temperature con-
trol. The module provides outputs to the AC compressor clutch coil, the
fan actuator, the blend air door actuator and a blower relay. All outputs are
a function of the ATC and APADS control algorithms as detailed later in
this section. The controller incorporates its own high current driver elimi-
nating external relays to engage the AC clutch. Fault diagnostic communi-
cation is accomplished through the SAE J1587 databus interface.

The pointed features of the C2TX are that it acts to control the vent outlet
temperature to a fixed value, independent of various system variables
such as initial ambient temperature, blower speed, engine RPM and circu-
lation mode.

The ATC function of the C2TX controls the blend air door actuator to
maintain a target temperature in the blend chamber. This target tempera-
ture is a function of control panel and temperature sensor inputs, primarily
setpoint input and blend temperature.

The ATC function also determines when Air Conditioning is needed. This
control logic requests AC when the desired blend chamber temperature
cannot be achieved without Air Conditioning. AC will always be requested
when the Temperature Set potentiometer is in the full CCW position and
when MODE select is in the defrost position above freezing conditions. It
will also be requested when ambient temperature is within several
degrees of the temperature requested by the Bunk Set temperature knob.

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C2TX Input The module interfaces and receives inputs from the following sensors and
Descriptions devices:
1. AC Input – Input that indicates whether AC is requested. Temperature
select to full cold commands continuous AC within operation
temperature limits. Other Temperature selections default to ATC
command.
2. AMBIENT Temperature – Outside ambient temperature sensing NTC
thermistor, 1.0 Kohm nominal resistance at 25° C.
3. BLEND Temperature – Blend chamber temperature sensing ther-
mistor, 2.795 Kohm nominal resistance at 25° C, used for primary
control of the blend door actuator.
4. BLOWER Sense – A voltage input signal from the switched side of
the blower motor.
5. BUNK Set Temperature – Temperature set control potentiometer, 3
terminal, 10 Kohm, 189 degree rotation, linear taper. Center tap input
signal increases with setpoint increase. If this signal indicates that
Bunk control is active the Blower relay output is turned "on", when the
bunk unit demands A/C.
6. CAB Set Temperature – Dash mounted temperature set control
potentiometer. This is a 3 terminal 10 Kohm potentiometer with a lin-
ear taper, approximately 180 degree rotation and 21 position detents
distributed over the 180 degrees. The center tap of this potentiometer
is input to the controller. This signal level decreases as the setpoint
input increases. CW terminal is connected to ground, CCW terminal
is connected to battery voltage.
7. DATABUS+ and DATABUS- hardware interface to J1587/J1708 vehic-
ular databus. DATA+ is the positive connection to the differential bus
DATA- is the negative connection to the differential bus. These signals
provide for bidirectional data communications.
8. EVAP Temperature – This NTC thermistor senses the temperature of
the evaporator core. It has a nominal resistance of 20 Kohms at 25C
and is the primary AC compressor on/off control input.
9. LOW Px – Low Pressure Switch located in the suction side of the
refrigerant compressor on the thermal expansion valve. Contacts
open when the pressure falls below approximately 14 psi and re-close
after the pressure climbs back above 54psi (nominal). Low pressure
switch activity is the primary indicator of a loss of charge and is also
used to preclude compressor operation in extremely cold tempera-
tures. *Since this switch does not have an internal resistor, an open
wire to this switch will be diagnosed as a low pressure condition.
10. HIGH Px – High Pressure Switch. Located in the discharge side of
the refrigerant compressor on the thermal expansion valve, this
device has a 2.49 Kohm resistor installed in parallel with the electrical
contacts to allow diagnosing of sensor wiring and connector faults.
The switch contacts are closed when the pressure is below 245 psi
(nominal). Contacts open when the pressure climbs above approxi-
mately 285 psi and reclose after the pressure falls back below 245 psi

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 KENWORTH HVAC SYSTEMS
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(nominal). This switch is the primary control for the fan and is used to
preclude compressor operation when excessive discharge pressures
are present.
11. MODE Sense 1 – This input monitors the defrost actuator drive signal
that is generated by the MODE Select Control on the Control Head.
12. MODE Sense 2 – This input monitors the vent/heat actuator drive sig-
nal that is generated by the MODE Select Control on the Control
Head.

C2TX Output The module produces the following output signals to control the following
Descriptions devices:
1. BLEND Drive – The module provides an output that is ratiometric to
the supply voltage. The output ranges between .15 VIGN (Voltage
Ignition) and .85 VIGN. Nominally the Blend Door is fully closed (max.
cold) when the output signal reaches .80 VIGN. It is fully open at .20
VIGN.
2. AC Clutch (Compressor Clutch Drive) – A low side MOSFET power
driver, with flybac clamping engages the AC compressor clutch coil
when activated.
3. DATABUS+ and DATABUS- (see #7 in Input section).
4. FAN Trigger (Fan actuator) – A normally closed (low level = fan off)
low side, open drain FET is used to signal the fan actuator circuit to
activate the fan drive. A fan “on” state is requested when the FET is in
the non-conducting (off) state.
5. BLOWER Relay – This low side open drain FET is turned on to acti-
vate the blower relay. This signal is output when a minimum signal
level on the Bunk set potentiometer indicates that the Bunk Tempera-
ture Control system is requesting AC. The blower relay forces the
blower to be "on" at low speed. If the Control Panel has requested a
higher speed the Control Panel will prevail.
6. DIAGNOSTICS – Upon detection of system faults, the unit broad-
casts or responds to request for diagnostic information over the data-
bus. The diagnostic information is used to indicate system faults and
status.

Software Description The C2TX software, for purposes of description, can be partitioned into
several distinct modules of functional operation: first, the implementation
and functionality of the ATC: second, the APADS functionality; and third,
communication definition that defines the nature in which the C2TX com-
municates over the J1587/J1708 databus.

The C2TX has non volatile memory for storing statistics and configuration
parameters. Brackets around a variable denote that it is a programmable
value. The nominal value, unless otherwise specified, is contained within
the square brackets [x].

13-16 KM811236 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13

Section 13E C2TX Communications via SAE J1587/J1798

C2TX Transmits
Table 13-6 PID 194 – Transmitter System Diagnostic Code and Occurrence Count

APADS MID # OF
FAULT TYPE PID 194 P/SID DIAG CODE
190 CHARS
Decimal 190 194 2 xxx 0xlxxx
Representation
In HEX C2h 2 XX XX

Low Pressure – 190 194 2 Sl 49

ACTIVE
Beh C2h 2 1 31h

Low Pressure – 190 194 2 Sl 113

INACTIVE
Beh C2h 2 1 71h

Suggested Text HVAC Cntlr RefrgChg LO

High Pressure – Active 190 194 2 Sl 48

BEh C2h 2 1 30h

High Pressure – 190 194 2 Sl 112

Inactive
BEh C2h 2 1 70H

Suggested Text HVAC Cntlr RefrgChg HI

Open Clutch – ACTIVE 190 194 2 S6 53

BEh C2h 2 6 35h

Open Clutch – 190 194 2 S6 117

INACTIVE
BEh C2h 2 6 75h

Suggested Text HVAC Cntlr AC CItch OPN CIRC

Shorted Clutch – 190 194 2 S6 54

ACTIVE
BEh C2h 2 6 36h

Shorted Clutch – 190 194 2 S6 118

INACTIVE
BEh C2h 2 6 76h

Suggested Text HVAC Cntlr AC CItch OVR CURR

High Pres Switch Open 190 194 2 S228 53

– ACTIVE
BEh C2h 2 E4 35h

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 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13
Table 13-6 PID 194 – Transmitter System Diagnostic Code and Occurrence Count (Continued)

APADS MID # OF
FAULT TYPE PID 194 P/SID DIAG CODE
190 CHARS
High Pres Switch Open 190 194 2 S228 117
– INACTIVE
BEh C2h 2 E4 75h

Suggested Text HVAC Cntlr HI SW OPN CIRC

Low Voltage – ACTIVE 190 194 2 P158 36

BEh C2h 2 9Eh 24h

Low Voltage – 190 194 2 P158 100

INACTIVE
BEh C2h 2 9Eh 64h

Suggested Text HVAC Cntir Battery LO

High Voltage – ACTIVE 190 194 2 P158 35

BEh C2h 2 9Eh 23h

High Voltage – 190 194 2 P158 99

INACTIVE
BEh C2h 2 9Eh 63h

Suggested Text HVAC Cntlr Battery HI

Evap Temp Sensor – 190 194 2 S7 50

ACTIVE
BEh C2h 2 7 32h

Evap Temp Sensor – 190 194 2 S7 114

INACTIVE
BEh C2h 2 7 72h

Suggested Text HVAC Cntlr Evap ERRATIC

Ambient Temp Sensor 190 194 2 P171 34

– ACTIVE
BEh C2h 2 ABh 22h

Ambient Temp Sensor 190 194 2 P171 98

– INACTIVE
BEh C2h 2 ABh 62h

Suggested Text HVAC Cntlr Ambient ERRATIC

13-18 KM811236 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13

Table 13-7 PID 196 – Diagnostic Data Count Clear Response Message, Request a Fault Count be Cleared

# OF
FAULT TYPE PID 196 P/SID DIAG CODE
CHARS
Decimal 196 2 xxx 011x xxxx
Representation
In HEX C4h 2 XX XX

Low Pressure 196 2 S1 113

C4h 2 1 71h

High Pressure 196 2 S1 112

C4h 2 1 70h

Open Clutch 196 2 S6 117

C4h 2 6 75h

Shorted Clutch 196 2 S6 118

C4h 2 6 76h

High Pressure Switch 196 2 S228 117

Open
C4h 2 E4 75h

Low Voltage 196 2 P168 100

C4h 2 A8h 64h

High Voltage 196 2 P168 99

C4h 2 A8h 63h

Evap. Temp. Sensor 196 2 S7 114

C4h 2 7 72h

Ambient Temp. Sensor 196 2 P171 98

C4h 2 ABh 62h

(12/00) KM811236 13-19

 KENWORTH HVAC SYSTEMS
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Table 13-8 PID 196 – Diagnostic Data Count Clear Response Message, Request All Faults Count be Cleared

# OF
FAULT TYPE PID 196 P/SID DIAG CODE
CHARS
Decimal 196 2 xxx 128-191
Representation
In HEX C4h 2 XX 80h thru BFh

Table 13-9 PID 234 – Software Revision Request, Reply

# OF MAJOR SW MINOR SW
FAULT TYPE PID 234
CHARS REV REV
Software Revision PID 234 007 049 046 048

Eah 03h 31h 2Eh 30h

1 . 0

1.0 is the first release, 0.x are prerelease versions.

Table 13-10PID 243 – Component Identification Request, Reply

# OF
FAULT TYPE PID 234 MID TEXT STRING
CHARS
Component ID 243 16 190 073 078 068 069 088 042 072
086 065 067 032 067 084 082
076

F3h 10h BEh 49h 4Eh 44h 45h 58h 2Ah 48h
56h 41h 43h 20h 43h 54h 52h
4Ch

INDEX * HVAC^CTRL

Table 13-11PID 158 – Battery and Battery, Switched Request, Reply

FAULT TYPE PID 158 LSB MSB

Battery 0 to 3276.75V, 0.05V/bit

158 xxx xxx

9Eh XXh XXh

13-20 KM811236 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13

Table 13-12PID 171 – Ambient Temperature, Reply

FAULT TYPE PID 171 LSB MSB

Ambient Temperature -8192 to +8191.75F, 0.25/bit

171 xxx xxx190

ABh XXh XXh

Table 13-13PID 194 – Fault Request, Reply

# OF
FAULT TYPE PID 194
CHARS
All Faults Nonexistent 194 0

C2h 00h

Fault(s) ACTIVE / INACTTVE – Transmit appropriate mes-

sages listed in previous section.

Table 13-14J1587 Bus Data – Provided by the C2TX Module

FAULT TYPE PID LSB MSB

Ambient Temperature -8192 to +8191.75, 0.25/bit
Transmit once every 10
seconds or upon 171 xxx xxx
request. ABh XXh XXh

(12/00) KM811236 13-21

 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13
C2TX Receives
Table 13-15PID 195 – Diagnostic Data Request/Request a Fault Count be Cleared

# OF
FAULT TYPE PID 195 MID 190 P/SID DIAG CODE
CHARS
Decimal 195 3 190 xxx 011xxxx
Representation
In HEX C3h 3 BEh XX XX

Low Pressure 195 3 190 S1 113

C3h 3 Beh 1 71h

High Pressure 195 3 190 S1 112

C3h 3 Beh I 70h

Open Clutch 195 3 190 S6 117

C3h 3 Beh 6 75h

Shorted Clutch 195 3 190 S6 118

C3h 3 Beh 6 76h

High Pressure Switch 195 3 190 S228 117

Open
C3h 3 Beh E4 75h

Low Voltage 195 3 190 P168 100

C3b 3 Beh A8h 64h

High Voltage 195 3 190 P168 99

C3h 3 Beh A8h 63h

Evap. Temp. Sensor 195 3 190 S7 114

C3h 3 Beh 7 72h

Ambient Temp Sensor 195 3 190 P171 98

C3h 3 Beh ABh 62h

Table 13-16PID 195 – Diagnostic Data Request/Request All Faults be Cleared

# OF
FAULT TYPE PID 195 MID 190 P/SID DIAG CODE
CHARS
Decimal 195 3 190 xxx 128-191
Representation
In HEX C3h 3 BEh XX 80h-BFh

13-22 KM811236 (12/00)

 KENWORTH HVAC SYSTEMS
T2000 APADS Troubleshooting 13

Table 13-17PID 0, PID 128 – Request Parameter and Component Specific Request

REQUEST PARAMETER COMPONENT SPECIFIC REQUEST

FAULT TYPE REQUESTED REQUESTED
PID 00 PID 128 COMPONENT
PID PID
Decimal 00 xxx 128 xxx 190
Representation
In HEX 00h XX 80h XX Beh

Software Revision PED 00 234 128 234 190

00h EAh 80h EAh BEh

Component DD 00 243 128 243 190

00h F3h 80h F3h BEh

Battery, Switched 00 158 128 158 190

00h 9Eh 80h 9Eh BEh

Ambient Temperature 00 171 128 171 190

00h ABh 80h ABh BEh

Faults Present 00 194 128 194 190

00h C2h 80h C2h BEh

Table 13-18J1587 Bus Data – Used by the C2TX Module

DATA 1 DATA 2
FAULT TYPE PID
LSB MSB
Rotational Velocity 0 to 16383.75 RPM, 0.25 RPM/bit
(RPM)
190 xxx xxx

BEh XXh XXh

Only uses MSB, 64RPM/Bit

(12/00) KM811236 13-23

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T2000 APADS Troubleshooting 13

Section 13F C2TX HVAC Controller

Product Description and See “C2TX HVAC Controller, Description/Troubleshooting Manual

Troubleshooting Manual (T2000)”, 4046049.

Section 13G Wiring Diagram – P94-1125 (Cab & Sleeper with APADS)

See diagram P94-1125 in the Diagram section of ServiceNet.

13-24 KM811236 (12/00)