REPAIR

SERVICE DEPARTMENT
LINCOLN-MERCURY DIVISION
~-zil!&W~.~
 For greater assistance to Dealer Mechanics in A i r Conditioning Service. t h i s
manual has combined all repair and maintenance infurmation for servicing Air
Conditioning Systems installed during 1958.61 .
In addition. repair procedures. trouble shooting guides. wiring diagrams. and
specifications are included to cover prior models 195557 Lincoln and 1957
Mercu y .

7hs6-
CLICK ON THE TITLES FOR INSTANT ACCESS
.
SECT I - T H E O R Y
PRINCIPALS OF REFRIGERATI0 N. ............... 3 Magnetic Clutch. .............................
HEAT TRANSFER AND MEASUREMENT 6 .........
LATENT HEAT....................
...................6
EFFECT OF PRESSURE ..........................
...7
REFRIGERATION CYCLE............................
9 SERVO ASSEMBLY
REFRIGERATION IN AUTOMOBILES ............10
.
SECT =.GENERAL INFORMATION
REFRIGERANT......................
,.......... 11
REFRTGERATTON OILS .............................12
REFRIGERANT LINES AND FITTINGS......... 12
MANIFOLD GAUGE SET ............................ 14
SERVICE VALVES ............... .........
. .......15
DISCHARGING THE SYSTEM ..................... -15
KVACATING THE SYSTEM ......................... 16
CHARGING THE SYSTEM ........................... 17
PARTIALLY CHARGING THE SYSTEM......... If(
ISOLATING TI I E: COMPRESSUR ..................-19
EVACUATING THE COMPRESSOR ............... 19
PURGING THE COMPRESSOR .....................19
.
S E C T HT-LINCOLN a n d
Compressor .................. . ....................38
39
Condenser .............. ................-... 40
Receiver-D yer......... ..........................41
TROUBLE SHOOTING AND ADJUSTMENTS
Manual ................................................ 43
Electric .............................................. SO
Vacuum ...............................................
52
.
SECT IP-MERCURY
1958-59...................................................
60
I960.......................................................
61
1961.......................................................
64
REMOVAL AND INSTALLATION
Controls ..............................................
65
Evaporator ..........................................
-69
Expansion Valve ...................................74
Thermostatic Switch ...............................75
Compressor ..........................................
76
Magnetic Clutch ............. ......................77
Conden~er ............................................
78
Receiver-Dryer ......................................
'FROUELE SHOOTING AND ADJUSTMENTS
79

CONTINENTAL 1958-59-60...........................................
80
1958.59.6fl ...............................................20 1961.................
............................... 85
Controls ..........................................
1961.....................................................
21 .
SECT T - E D S E L
25 1958..............., .....................................87
Controls ..............................................26 1959.......................................................
88
REMOVAL AND INSTALLATION 1960.......................................................89
Contrals.. ......................................... 27 REMOVAL AND INSTALLATION
Evaporator........................................... 32 Controls ...............................................
91
..
Thermostatic Switch ....................... .....34 Evaporator. ...........................................
95
Icing Switch .........................................
35 Expansion Valve ..................................
00
Expanston Valve ...................................36 Thermostatic Switch ..............
.... ......... 102
Blower Assembly ................................ 37 Compressor.........................................
103
 Mametic Clutch................................... 104
Condenser..........................................105
Receiver-D y e r ....................................106
ADJUSTAIENTS ....................................... 107
SECT . n - H A N G - O N UNITS
A-1960-61 COi\?E'I'. ..................................
llf
REMOVAL AND INSTALLATION
Condenser ................... .
..................112
Evaporator..........................................
112
Expansion Valve.. ................................
113
Thermostatic Switch............................. 114
Receiv.er.Drycr .................................... 114
Blower Motor ...................................... -115
Compressn r.........................................115
Magnetic Clutch ........................... .,. ....116
Compressor Drive ReIt ..........................117
M A N U A L FAST lDLE DEVICE .................. 117
I3-1959-60 PdERCURY ...............................118
REMOVAL AND INSTALLATION
Evaporator .......................................... 119
Blower Switch ..................................... 121
Expansion V a l v e ..................................121
Thermostatic Switch .............................122
Evaporator Core...................................122
Elower Motor ............... ......................124
C-1961 MERCURY...................................126
REMOVAL AND INSTALLATION
Evaporator ..........................................
127
Expansf on Valve ..................................L28
Thermostatic Switch .................... .
..... 128
Blower Xlo~or.......................................
128 '
MANUAL FAST IDLE DEVICE ..................129
S E C T . =-PRIOR M U DELS
A-1955 LINCOLN ....................................
131
Modulator VaIve ..................................
132
Oil Separator And Silencer .................... 133
Off Scason Shut Down of Compressor ........133
Automatic 'ThtottIe Control .............
.... 134 .
.....
Maintenance ............. .................135
REMOVAL AND INSTALLATION.. ..............137
Compressor .........................................
140
Low Pressure Valve .............................141
r ) ~ ydrator
h Assembly ............................141
Receiver Tank ................. .
.. ..............142
Expansion Valve.................................. 143
Evaporator Core. .................................-144
Sight Gauge........................................146
Blower Assemblies ..............................-147
Outside Ait Intake Scaap and Duct ...........147
B-1956 LINCOLN .................................... 249
Receiver-llehydrator ............................. 149
Magnetic Clutch .................................. 149
GENERAL INFORMATION ......................... 151
C-1957 LINCOLN ....................................154
REMOVAL AND INSTALLATION
Compressor and Service Valves ..............155
CARBURETOR FAST IDLE CONTROL ........ 156
D-1957 MKKCURY ...................................158
REMOVAL AND MSTALLATION
Evaporator..........................................
158
Expansion Valve ..................................160
..
Thermostatic Switch .............. ............160
Comptessor .........................................
160
Candenset. ......................................... 161
Receiver-Dryer ..............................161
Heater Core ..............................
.,. . . .162
Blower and Matot............... .
... ........... 162
Cuntrol Cable Adjustment ......................162
SECT.=-COMPRESSOR SERVICE
Checking Comptessor O i l Level .............165
Cylinder Head and Valve Plate Assembly ..166
Conpressor Shaft Seal Replacement
1957-61..........................................168
1955-58 ..........................................
168
Magnetic Clutch Repair
Eaton ..........................................170
Warner...........................................
171
.
SECT 3 Z D I A G N O S I S a n d
f E S T PROCEDURES
Refrigerant SuppIy Test ........................
172
Magnetic Clutch Test ......................... ..lf2
... ..172
Operational Check ..........................
Diagnosis Procedures-1957.62 ...............175
Diagnosis Procedures-1 955.56 ................ 178
.
SECT %-SPECIFICATIONS
Lincoln and Continental ........ .
............180
Mercury .............................................
184
Edsel ................................................
187
Torque Valves-1958.61 ......................... 189
Prior Models ......................................190
Hang-on Units ....................... , . .........191
Tools ................................................
192
PRINCIPLES OF REFRIGERATION
A sound base for under~tandingthe fundamcntals of refrigemtion or air con-
ditioning includes a reading knuwledge of some physical laws and technical
detaits involved in the methods by which we produce artificial cold. Re-
cognition of the conditions which are associated with human cornlnrt i n
t h i s respect i s a good starting point. We must also have an understanding
of the relationship which exists between the temperatute, pressure and
volumc of ti gbts. Finally, w e must know what is ~~~ealmk by terms such a s
energy, heat, molecular motion, units of heat and specific heat. These
terms are the common language of the heating and sir conditioning trade.
This is a /utrddmenlni treatment of the subjcct. We hope that i t will stimu-
late your curiosity enough to encourage you to engage i n a mote Gompre-
hensjve study.

Ule have a l l hetlrd the remark an a hot, damp day, "it isn't the heat . ..
it's t h e humidity". How many persons who have made this statement under-
stand what humidity really is. It's certainly an important factor i n air con-
ditioning, s o Ict's examine it more closely.
As a starting point wc can makc the statement that "The more heat there i s
in air, the more moisture it is capable of hoIding." (By moisture. we mean
the water vapor content.)
Another tact which w e can accept is that warm air which is hoIding its
maximum vapor content will .. . if it is chilled ... condense and form
drops of water. The temperatute at which this condensation occurs is called
the "dew point". In pcrccntage figures, the dew point is a l s o known a s
100% "relative humidity". (ZI we define relutive humidity, we may say that
it is a measured percentage of moisture in the air compared with the maxi-
mum amount of moisture the same air could hold at the same temperature.)
The effect of relative humidity on physical comfort i s quite obvious, When
it is low, the air can absorb more moisture. As a result, perspiration is
quickly absorbed. On the other hand, when the relative humidity is high,
the air cannot take un mote moisture, s o w e must endure the discomfort and
resort to "brow mopping".
What does air conditioning do to cope with this ptoblern? Two thinga-first:
i t cools the air to a comfortable level-then, it lowers the relative humidity
to s comfortable percentage below the "dew pointy'. Both of these tasks
are performed by the component of an air conditioning system known as the
evaporator. The refrigerant inside this evaporator changes from a Iiquid to
a vapor. Thus, it absorbs great quantities of heat from the surtounding air.
As the air gives up its heot, i t loses Its ability to hold as much moisture as
i t did previousty. In the course of effecting these changes, the dew point
is reached and moisture condenses on the fins of the evaporator.
Scientists have long expressed the rcIationship of pressures, volumes and
temperatures of gas. All of us, at one time or another have had to pump up
a bicycle tire or inflate a football. A s you pumped, the barrel of the pump
became warm. Some of you have noticed that tires which are inflated cold
and then driven at high speeds which generate heat are again cheeked,
there is a build up of pressure. WE are pointing out that the pressure of a
gas becomes greater as t h e temperature increases. And the reversal is a l s o
true. As the pressure increases, so also does the temperature. On the other
hand, we have seen children squeeze a balloon until it busts. In squeezing
the balloon, the volume of the air inside was
decreased until tlie pressure became great
e n w ~ hto break the rubber. From this, we
can dccidc that a s the volume of a gas
dectwses , its pressure increases. These
facts become important because we are con-
stantly changing both pressures and tempera-
tures in an Air Conditioning system. We
will discuss the importance of this rela-
tionship between pressure, volume 8: temp-
erature later on. But, now let's examine
this term "Heat."
Just what is heat? WeIl. it is a form of en-
ergy. Just a s energy i s measurable and
can be cxprcssed in terms of foot pounds,
horsepower, watts, etc., s o also can heat be
measured and expressed. The unit for heat
is the British Thermal (Unit) us i n smaller
measure, the calorie. These units of measure
for heat have equivalent values i n other
forms of energy. Fox example, 1 B.T.U. =
778 ft. lbs.
Now, let's examine t h i s Term "heat" a little more closely. Heat does many
things . . . its presence causes expansion-its absence, contraction. The
cuntinued application of heat to a substance, depending upon its intensity.
.
will change the form of that substance . . it will. convert a solid into a
liquid, or a liquid into a gas. Scientists explain this pI~enomenonwith the
theory of molecular motion.

In a nutshell, this theory supposes that a l l matter is composed of countless,

separate particles called molecules. These molecules are held together by
collesion (mutual attraction) even though they are matta ached and in con-
stant motion. The space in which they move is a key-point and it appears
that tenlperntare has a lot to do with the amount of this space. As temperature
.
increases, molecular motion i s accelerated , . the incrcasc in s p e e d drives
the molecules farther apart. When the space relationship between the mole-
cules is sufficiently altered, the substance changes form . . . it melts-or
vaporizes. If heat i s being: withdrawn, the change might bc s e e n a s conden-
sation inta a liquid and then, solidiiioation. The paint to remember is that
temperature increases molecular activitv and cold slows-it-down.

Thc instrument far measurrng the intensity of heat (temperature) is deserving

af fluting comment.

The thermometer is a very commonplace rneasurin~device. In the United

States, w e u s e a Farenheit thermometer on which the freezing point i s scaled
at 32 degrees and the boiling point a t 2'12 degrees. The Centigrade thermom-
eter, a universally adopted device, scales freezing at sera de~reesand the
boiling point at 100 degrees. The readings on one may be converted to the
other by applying the formula: Farenheit Reading 9/5 Centigrade Reading
plus 32, viz.: lQOC x 9J5 = 180 + 32 = 212OF.

We have mentioned the B.T.U. as a unit of heat energy. Now let's pursue
this unit a s t e p further and tclate it ta a thermometer reading.
 By loose definition the B.T.U. is the amount
of heat tequired to raise the temperature of I
pound of water 1 degree Fatenheit. Thus, to
increase the temperature of 1 pound of water
from 35 d e ~ t e e vF, to 100 degrees F. we must
furnish 6 5 B.T.U.'s for absorption into the
water. To cool the same amount o l water the
same numhet of degrees, w e m u s t extract 65
B.T.U.'s.

Now, with a brief comment about one more

basic theory i t e m , we will be ready to consider
the phases of theory which apply most speci-
fically to air conditioning.

Each element and each compound which exists in nature or is manufactured

has its own heat charactcristics. If w e had a shelf-full of misceilaneou~
items and under laboratory conditions, m e a s u ~ dthe amount of heat we
could remove from each, we would have as mRny different heat vaiues as
there were items on the shelf. This capacity to expel heat, or conversely to
absorb heat is known as "specific heats'. Water because of its large heat
capacity, is the standard eround which the specific heat scale has been de-
.
vised . , its scale value is 1.00. The specific heat of some other evewday
items are: apples-0.92, coal-0.241, air-0.238, glass-0.194, etc. This means
that apples, lor example, can expel or absotb heat about 92% as welf a s water.

It is with the aid of these s p c c i f i c heat ratings that refrigeration require-

ments may be calculated to a given job. (We might add that gaseous sub-
stances have specific heat values, but pressure plays an important part in
calculating their specific heat value.) A simple example of a specific beat
"
calculation would be the cooling of 1000 p o ~ ~ n dofs bottled w a h r from 70 to
50 degrees F. assurninf: that the bottles weigh 75 pounds: 1000 (wt, of water)
x 1.0 (Sp. Ht. x 20 (temp. drop) = 20,000 B.T.U. plus 75 (wt. of glass) x
0.149 (sp. ht. of glass) x 20 (temp. drop) =291 B.T.U. or a total of 20,291
B.T.U. Tu freeze this water, another principle is involved-laten t heat.
 DIRECTION OF TRANSFER- The transfer of heat is much
HEAT like the flowing of water. Water flows downhill seeking ~ t s
lowest leveI. Heat travels from a substance having a higher
T R A NS F ER A D temperature to one having s lowar temperature . . . This w i l l
continue untiI both substances are a t the same temperature.
MEASUREMENT
THE EFFECT OF MASS ON HEAT TRANSFER- The tem-
perature of a cup of hot wster, immediately after i t is taken
from a larger container of hot water, is exactly the same in
both the cup and the container. W e know, however, that the
rate of cooling i s greatly different. The smaller m a s s of water
in the cup will match its ambient temperature much more quick-
ly than the larger mass from which it was taken.

Another example of the effect of m a s s on heat transrer is the

comparative rate at which a small pond and lake will freeze
and thaw. The larger body of water takes longer to freeze i n
the winter and remains frozen fot a longer t i m e i n the spring,
The enormous quantities of heat required t o thaw a lake and
the equal quantities of heat given up by the l a k ~i n the course
of its freezing explain why changes in climate are so notice-
ably tempered in areas near great bodies of water. Again, the
greater the mass .. .the ~ r e a t e rthe heat f ~ c t o rinvolved.

MEASUREMENT-The British Thermal Unit (&.T,U.)and the Calorie (Cal.) are the units of measutement
by which w e determine the amount of heat "given upa' oP4taken an" by any given substance. The B.T.U.
by definition, is the amount of heat needed todtaise the temperature of 1 pound of water 1 degree Fahten-
heit. By example, this means that 1 pound of water requires 180 B.T.Urts to wise its temperature from 32
degrees to 212 degrees P. Conversly, it m u s t give up L80 B.T.U.'s to drop its temperature from 212 to 32
degrees F.

LATENT HEAT
To illustrate the principle of latent heat,
let's use a piece ot ice weighing I pound
and place it in a container over a flame. As
the i c e melts, place the bulb of a thermomet-
er near the melting ice without touching the
ice. You will observe that the water tempet-
atuse remains at 32 degrees F. untiI all of
the ice i s melted. As heating continues you
wilI notice now that the temperature of the
water w i l l rise quite rapidly towards its 212
degree F. b i l i n g point. Then when the
water in the container boils, it will stay at
212 degrees until the entire contents turns to
vapor. This experiment indicates that there
are two periods in the ice-to-vapor cycle
during which heat was being added without
producing a measurable change i n the thermometer reading.
What became of the heat?

The answer ta t h i s rluestion l i e s in the fact that the original am. ATMOYWEHC Cnt'suRL I1'.' P.5.'.)
OHf POUNQ WAILR
change, i f i t had begun with the condensation of vapor t o
water, and then, conversion of the water into ice required that
heat to transferred to a colder ambient throlrghovt the cycle tit'
to the point where freezing occurred ... and further . .. that
it had to be restored in the same amount until the complete ,
cycle was reversed. During this period of continuous heat
teylaccrnent, when no temperature change takes place, we are
encountering what the scientists refer to as "latent heat".
The amount of heat required to melt I pound of ice is 144-*W'a 191 La
R.T.U.'s ... this i s known a s the "Patent heat of fusion".
,bp Dl& 1704 1171

It takes 970 B,T.U.'s to change water into vapor . .. This is HEAT II.T.U.'S)
known as the "latent heat of vaporization". In both cases
this heat is often referred to as "hidden heat".

The chart will serve to iIlustrste this point further. Let's assume that we have 1 pound
of ice which w e are going to examine under laboratory conditions . . . we'll use a normal
atmospheric pressure uf 14.7 p.s.i. and a theoretical temperature of 460 degrees below
zero [Fahrenheit). This temperature value is known as "absolute zero" . . . it is the
theoretical point at which thew i s nbsoIutely no heat, As w e add each B.T.U., we add
one measurable degree of temperature until we reach plus 32 degrees F. The next 144
B.T.U." which we add have no effect on the tempersture, but we do notice that the ice
changes to water. The addition of the 145th B.T.U.again raises the temperature 1 degree
. . . and so i t continues up to 212 degrees. At this point the temperature rise s t o p s until
9711 mote B.T,U.'s ate added. The water by then has turned into a vapor and the temp-
erature again rises with each 8.T.U.we add. Convetsely, the s a m e amount of heat must
be given-oft to go from t h e vapot to ice stage. This tremendous absorption and conver-
sion of heat is t h e basic principle of conventional refrigeration.

THE EFFECT OF PRESSURE

Although many of us are familiar with the experiment in which
a cake of ice ~ n ad length of wire-weighted at both ends--are
used to demonstrate the principle of Eusion, we'll review i t
at this point. Ax you will note in t h e cartam, t h e sttand of
wire i s hung over the cake of ice and is being drawn down
through the ice by t h e weights. As time passes,the wire creeps
toward the bottom of the ice but i t doesn't sever the cake.
ln effect, the weights on the wire are creating two pressure
conditions ... higher along the undersurface of t h e wire and
lower along the upper surface, A s a result, the ice melts
under pressure on one aide of the wire and then refreezes
under the lesser pressure above the wire.
Now Iet's turn our attention to the chart. The - - -- ABOVE A T M O S P ~ E RPRESSURE
~E

golid l i n e represents s temperature zange uf I- AIMOSPHERIC PRESSURE

/'
water extending from absolute zero t a a pnint
beyond vaporization under stundard almms-
pberir ronrlifions, The dotted line represents
t h i s same condition at a pressure higher
than atmospheric ...the increased pressure
Iou:crs the freezing point.
,,,,,,,
Pa'N'

I
,

In the second chart, the solid line agsin

represents water under standard atmospheric
conditions (14.7 p . s , i . ) and the dotted l i n e
shows the effect of a lower pressure. Kc sce
here that the lesser pressure raises the freez-
ing point of the water and lowers i t s boiline:
point. This is a condition which exists many ---- BELOW AlMOlPHERlC PRESSURE

places in nature . .. the city of Denver, - AfMOSPHERIC PRESSURE /

Colorado i s one example. At the high altitude
i n which Denver is situated, the atmospheric
pressure is 12.2 p.x.i. The boiling point of BOILING
POINT
-
water under this pressure is 203 instcad of
212 degrees P.
FREEZE
POtNl
-,

#
With this basic information, we are reedy to - 2 . ..---
,,

proceed to the consideration of commercial HEAT (B.T.U.'S)

refrigerants. It is perhaps obvious that watet
is an impractical refrigerant. Such tremendous
reduction of pressure i s requited to lower the
boil in^ point from 212 degrees F. to r point
i n its surrounding atmospheric pressute
where it will attract heat, that i t becurnes an
uneconomical method of producing refriger-
ation. A good refrigerant has cettain desirable
properties. Among them we can include: a
low boiling paint . . . a high latent heet value
. . . an ability to operate on a positive pres-
sure instead of a vacuum . . . a tendency to
liquefy easily at moderate pressure and
temperature. In addition, it must be safe,
non-toxic, mix well with oil, have no effect
on moisture, and have a nonxorrosive effect
on metal. FREON is this type of refrigerant.
Its boiling point i s minus 21.7 degrees F.
, . . its latent heat value is 68.14 B.T.U.'s/
pound st 18 degrees F. . . it i s under posi-
tive pressure at its boiling point . . . it
liquefies at 75 P.s.I. . . . and finally, it
m e e t s a l l other requirements for a good re-
frigerant,
 THE REFRIGERATION CYCLE

We are now going to consider a complete refrigeration cycle. By "cycle" we

mean the series of operations in which heat i s absorbed by the refrigerant,
turned lrom a Iiquid into a vapor, compressed, snd then forced into a con-
d e n s e ~w h e r e thi: h e s t in the refrigerant is gvcn-off into circulating air and
then, the refrigerant is restored to its liquid state. \Ye will be bringing to-
gether most of the basic theory we have discussed earlier i n this booklet, as
well as a 1itt le more detail on vaporization and condensation.

A s w e have shown in the diagram and sugsested in t h e preceding paragraph,

.
refrigeration i s accomplished in four phases . . vaporization, cumpression,
condensation and pressure reduction.

Phase 1 - The refrigerant a t low temperature and low pressure is in the

evaporator. Here it absorbs the heat from its surrounding atmosphere and
from objects in this atmosphere, In the course of performing this work, t h e
liquid turns into a gas. The physical law involved i s the "latent beat of
vaporization".

Phase 2 - A compressor draws the heat laden vapor out of the evaporator
through the compressor inlet l i n e . (The compressor, in most commercial
.
applications i s a reciprocating device . . a piston type unit which perfoms
its intake capacity under suction pressure, compression in one ot m o r e
siagcs, and then discharge under pressute.) As the result of compression,
the temperature of the refrigerant is increased and is now ready to be dis-
chatged into the condenser.

-
Phese 3 When the high temperature refrigerant vapor ertters the condenser,
it i s under pressure. It remains under pressure while it changes ftorn a vapor
to a liquid. It also r e m a i n s undcr pressure when it leaves the condenser for
storage in the receiver.

-
Phase 4 As the compressor draws refrigerant from the evaporator(llhase I),
a ftesh supply of low pressure refrigerant mnst be available to enter the
evapomtor and continue the heat absorption process. To meet this need for
low pressure liquid, an expansion valve is placed between the receiver and
the evaporator. In addition to serving a5 a pressure reduction device, the
expansion valve i s also the flow control valve for the system, separating the
high and low pressure segments of the system.

Our home refrigerators Pmplay the f n ~ r rphases n t t t l i n ~ dnhnvr. They nre the same t y p e ~f two-sided B r s t l m
... on their high pressure side we find an electric drive-motor, compressor, condenser and receiver. This
is oftcn callcd thc c o n d c n s i n ~unit. Quite often these cmponmts are mounted an a common bast, The low
pressure system picks-up the balance of components . . . the expansion valve, evaporator and low pressure
Iines between the outlet side of the valve and the inlet side of the compressor.

A compression-type refrigemtingunit is a highly efficient piece of machinery . . . ao much s o that i t is now

being used t o heat as well as ccml by merely reversing its cycle.
 -
f i e basic automotive air conditioning system operates much the same as
the home refrigerator, that is it transfers the heat from i n s i d e the passenger
:- m r
I
@
- compartment to t h e outside,
The evaporator is exposed to air flaw fram the passenger compartment
through a motor-driven blower. The expansion valve releases liquid refrrger-
1 [em*- ant into the evaporator c o i l s , the heat from the a i r is absorbed by the boiling
refrigerant and disappears in the refrigerant vapor. The refrigerant vapox
containing the hidden heat, is pumped out of the evaporator by t h e compres-
s o r and forced under high pressure to the condenser w h i c h is located in
front of the radia tar. In the condenses, the refrigerant vapor condenses hack
to a liquid and the heat, that was absorbed from the passenger compartment
and hidden in the vapor, now teappeats and passes off into t h e air stream .
W e have changed the state of the liquid refrigerant in two places, inside
the passenger compartment and in front of the radiator. Heat was rquired
to change state inside the passenger compartment and the s a m e heat was
given off by the refrigerant when i t changcd state outside.
The liquid refrigerant under hi& ptessure, now passes from the condenset
to the receiver where it is stored for reuse and to insum a solid column of
refrigerant to the expansion valve. The liquid refrigerant will not boil while
it i s stored in the teceiver because i t is under high pressure which main-
tains the boiling point of the refrigerant above the temperature of the sut-
rounding air. Thus, no heat can transfer from the outside air ta the reftiger-
ant in the receiver.
The receiver i s connected to the expansion valve at the evaporator whcre
- the cooling cycle starts over again. When the expansion valve is opened,
the high pressure Liquid refrigerant from the receiver passes t h r o u ~ han
oritice in the expansion valve which meters the refrigerant into the evnpo-
rator at a greatly reduced pressure.
As the refrigerant enters this low ptessure area,it will immediately bcgin to boil and its temperature w i l l
drop to that corresponding with the l o w pressure,
For instance, i f t h e pressure inside the evaporator is 30p.s.i., the temperature of the refrigerant will drop
to 320 F.; and it will begh to boil by absorbing heat ftom t h e surrounding areas, The following chart
indicates t h e pressure-temperature relationship of Freon (Refrigerant f 2):

GAUGE PRESSURE
(Pounds Per Square Inch) 0 8.2 30.1 84.1 168.6
TEMPERATURE
(Degrees Fahrenheit) -21.7 0 32 80 125
This relationship is often to be found on the faces of the gauges used in air-conditioning wnrk.
The liquid refrigerant passing through the evaporator will continue to boil at 3Z0 F. until a11 of the liquid
h a s vaporized. The flow of the refrigerant is regulated by the expansion valve s o that it w i l l remain in
the cvepoiator long enough to completely vaporize.
It may seem difficnlt to understand how heat can be transferred from a comparatively cooIer car passenger
compartment t o the hot air outside. The answer lies in t h e difference between the refrigerant pressure that
exists in t h e evaporatet and the pressure that exists in the condenser. In the evaporator, the expansion
valve releases t h e refrigelant to a Lower pressure area thereby reducing the boiling point below the tem-
perature of the passenger compartment. Thus, heat transfers from the passenger compartment t o t h e boiling
refrigerant. In the condenser, the compressor taisss the condensation point above t h e temperature of the
outside air. Thus, the heat transfets from the condensing refrigerant to the outside air. The expansion
valve and the compressor simply create pressure conditions which, by folIowing the physical laws des-
cribed earlier, provide refrigerant and cooling.
We have now seen the basic components of an automotive air-conditioning system. There are several
variations of systems in use today, but they are all based upon the same l a w of nature: THAT HEAT IS
EITHER ABSORBED OR GIVEN-OFF WHEN A GIVEN MATERIAL CHANGES ITS STATE.
GENERAL INFORMATION
REFRIGERANT
The refrigerant used in the air conditioning systems of all Ford Motor
Company Products is called ''Refrigerant 12." It is manufactured by DuPont
Company, under the name of "Freon 12"; General Chemical Company, under
the name of "Genetron 12''; and by Penn Salt Company, under the name of
"Isotran 12". All three have the same chemical formula CCL,F,. -
To avoid confusion, we will refer to the gas as "refrigerant 12." This ie-
frigerant i s nonexplosive, nan-inflammable, nmcarrosive, has practically no
odor, and is heavier than air.

Safety Frecau~imns
Liquid Refrigerant 12, at normal atmospheric ptessure and temperature,
evaporates so quickly that it freezes anything i t contacts.
CAUTION: Extreme care musf be takea to preuenl any Iiqrrid relrigarant
/ram corning in rortacl w i t h !he ski^ and expeciafly f b eyes. ~
Refrigerant 12 is readily absorbed by most types of oil. It is recommend-
ad that a bottle of sterile mineral oil and a solution of weak boric acid be
kept available when servicing the air conditioning sys tern.
Should any refrigerant get into the eyes, use mineral oil t o wash them
out, followed by a wash of weak boric acid solution. Immediately following
this first aid treatment, s e e k a doctor's aid.
CAUTION: Always wear safety goggles suben servicing any part of the
s y s i e m . Tbe ref~igerantis dlwrtys srnder p r e s s w e . N E V E R SLfR J E C T T H E
C A R TO ANY INTENSE HEAT THAT W O U L D CAUSE T H I S P R E S S EiRE TO
BUILD U P E X C E S S I V E L Y .
Liquid refrigerant evaporates very rapidly when it is discharged into the
atmosphere. Being heavier than air, i t will displace the air where the re-
Mgerant i s released.
CAUTION: To avoid possible su{/ocation in enclosed areas, always
discharge kba refrigem at i ~ r otbe garage exbausl cullector or outside t b ~
b arilding.
Always maintain good ventilation around the work area. Small traces of
reftigerant gas in the ait around the work area can prevent accurate leak
testing.
CAUTION: Never heat rbe Rcjrigerdnl 12 tank w i t h rr lurch. A dungetoss
explosion may result.
Refripran t 12, under normal conditions, is aon-poisionoas. However, a
very poisioning gas is generated when the tefrigetant is discharged near an
open Rame. This same gas is also generated i n snall quantities when the
flame-type leak detector i s used. Therefore, THE FUMES FROM THE LEAK
DETECTOR SHOULD NOT BE INHALED.
If any service operation requires the use of bake ovens, heat lamps,
steam cleaning or welding equipment in an area near the air conditioning
components, the system should be discharged. (Refer b "Discharging the
System".) When the car temperature has returned to normal, recharge the air
conditioning system. (Refer to "Charging the System".)
Refrigerant 12, like ather commercial gases, must be stcred and handled
in accordance with all state and local ordinances.
The Air Conditioning compressor is somewhat similar to the
automobile engine insofar as it has pistons, rings and a crank-
shaft. Just as in the enaine, these parts which rub against
each other must be protected against wear and heat. This i s
the job of the lubricant, but the demands for a suitable lubri -
cant are far different from those of an engine. For one thing,
Refrigerant 12 has a very high rniscihility for lubricating oils.
That is, the lubricating oils and the refrigerant mix together
very well. If we allow the refrigerant to escape from an Air
Conditioning system too rapidly, you will notice a small pool
of oil form at the outlet end of the escape hose. Because of
the manner in which tbc refrigerant andoil mix, the lubricating
oil is cartied throughout the entire air conditioning system.
It is subjected to high temperatures within t h e compressor and
condenser and lower than freezing temperatures at the expan-
sion valve and evaporator. Hecause of the conditions under
which this oil must lubricate, a very cateful study was made
of available oils. It is also important that, i n service, we
use ONLY the specified oil and also that w e PROTECT this
oil and prevent i t from becoming contaminated. It goes with-
out saying that dirt and other foreign material should be kept
from it. Remember, moistute, even in minute amounts, can
lrcezc within h e expansion valve and cause ;a malfunction. If
exposed to the atmosphere for eny tlppreciabfe length of t i m e ,
the refrigerating oil w i l l absorb some of the moisture i n the ait
with a resulting freezing i n the expansion valve. When not
in use, always keep rbe rejrigerating oil container tigbrly
sealed.
NOTE: Ail Ford Notor Company Air Condif ioning J y s f e m s use
Suniso 5G or Capella E r~frigerating lubricant. These are
pre ferrcd. I/, hurt-ever, neither a/ these oils me avaikrble, it
is permissable lo substitute Saniso 4G or Capella D. ft is
impmrnni t b n ~the oil ?cue[ n! the comptcssor b~ c h e r k c d
/tom time to time. It is also aduisable to run the Air Cow-
ditinning S y s t e m o m c ! rl week in the minter months ifl order to
circulate the oil nnd thus p e v r n t the campressor shalt seal
{rum Jryirq and cracking.

REFRIGERANT LINES safety goggles to protect the eyes should any

AND FITTINGS
The foklowing general practices should be ob-
served when perforwing any service operation
involving the refrigerant carrying lines and con-
nectfng fittings.
I. Whcn disconnecting any fitting in the system,
proceed cautiously rcgsrdless of t h e Eauqe r e d -
ings. Open t h e connection very slowly and wear
liquid refrigerant be discharged.
2. When any connection i s opened, it should be
capped o t sealed immediately to prevent the
entry of dirt, air, or moisture.
3. Tubing flares and flare seath should be coat-
ed with compressor oil before they are tightened,
Flares and flare seats must be in perfect con-
dition. The slightest burr or the most minute par-
ticle of dirt can result in a leak after the fitting
is tightened.
4. The refrigerant lines shnufd be free nf kinks
or sharp beads, The refrlgemtiw efficiency can
h ~rtwtlyreduced by improper muting of lines
durina installation.
5. Use two wrenches to Loosen or tighten fittings.
Always bold the f l a p seat stationary so that the
sen1 between the seat ctnd line will not be broken.

The system should he leak-tested if it has

been opened for m y service operation, if cooling
in insufficient, or when bubbles tlre observed
pms~jng4 htfiugh the tiquid sight glaax.
A g ~ s m p m t dtorch-type leak detector with n
mplecablc gas cylinder is used to locatc re-
i r i ~ e r a n leaks.
t (See figure 2-1)
follow in^ HR instructions far use of the leak
detector:
Fig. 2-1-Torch-Type Leak Dektot-(E-2618)
1. Open the valve of the leak detector until a
slight h i s s of gas is head; then, ignite the gas
a t the opening in the burner.

2. Adjust the leak detector torch to a very small f tame and ~ I l o wthe reat-
tion plnte to become bright red. Hold the tip of the smrch hose all m u n d
cach uonnedion, cupecii+llv the compressor shail s e a l . B E sure to allow
cnnugib t i m r for $AP rr!rig~rdal g6.s I n tratrpl rhxntlgh the ararrh hose b ~ J n + p
~ROV~PJ K
CII tirir~~hm
filti~i~.

The refigemnt is henvier than

nit. Thctefote, a leak at the t4p
of a cannection may be detected
when the search bog* is held at
the hottom nf the smnaction.
(See figure 2-2.) Small amounts
of refrigerant gas will cause the
ffameta turn Ereen. A large leak
w i l l hrm thc aamc blue.
3. 11tl leak is found, correct thc
and c h e w the a y s t m as
necessary. Refer to "Partially
Charging the Sy~tem", "Evacu-
sting the Systema', and "Charg-
ing the 5ysternnba

Fig. 2-2-Testing For lAeaks-(6LLM-8806)

MANIFOLD GAUGE SET
The m~nifold geuge set is used when
chardng, evacuating, and d i a ~ o s i n gbouble
in t h e systm.
The gauw a t the left ( F i g u ~2-3)is the
low pressure mup. l%e dial af this c m -
pound g a u is ~ gr~duatedfrom 0 to 1 SO p.S.i.
and in the opposite direction, from fl to 30
inches of vacuum. This i a the gauge used in
checking ptensure on the law pressure
(suction) side of the system.
The p n g e at tfrc ri&t is the high pws-
sure gauge. Th* &el of this gauge is grad-
uated hum 0 to 3M1 p.,s.f. and i s nsed in
checking pressure on the high prwfiuse (dis-
chaqe) side of the s y s t m . Both gaups in-
coqmrate a zero correction fador for -ti-
bratian p u r p s w .
NOTE: A1r1;dys nfer &a fbe ~ettxges' orter
scale b bled "Preen-12" r ~ h ser~licing
~n the
A k Coditionrr.
Fig, 2-3-Wanifold Gauge %t--(E-2625)
Flexible hoses cotmect to the flate-type
fittings on the manifold ditr?ctIy below each
@up;c and are then connected to the sespec-
tivc gauge pods of the servicc valves on the NOTE: When ~ b i sc m c t i o n k not tayriwd, i f sborrid
compressor. be capped.
The center connection of the manifold is The hand ~hut-offvalves on either end of the madfold
cumteetcd to the suction burd discherge close both the suction end discharge openings to the
cnnnections thzougb n cored passage in the center connection when the valves ate in their closed
manifold, This emnettion is osed to can- Eclackwiue} ~ i t r a n .The hand shut-off valves do not
nect a flexible hose ta a m k of refri~emnt have snvthing t o do with opening or closingoff af pressue
fnt charging the system Qr to a vacuum pump to the gauges: they merely close each opening to h s
for cmcuating the system. cmttcr connection md to amch other,

ManTfeld Gauge k
t The matlifofd gauge set should be connected to the system before sentice
!ms~allo~ian operations involving the nse or checking a refrigetent are attempted.
1. Remove the vnlvc stem caps from the suction and dischasge rttvice
valves on the compressor. Made sore that both m1w are in the maximum
muntetclockwise position so that the gauge pods are dosed.
2. Remove the Eauge port cepa from the service va1ws; then, attach the
flexible hoses from the manifold stittion and discharge gauges to the te-
spective ~ a u w ports,
3. Turn both of the manifaId hand ahut+ff valvw; to the closed position;

9
then, turn the seivice valve stems clockwise nbont ?& turn and ohserw the
p r e s s o r s on the gHnms.
NOTE: TO drmtpen pulsations o/ the r n m p e s s m /ua dw actmate reudi*~on
rbc disckrga g n q e , t w n &be disrbmgr sewicr ~rrlvestern cosinterclo~k-
w i s e until t b gdrrge
~ pointer is steady, 00 aot turn 1 4 r>alae so far that the
ga&Es~ p e m i nis~ c h e d ,
4. Purge the air from the manifold puge set and flexible hoses by sfawly
opening the hand hut-off velvcs on the manifold ta allow nir to escape
' , through the center manifold hose. C l w t the hand shntdff valves and imrne-
%/ diatelv c m e c t the refrigerant tank. Failure to purge thc Lines and manifold
may ter;olt in air entering the s y s t m .
SERVICE VALVES
Correct positioning of the suction and discharge service valves is essen-
tiaI for performing the various service operations on the syslem.
Valve stems and gauge ports are capped and are pressure tight when the
system i s in operation. 130 not remove t h e gauge ports caps unless t h e service
valves are in thcir maximum countcrclockwisc position AS VIEWED FROM
THE STEV SIDE O F THE VALVE.

The suction valve allows access to the low pressure side of t h e system
through a gauge port for attaching a flexible hose to the manifold gauge set,
Iilhcn the system is in operation, the suction valve must be in the full
back-seated (counterclockwise) position. I n this position, the line is open
from t h e evaporator to the compressor and the gauge port is closed. When t h e
valve is i n the front-seated (clockwise) position, the compressor is shut off
from the evaporator and the gauge port is open to the compressor. In this
position. the compressor can be isolated and opened, providing the discharge
valve is positioned correctly.
When the suction valve i s is i t s mid position, the line from the evaporator
ig open tn both the compressor an3 the gauge port. This permits pressure
gauge readings while the system is i n operation,

Discharge Valve
The discharge s e r v i c e valve allows access to thc high pressure side of
the system through a gauge port for attaclling a flexible hose to the manifold
gauge set.
When the s y s t e m is in operation, the discharge vvaive must be in thc E d 1
back-seated (counterclockwise) position. In t h i s p o ~ i t i o n ,the line is open
from the compressor to the condenser and the gmge port is closed. When the
valve is in the front-seated (clockwise) position, the line from the compressor
to the condenser as closed and the gauge port is open to the compressor. In
this position, the compressor can be isolated, opened, or removed without
lass of refrigerant from other sys tern components.
When the discharge valve i s in its mid p s i t i o n , the line from the com-
pressor is open to both the condenser and the gauge port. This permits pres-
sure gaugc readings while the system is in operation.

DISCHARGING THE SYSTEM

Anytime the system is to be opened, except for removal of the com-
pressor, it must be discharged.

I. Install the high pressure manifold gauge set flexible hose to the dis-
charge valve gauge port.

2. Place the open end of the flexible hose of the center manifold connection
in the gertlge exhaust outlet.

3. Turn the shut off vnIve on the manifold high pressure side to the maxi-
mum counterclockwise (open) position.

4, Turn the discharge service valve stem clockwise a slight amount to allow
the refrigemnt to slowly escape from the aystem.
CAUTION: Do #of d l r ~ t rtbp r r f i i g t ~ ~ atof ~rrrsb
f rrrrf, us the o i l ir~~ h con>-
c
pressor rr..ikl hp Iwced our w i t h it.

5. Then the system is cornplclely d i ~ c l ~ e r ~ turn

c d , IZie discharge v ~ l v stem
r
to thc maximum counterclmkwise position; then, temove the manifold gauge
hose.

EVACUATING THE SYSTEM

The system must be evacuated prior to -
charging trfter the installation fif anv te- '. 8 -
,
/
LOW PR-UAE
%VICE VALVE
lrigcmn t cerryinp: crrmponenl except t hc com- SERVICE VALVE
pressor or after the repair of a refrigerent
leak thnt nccessitetca complete charging of
of the system.

The method used for evaatating the

system will depend on the equipment avail-
able add Chc circumstances surrounding the
particular job being done.

VACUUM PUMP METHOD,

1. Instelf thc rneniFo1d wuge set to the corn-

prcwor sentice valve gauge p o r k , Turn !he
suction wrlve to the mid position. Be sure
the d i s c h ~ r g~ ~~C I J U Q is in f h p moximum cormt-
ercbckrvisa position to fietlemt p e l l l * ~ a
rrdcrrrm O R t b bigh ~ ~ P S . ~ J Ygasp. P

Fig. 2 J-I':vacuating the System-(GILM-88g4)

2. Connect the flexible hose of the center
manifold connection te the m c u u m pump.
Open the valve on the suction s i d e af the
manifold, Close the valve on the discharge
s i d e of the manifold. Bee fipre 34.)
3. Start the vncutrrn pump and evacuate the s y s t e m ta the
lowest possible vacuum. A vacuum of 26-23 inches shodd
k reached in eppraximately ten minutes. However. the
rncuum pump should be nperstad for an addiiional five
minutes to make s u r e eLl moisture has beea evacuated.

4 . When the system has h e n satisfactorily evacuated,

close the valve on the suction side of the mnifotd and
disconnect the vacuum pump,

I f a vacuum pump is not nvailble, t h e following method may be used:

I. Snstnll the flexible hose of the low pressure manifold gauge to the suction
servicc valve port. Tam the suction valve to the mid position,
2. Rmow Ihe RauRe port c a p fmm the dischaqe scsvicc valve; then, turn
COMPRESSOR the valve to the maximum clockwise position, which will permit the system to
be evscuated to the atmosphere.
METHOD 3. Close the valve on tlrc low pressure side of the manifold. Operate the
e n ~ 8t e 450475 r.p.m.; then, energize the magnetic clutch on thc m-
pressor, using a jumper wire from t l ~ ebattery to the clutch bntsh hold= feed
wife. Observe the vacmm mu~e;26-28 i n c h e ~should b reechtd i n abbat
ten minutes. Opetate the edmpresaor for an additional f i v e minutes te be aure
that all moisture is evacuated.
vaha gaugr prwf frw fhc fhescac c of oil bving pu~~prbd
/row rbr r ompressor.
If oil i s b ~ i t r gJiscBmgeJ, a7r1ur rmgiw.

4. When the system has been satisfactorily evacuated, turn the suction valve
tn the maaimnrn clockwise position and cap the dischaxe valve muge port:
then, open the circuit to the mawetic clutch and stop the enfine.
5. hstall a complcte charge of refrigerant.

MOTE: Cta~cmwsf be exercised rcben s r s i n ~the C ~ I ~ ~ + P . S S ~ J T C C ~ ~ C W{be

U ~ ~

s p t c m . f rniortged running of rb engine ran rexaIt in ot~erheatinga d or

dulomlir i t ~ n s n r i ~ ~ d!:ficdtirn.
iotr

CHARGING THE SYSTEM

The system should receive a complete
charge of refrigerefit only after it bas been
evacuntcd of all air and moisture.
If evacuating wes ~ c c o m p l i s b e dby nse af
a vecuum pump, the dischtrrge sewice vafw
Is In the maximum counterclockwise pasi-
tion, the suction ECPIT~CCvalve is in thc mid
p s i t i o n , end both manifold valves nte closed.
CAUTION: n o not t u r n tbr rcfri~tranft a d on its side
i# # # aFtempt to build tip pressrrrc h ik sys'slem, ?'he tank
shnlrld be i~ on upright positinn a m d m m p #Ban h l j j n f l
jot hest rrsulis.
4. Place the tank of refrisrant an n scale and note the
weicht. Pmition the valves on the compressor. mani-
fold gauge set, and refrigemnt dmm as shown in Gg-
nte 2-5.

Alter evacuating, u ~ i n gthe cmnpressar

method, both of the service valves are in the
maximum clockwise position, Before removing
the RauRe port cap f m the discharpe setvice
valoe t o attach the hose of thc! high pressure
manifold gauge, turn the discharge service POW SmV ICE
vaIw lo Ihc maximum rtrunterclockwise posi- ' ' LVE5 CENTERED
tion. SOLE

1. W i t h the manifold puce set high m d low

pressure hoses emnectcd to thc gmge ports
tlnd the menifoId valves closed, turn both
service valves In the maximum mrtntemlmk-
w i s e pasition. Attach the center manifold hose
to the ~frigeranttwrk; then, open the valve
the drum.
2. h r g e the air E m the manifold end hosm
by turning the manifold valvcs counterclack- t vntve CLUSED
' \
qise about 1% turns add l w s e n the coanec-
t i m s at the service valve gaagc p m . When
'.. ''. ToOL ACL53.8
the rnminifold and hoscs are .mreed., of ell air.
tighten the mmections.
3. Turn boa compressor service valves to the
mid position t o allow refrigerant vapdr tfi 5. Start the engine, turn the Temp control to the MAX p i -
enter the s@%. When the two gauges rend tion in lhc cowl maRe and position the blmsr swftch
40 p.s.i. at more, leak lest the system tborongh- cm high speed. Opetafe the engine at IS00 r.p.rn. P k c e
1 ~ . a /a* i~ front o j the c a t t o aid in ct~dlimalb e l s ~ j ~ ~ ,
6. Check the weight of the refrigerant tank on the scale Frequently during
the charging operation. When the recommended amount of refrigerant has en-
tered the system, close the valves on the low pressure s i d e of the manifold
and refrigerant tank. Turn both service v~tlvesto the maximum counterclock-
wise position.

NOTE: llnder certain ckcumstnnces (low ambient tenlpemirrre or d/ the

reiriggarnnt tank i s n l n ~ o s te m p t y ) , it may be mscrssury to place he telriger-
ant ~ a m ki n a pail of warm water (125 degwas maximrrm) to belp the rehigar-
arrf /lorn inta the sys tern.

7. Observe the liquid sight glass. If the gIass is clear and shows no foaming
or bubbles, the system i s propetly charged.
8. Carefully remove all charging quipment; then, install the service valve
stem and gauge port caps.

PARTIALLY CHARGING THE SYSTEM

:
- :;,.
.. ..;: . .. . . . .- . . , ..
.... ..,, . . .,. . . . .. . . . . . . . . Before adding refrigerant to replace that lofit by leakage, check the system
.,. ., - .,; , ., -, :'::, .,, :
'I;

,,,,-- ! - '
., .:. ....... . .. -;.:: .::..... :;..-',
. . -:..-., far leaks and make the necessary repairs. Check the compressor nil level,
'I ,
., ->:,,:.-:,.
< . . . ,. ..-.,,,, ..-- ,;
?
'-
and add oil i f necessary.
,
.
. ,. -:,. : , , -.,. ., :. .,,*.. .- -. .
. .: . . . . . . . ' I

, . : ,;,
-. ......... 1. Install the manifold gauge set. Refer to '%~nifoIdGaage Set InstaIlatiott".
.;.;;,;:
.,,-.. . . . ... .- -. .. . . .,, *' ..,,, '

2. Connect the c e n t e r hose of the manifoldgauge set to a tank of refrigerant.

3. Place the refrigerant tank onascaleand record its weight; then, open the
valve oa the refrigerant tank.
4 . Purge the air from thc manifold and hoses by opening the manifold valves
about 1% turns and loosening the connections a t the service valve gauge
ports, When the manifold and hoses are purged of all air, tighten t h e con-
nections and turn the manifold valves t o the closed position.
5. Start the engine and turn the temperature control to the Maximum Cool posi-
tion and the blower on high. Operate the system for about 5 minutes at 1500
engine r.p.m.
2 ,
. . . .: 6. Turn the S U C ~ ~service
Q ~ valve clockwise to the mid position. Turn the
,.
.
I

-:'.., .,: '-, -- .

.. -. .
,;'
'
,'
........
:
discharge service valve clockwise approximately 1/4 turn so that a reading
- :
, - , -.
. -.
I ,
., ,
can be obtained on the manifold high ppessure gauge.
I

.. . - ., ' .
, - ,
. . 7. Record the weight of the refrigerant tank on the scale. Open the valve on
, , , ,

the low pressure side of the manifold and allow teftigerant to enter the system
through the suction side. Obersve the liquid sight glass and when the bubbles
disappear, close the valve on the low pressure s i d e of the manifold. Note the
weight of the refrigerant tank; then, open the manifold valve and add an addi-
tional 5 pound of refrigerant. Record the total weight of refrigerant added.
Close the valve on the low pressure side of the manifold.
8. Stop the engine; then, tutn the suction and discharge valves to the maxi-
mum counterclockwise position. Close the valve on the refrigerant tank and
remwe the manifold hoses from the tank and service valve gauge ports.
.... ...... , 9. Install the wrvice valve stem and gauge port caps. Check the system
. -.,' , - ,
. .... ,... . . . .,. .,... .., . -.- _, thoroughly for leaks.
,
, ,
. . " . . . . . . .- ,.
. . , , , ....,,:-:;. . :
, -.
., ,, , , ., .,:,:-: >< : -, :
,
? .
, - ,
,- .,I
.
- NOTE: Tbe high und Row pressure r e u d i n ~ son the n~a#iJoIdg a u g ~ satld the
.. . ., - .-- .. .-
, ;,
- - .;
. . . . I . . . . . ..
'. air register outlet temperat u r ~ sobserved affrr c hergin8 w ilI vnry a c c w d i n ~
- . , .-,
. ,.. - , , ., -.,
I:.. ' .
. .. . . , . , .
- , ,.-, . . , - -. to the ambiesi tempcraiwe.
ISOLATING THE COMPRESSOR
The compressor must be isolated from the system when checking the oil
level or when temoving the compressor itom the car.

1. Remove the service valve stem caps; then, turn both the suction and dis-
charge valve s t e m s to the extreme clockwise position.
2. Loosen the c a p on the suction valvc gauge port slightly and allow t h e
refsi gerant to escape until the pressure inside the cnrnpEssor is reIieved.

CAUTION: I.oosen I h p c a p rz sn~allanrounf only. D o rroi yrmot~e ir anti1

iAe Messlrrr i s cornplrtrly r c l i e v c d .

EVACUATING THE COMPRESSOR

The compressor should 'be evacuated whenever it has been isolated from
the system and opened for any service operation.

1. Be sure both service valve stems ate in the maximum clockwise position.
2. Remove the discharge g a u ~ eport cap; then, attach the flexible hose of
the low pressure gauge of the manifold gauge set to the discharge gaugeport.

NOTE: ,Make sure Ihp rap on the srrclion waive garrge port is t i g h t .

3. Attach the flexible hose of the 'manifold gauge set center connection t o
the vacuum pump.
4 . Open t h e low pressure shut off valve on the manifold.
5 . Operate the vacuum pump until t h e low pressure gauge reads 25-28 inches
of vacuum.
6. Close the low pressure manifold valve; then, shut off the vaculrm pump.
7. Turn both service valves to the maximum counterclackwise position and
remove the low pressure gauge hose from the discharge gauge part; then,
install the gauge port cap.
8. Check the system for leaks.
9. Operate the system at maximum c o o l i n g and check the sight glass for
bubbles. If bubbles appear, an additional charge of refrigerant is requlied.

PURGING THE COMPRESSOR

I. Remove the high and low pressure setvice v a l w stem caps.
2. Check both service valve to be sure they ere front seated (full clockwise).
3. Remove both setvice valve port caps and connect a hose to the low pres-
sure service valve port.
4. Connect the athet end of t h e hose to a tank of refrigerant 12.
5 . Open the tank valve slightly and allow refrigerant 12 to flow through the
compressor Etam the low pressure side.
6. Close the lank valve and install the port c a p on the high pressure service
valve.
7. Remove the hose from the Low pressure service vaIve and install the low
pressure port cap.
8. Back seat both service valves (full counterclockwisc) and install the
service valve stem caps.
 LINCOLN and
CONTINENTAL

The air conditioning and heating system is cowl mounted. It utilizes drrcts to direct the
warm or cooled air tl~roughfront door panel ducts to the rear seat as well a s through the
instmrnent panel registers or cool air or through defroster outlets for warm ctir.
The cooling portion d the heating and air conditioning system utilizes a Compressor,
condenser and reciver, two evaporators, two expansion valves end two blowers. These parts
are the major units necessary in the air conditioning system. Besides these major compo-
nents, thc system uses a liquid sight glass, an oil separator (integral in the compressor), a
variable thenostatic switch, an icing switch, a cornhinu tion heater and air conditioner
control servo, necessary vacuum hoses, vacuum motors, Bowden cabIes, and air ducts.
Figure 3-1 shows the engine compartment view of an air conditioning installation.

EVAPORATOR D DEFROSTER DUCT

COMPRESSOR ASSEMBtY

CONDENSER h RECEIVER
T A N K ASSEMBLY

Fig. 3-1 -Air Conditioning System Installed-1958-59-60 Lincoln and Continental-(60L-8813)

A liquid sight d a s s Is incorporanted in the re-
frigerant line between the receiver and tho cxpan-
sion valve. The sight glass is used to check the
quantity of the refrigerant charge i n the system.
Bubbles i n the sight glass after five minutes of
operation indicate a low charge due to a re-
frigerant leek which must be corrected.
An expansion valve, located at each evaporator,
meters the proper amount of high pressute liquid
refrigerant into the evaporator coils, A thermal
en sing bulb, at the refrigerant outlet line of the
evaporator, is connected to the expansion valve
by means of a small sealed capillary tube. Thus,
the operation of the expansion valve is controlled
by the temperature of the evaporated refrigerant
at the point where it leeves the evaporator.
If the gas leaving the evaporator gets too warm,
the bulb transmits pressure through its tube to the
expansion valve. Inside the valve, this pressure
moves a diaphragm which opens the orifice. This.
will increase the flow of liquid refrigerant until
the right amount i s fed into the evaporator.
 CONTROLS

The 1958 Lincoln employs three different sewa controls. The first two types ate man-
ualIy control led, electricaIly operated. The third type is both contrdIed and operated
.
electricslly

1958 TYPES 1-E

IOENTlFlCAT ION OF SERVOS
Early Pmduction Serves
The early production servo contact
plate and cam assembly da not have sn
indexing mark for the "OFF" position.
(See figure 3-2, No. 1 and No. 2.) If re-
placement of the contact plate and cam
assembly becomes necessoty, Ihe new
assembly should be installed and psi-
tioned as shown in figure 3-2, No. 1 and
No. 2, with the thin insulated line 1-1J16 F I R S T S E R I E S SERVO.
inches from the center of the indic~ted N O INDEX MARK
casting hole.
~ . ' ~ ~ c oS N
E RDI E SSERVO,
Later Production Servos
, I N D E X MARK ON CASTING
The contact plate and cam assemb1y
has a pointer set into the contact plate, NO.
which when aligned wrth the pointer i n
the housing, indicates the correct
"OFF" position. (See figure 3-2,No. 3.) - ',I I

The later type servo can be identifi- THIRD SERIESS E R V O ,

ed on the car by looking a t the control INDEX MARK O N CAM
cable retain in^ cIip on the servo. The PLATE A N D C A S T I N G
controI cable should be visibIe a t the
end of the armor before entering the
orifice between the housing and back Fig. 3-2-Identification of Servos-(6lLT-8821)
plate. If it is not, replace the servo.

The second type servo entered ptoduction approximatl1y January 20, 1958. This new
serve incorporates a revised contnct plate ens cam assembly, as well as a smeller mov-
able arm contact point which improves the operation of the un3t.

The Late contact plate and earn assembly can be used with either the early or late back
covet assembly. However, the early contact plate and cam assembly must be used with
the early back cover assembly.
DESCRIPTION AND CONTACT P U TE INSULATED MEA

The selection of the desired heating, ventileting

and air conditioning of the car interior is accomplished
by the servo control unit. The servo itself is mounted
on the c o w l panel behind the glove compartment,
while the control head, or selector (consisting of the
indicating dial, combination two-speed push-pull
blower switch, and servo control knob) is mounted at
left side of the instrument panel cluster.

The control servo unit is used on both the air con-

ditioner-heater combination cars and on heater only
cars with minor deviations in construction. Air con- CONTROL CABLE
ditioned cars have a control head painter which in- FROM CONTROL UEAb
dicates 10 possible dial settings selected by the
driver in addition to intermediate dial settings.
Fig. 3-3-Servo Contact PIate and
Cats which are equipped with heatets only have Back Cover-(6 1LT-8822)
eight control head pointer detent positions, with in-
termediate settings. The air distribution sys tern, on
air conditioned cars, incorporates two more Bowden
cabIea than a heater only car. These ate manually
operated and connect to the deftoster duct dampers.

The control sttvo is placed in operation by rotat-

ing the control knob below t h e dial face either in a
clockwise or counterclockwise direction. Rotation of
the knob moves the dial pointer and the pinion which
are on the same shaft. A rack, meshadwifh the pinion,
is an integral part of one end of the control cable. The
other end of the cable is attached to a movable coo-
ttol a m nn the servo.

There are two stationary a m s mounted on the back
cover which complete the ground circuit when the
movable am is positioned to either side of the in-
sulated area on the contact plate. (See fippre 3-3).
The direction of rotation of the motor is determined by
positioning the movable arm terminal inside or out-
side the insulator strip. One stationary terminal al-
ways remains inside and one remains outside of the
suIeted strip, When the circuit is completed, the motor
drives a worm gear which is in constant m e s h with the
ring gear of the conbct plate and earn assembly. This
turns the contact plate and cam assembIp until the
movable arm terminal i s again positioned under the
insulated area.
There are five lever arms which control the Bowden
cables for the dampers and water valve.
NOTE: There is an aJdi8ional lever arm OA air con-
ditioned cars wbicb i s geared to conhol the air con-
ditioning thermostatic switch.
--.-,
-._ . _ * _.> - -
- - - _ _- - .'
'-- -- - --- _>'
m W S IHDlCATE DIRECTION OF RAVE1
Fig. 3-4-Lever Arm Actiun-(61LT-8823)
These levers m r e secured to She housing by a
screw and bevel sprinp washer an a raised pivot.
The inner ends of the levers (pivot arms) are
mounted in bushings which ride 2n the cam
grooves. (See figure 3-4). As the contact plate
and cam assembly rotates, the pivot arms and
bushings for the individual levers are moved
along in the cam grooves. The cam grpevepl are
frrepptat, consequently the variation operates
the levers to which the bowden cables are
attached. This results in the operation of the
dampers and water valve.
 1958-1959 TYPE

The f o l l ~ i n gapplies t o the electrically operatdsl-tricatly con+mied servo syatem

u w d in lair- 1958 and in 1959. Formerly, a mmrable clant~ctwint wns operated by the con-
tml htad through a D o w d e ~cable
~ and rack and pinion.

The elecMmlly controlled aenro

system haa e janetian black on the
hack of the s m wbfeh aontains 17
W A F E R SWITCH
stationary contnct pain* efid per-
forms the same function as the pfe-
viausly used mmabte a m CmntAd
point, The Bowden mble ond the 11 E ATER DET EN1S
n c k and pinion arc -pEa~cd by n
wafer switch which; has 17 position&
(23 on air conditioned vehicles), a
dyn~micbmking relay and the ae-
me
c e s s q d a t e d wiring. wafer
switch controls thc poaitfon of the
cam plate by means of the various Al rl CON QlT ION l Fil G DETENT
contacts.
The servo assembly {Type In)
aperstm the name seven Bowden r;r

Fig. 35-Electric Servo Control Wafer Switch-(9L-8809)

cable8 as the Type f and the Type

II servos. These are attached to the
water valve, frsn wentiC#tJom ducrs,
two j m m t sit W ~ F in TS rbe side
cowl t ~ i m panels, and two tern
h m p r r valwe.r it^ f k side C W I#rim
pzm~ls. The sewo is mounted an
the dash panel behind the glove
box. The cbntrol head or selector
is mounted in the left side of the
instntmr?nt cluster with the wafer
switch canpfed to the control head
shaft. ( S e figure 3-5.) The dynamic
braking reIey shown in figure 3 6 is
mounted on the right front fender
apron near the cowl.

Fi Q. 3&Dynamic Breaking Relay-49L-8809)

 The 1960 Lincoln and Continental uses a vacuum operated serva d~tItr01s y s t e m . When
the servo contra1 head is turned to the various detent positions by the action of the control
COHTRO L knob and cog belt drive, a cam plate releases or depresses five plunge^ which are part of
the servo control head. This action directs vacuum to the respective vacuum motors. Fig-
oPERAT'oN ure 3-7 contains a chart showing the various vacuum motor applications bt each control
quadrant as w e l l as the vacuum motor locations, vacuum hose routing and the hose connect-
ions to the servw control head.

A I C THERMOSTATIC
S W l T C H IYELLOW] -

RlGHl VENT
I OFF
U
1 15
I
I 0
1
1 1 5 1
I
0
I
1 0
LO-HI HEAT
(PURPLE1 I
SIDE COWL
IBtUEl
-3%
/'
7 1
HEATER
WATER V A I Y E

LEFT V ~ N T
(GREEN1

7 A { C REGlSTEA
OSTER V A C U U M

swlrcn AND VACUUM SIDE

COWL VACUUM HOTOR
noroe VACUUM MOTOR

BROWN

GREEN

SIDE COWL A l n VENT DEFROSTER n t A r E R

DUCT L,H. L.M. 1.H. TEMP
VALVE R.M.

Fig. a - r - ~ e a t e r and Air Condi tianing Vacuum Control System-1960-(60L-8823)

 A reiief valve is incorporated in the vacuum servo which permits outside air to enter the
various vacuum motors when they are not activated. This allows the pressure of the return
spring i n the vacuum motor to close the connected units.
A check valve is incorporated in the vacuum servo to retain the vacuum. This prevents
inadvertent operation of any vacuum motors when the manifold vacuum drops below I 5
i n c h e s as on acceleretion or when the engine is under heavy load. A reserve tank, located
on the right front fender apron below the power box, also assists in retaining a constant
vacuum sopply to the system. The reserve tsnk alsa serves the windshield wiper motor.
The cam plate in the vacuum servo is the only difference between heater only and air
conditioning and heater servos. Both cam plates are identified as t o their functlon to
prevent improper installation. The vacuum servo cannot be diaasaernMed for repair and
must only be replaced in the event of trouble.
The blower motor i s controlled by pulling out the controf knob one-third for low blower
speed, two-thirds for medium blower speed, and completely out for high blower speed.
This three speed operation is accomplished by the use of a tesistor which is located in
the right blower motor housing, below the right front fender.

The air canditioning system i s a separately housed system designed to operate with
re-circulated air. It is connected to the heating and ventilation system only by the controls.
A l t of the major components of the system except the evaporator are in the engine cornpart-
ment. The evaporator is located beneath the inatsument panel in the passenger compartment.
(See f i ~ u r e3-8.)

THERMOSTATIC SWITCH

Fig. 3.8- Air Conditioning System Tnstalled-1961461LM-8808)

 Refrigerated air enters the passenger compartment
through a fold-away wgistes in the instrument panel.
When the system is not in use, the register folds into
the instrument panel below the radio.

The re-circulated air is taken from the passenger

compartment by the blower through openings below
the evaporator housing. The sir is then forced into
the evaporator and out through the register. By using
t h i ~method, it is possible to keep outside odors and
dust from entering the cat.

CONTROLS
h vacuum control sew0 is used to operate all
phases of the air conditioner, heater, defroster, and
ventilating system.

Figure 3 9 shows the vacuuiu motor application,

component locations, and vecuum hose color codes.
The control servo used with air conditioning is not
interchangeable with the heater only servo.

VEL~OW
VACUUM 5WfTCli
TYLItmO5TA?lC sw lrcn
h VACUVMMOIOR

Fig. 3-9-Air Conditioning Vacuum Control System-1961-(61LM-S801)

 REMOVAL AND INSTALLATION
Possible malfunction of the various units that comprise the air conditioning system may be
determined by following the trouble shooting and test procedure sectian of this manual.

In many cases, with the exception sf the cmnpwssor and the correction of leaks, replaee-
ment rather than repair of the individual units is recommended. fn the case of the compressor,
a gtlsket kit, fmnt seal kit and a valve plate kit ere available.

Removal and installation of the controls, blower and motor assemblies, thermostatic switch,
and the icing switch r.n be performed without lo sin^ the refrigerant. Other replacement oper-
ations require that the system be discharged before removal.

CAUTION: U'he net'er a rclnnartiorr is opefierl, caps o r suitab1e ptorecrian s heuld be itrsfaI/ed
i o prenpni ditr rtnd n~oisiureJrom pnterdn~ the s y s t ~ n irtnd to protect !be t h e a d s a/ t h con-
~
naclors, Always use Iuln wrenches t o avoid d a m r l g i n ~d n y contsecfions. It is importanl leal a
new. copper gas k c r be insfnlfed i n any lilting tr!bicb has scored maiimg surfuces and also W ~ P F Q
n g n s k ~ rbas been iffstalledpreviously.

Fotlowing are the removal and installetion procedures fot each unit or assembly:

CONTROLS

SERVO CONTROL HEAD 1958-59

Disconnect the negative (ground) cable from the
battery.
Remove the instrument cluster top cover plate.
3. Remove the instrument cluster lower left cover
plate.
4. Disconnect the wires from the blower switch.
5. Remove the air system control knob fm the
control.
6. Remove three screws ltttaching the servo con-
trol to the back side of the instrument duster:
then, pull the cmtrol from behind the cluster.
7. Remove twa screws attaching the control cable
or wafer switch to the back of the control servo.
8. Loosen the shaft set screw and remove the cm-
tml cable or wafer switc5 from the sewoconttol,
9. To install, reverse the temavsl procedure and
perform any adjustments a s necessary. Refer to
"Adjustments" in this section of the manual.

SERVO-1958 CABLE CONTROLLED

REMOVAL
1. Disconnect the negative (ground) cable from t h e
batte y.
2. Remove M o screws retaining the glove c o m -
pastment to its support bar and remove the glove
compartment. Remove the glove compartment
cover panel.
3. Remove the lower right instrument pmeI cover
fram the ear.
4. Disconnect the black servo w i t e from the cir-
cuit breaker and the two wires fmm the thenno-
static switch.
5. Remove the capillary tube mounting screw and
carefully remove the tube from the right air duct.
6. Remove one screw and remove the servo cover.
7. Removethe seven Bowdencables ftomthe servo.
making certain thet each is color coded.
8. From under the hood, m o v e three nuts retaining
the servo to the dash panel,
9. Pull the sew0 away from the dash panel and re-
move five setews attachinR the back cover to
the servo.
I0.Remove the Bowden cable from the back cover
and remove the servo ftom the car.

1. Connect the Bowden cable to the servo back
covet and install the cover to the servo. Do not
tighten rbe cable clamp at this t i m e .
2. Position the servo assembly to the dash panel
and install the three retaining rtuts.
3. Carefully route and install the thermostatic
switch capillay tube in the right air duct. Attach
the tribe in place with one screw.
4. Connect the black servo motor wire to the 6 amp.
circuit breaker.
5. Rotate Zhc servo controI knob on the ins tmrnent
panel until the servo control head dial pointer
is at t h e "OFF" position.
6. Connect the battery cable to the battery and
turn the ignition switch to the " O N ' ~ o s i t i o n .
7. Move the control head cable in or out of the
servo nn ti1 all tfle servo arms are at their "OFF"
index marks.
NOTE: Spscinl attention shorrld be given to
the right vent servo arm. H'ben this servo arm is
e x a c t l y in the ' F f l P T ' ~ o s i t i o (along
n w i f b nIl
t h n~t h 7 SPrrm arms) t i g b t ~ nfhr clamp ,screutan
the control c a b l e .
8. Rotate the servo control knab slowly through
the entire operating range and return the pointer
to the "OFF" position. Recheck each servo
arm t o be sure it is at the "OFF" index mark.
Rcadjust the control cable if any servo arm is
out of position.
9. With the servo control pointer in the "OFF"
pasition, turn the ignition switch OFF.
10.Check each Bowden cable t o insure it is touted
properly and no binds or pinches exist. The con-
nection at each duct and at the water valve
should be checked to see if there is proper throw
to completely open and close t h e respective unit.
SERVO-1958-59 ELECTRIC CONTROLLED
R EMOVA t
1. Disconnect the negative (ground) cable from the
battery.
2. Remove the servo control fmm t h e instrument
cIustet. Refer to "SERVO CONTROL HEAD
RELIOVAL AND INS'1'ALLATIONJ'.
NOTE: 7'he ttwtet traltjc nnd the two u e ~ ~ t i i a l i o ~
lever arms should be in the " O F F " ' p o s i t i o n w h ~ n
rnnnecting thr B o r t ~ d ~r nn h l ~ s T
, h e ttijn w a r air
dnd two franf nir deuars should be s e t i n the
"UP-Ice" position when install in^ the U o r o d ~ n
cablex. ( R e / e t~o Chart 1 )
11 .Connect the water temperature valve Bowden
cable (red band) first. Check the operation by
turning the eontrot head tn the full heater posi-
tion. Llake sure that the water valve turns off
completely on returning to "OFF" position. The
lever amt must be firmly against the
L i ~ p stop
n in the wOFF7*position to prevent the
possibility of water leaking through t h e valve
because of capillary action.
12.The Bowden cables (yellow band) for the right
and left ventilation dampers should be connect-
e d next end should be installed separately. Check
each Bawden cable for free travel before con-
necting it to the servo lever am. The ventila-
tion dampers should be closed by manually pull-
ing the cable, then positioning the cable eyelet
over the correct lever arm, which should be in
the closed (''OFFY*)position. Secure the armor
by the retaining clip and check the operation to
make sure that the ventilation dampers close
properly to prevent air leakage.
13.Ths two Howden cables (blue band) for the front
air door in the side cowlducts and the two Bow-
den cables (white band) for the rear air damper
should be installed individualIy and the opera-
tion checked as each Bowden cable is connect-
ed.
14.0perate the servo in a l l phases of control and
check for free operation.
15.Install the servo cover and attach with one screw.
16,connect the two wires to the thermostatic switch.
17.Install the Iower right instrument panel cover,
glove compartment, and glove compartment cover
panel.
3. Remove two screws retaining t h e glove cornpart-
m e n t to its support bar and remove the glove
compartment. Remove the glove compartment
panel.
4. Remove the Iower right instrument panel cover.
5. Disconnect the white-violet wire from the fuse
panel.
6 . Disconnect the green-yellow wire from the igni-
tion switch at the bullet connector.
7. Remove the green-red and green-yellow wires
from the 6 amp. circuit breaker and disconnect
the black servo motor ground wire.
8. Disconnect the servo relay wire from the setvo
rclay at the relay multiple connector. The servo
relay is mwnted to the right front fender apron,
9. Remove the two wires from the thermostatic
switch.
INSTALLATION
1. Position the servo to the dash panel and install
three retaining nuts.
2. Carelullp mute and install the thermostatic
s w i t c h capillary tube in the right air duct. Attach
the tube in place with one screw.
3, Route the servo relay wires through the desh
panel and connect the wires a t the relay connec-
tor.
4. Connect thc green-red and green-yellow wires to
the ti amp. circuit breaker and connect the
black motor wire to ground.
5. Connect the green-yellow wire to the ignition
switch at the bullet connector.
6. Connect the white-violet wire at the fuse panel.
7. Install the servo control in tile instrument ptlnel.
8. Connect the negative battery cable to the battery
and turn the ignition switch to the "ON"
position.
9. Rotate the serva control knob through one com-
plete cycle and check to bc surc cach servo
lever operates.
10.M'ith the servo contrnl pointer in the "OFF*'
position, turn the ignition switch "OFF1*.
11,Check each Bowden cable to insure it is routed
properly and no binds or pinches exist. The eon-
nection a t each duct and at the water valve
should be checked to see i f there i s proper throw
to completely open and close the respective
unit.
10.Remove the capillary tube mounting screw and
carefully remove the tube from the right air duct.
11.Remove two screws and remove the servo cover.
12.Remove the seven Bowden cables from the servo,
making sure that each cable is color coded.
13.From under the hood, remove three nuts retain-
ing the servo to the dash panel.
14.Remove the servo and wire assembly from the
car.
NOTE: Tkc u ' t z t ~Ur
Q ~ Z and
J ~ the tt~loventilation
lever arms should be i n tbe "OFF" p o s i t i o ~
when connectdtq ikc R o r ~ d r nc a b l e s , ?'fie rzco
d pomr air levers shoubd be set ra
rpar air ~ n ru.u
the f'De-lce" position itsstatling the Rou,-
dea cables. (See chart I )
12.Connect the water temperature valve Bowden
cable (red band) first. Check the operation by
turning the control head to the full heater posi-
tion. Make sure that the water valve turns off
completely o n returning to "OFF" position. The
lever arm must be firmly positioned against the
"up" stop in t h e "OFF" position to prevent the
possibility of water leaking thraugh the valve
becuuse of capilla y action.
13.The Bowden cables (yellow band) for the right
and left ventil~tiondarnpets should be connected
next and should be installed separately. Check
each Bowden cable for free travel before con-
necting it to the servo lever arm. The ventilation
dampers should he closed by manually pulling
the cable, then positioning the cable eyelet over
the correct lever arm, which should be in the
closed ("OFFN) position. Secure the armor by
the tetaining clip and check the operation to
make sure that the ventilation dampers close
properly to prevent air leakage.
14.The two Bowden ctlbles (blue band) for the front
air door in the side c o w l ducts and the two Bow-
d m cables (white band) for the rear air damper
should be installed individnalIy and the opera-
tion checked as each Bawden cable is con-
nected.
SELECTOR DIAL

TURNING DIAL POINTER CLOCKWISE

15.1nstafl t h e servo cover and attach with two

screws,

16.Connect the two wires ttr the thermostatic switch.

17.InstaIl the lower right instrument panel cover,

d o v e compartment, md glove compartment cover
panel.
 LINCOLN AND CONTINENTAL

1. Rmove the left instrnment pmel re~istcr V A C U U M SERVO

upper molding to gain ncccs3 to the outboard CONTROl HEAD
cluster cover mtainlng screw,
HEATER A N D A / C
2. Remove t h e 3 screws holding the clustct C d N T R O L BEZEL
cover to the main costing. E

3. C,oasmt the control knob set screw and te- I SERVO DRIVE

move knob.
4. Remove the blower switch m a n f i n s nut end
hzel.
5. Remove the 2 cnntml hend bezel a~semblv
screws w d carefully remove the conlml
head and blower switch assembly fmm the
cluster.
6. The blower switch can he rep1~ce.dby re-
mawinpl the 2 retaining screws Emm the tee? TENSION
of the housing. (See figure 3-10). PULLEY
7. To m o v e the servo control, remove the 3
screws attaching the bezel end mask to the
housing and remove bezel. R e m ~ v ethe point-
er and mask. Remove the 3 sctewa mteining
thc s m o t~ the hwsiag and remove srrvo
control.
8. To install the components, reverse the re- Fig. 3-1 0-Heatcr-Air Cmditbning Controls-
moval pmxdure. 1960-(6flL-8815)

CO N t R b L SERVO -1961 LINCOLN CONTINEW AL

(See F i p e 3-11,)
VACUUM PLAtE
g Cowram
1 . Remove the lower dght I /
instrnment cluatcr from %
the car,

2. Remove the blower can-

h 1 and n i t system
knobs. SWAP

3. Remove the blower con-

trol and d r system
bezel nuts and bezels.

4. Pnll the blower control

awitch horn the cluster.
5. R s m a v e t h e cigar
lighter and socket fmm
the cluster with Tool
1.5056.
6. Remove six screws and
remove the back plate
from the cluster. Fig. 3-11-Heater-Air Conditioning Contto~s-1%1~6ZLM-7a~~)
7. Nlovc?the pointer to the left side of the d i d and X3.Remove t h e e scmws and m o v e the setm f m
mark its location; thcn, remove the minter. the clus(er tack plate.
8. Remove M a screw and remove the plate and
R U dial,
~ 14-To install, reverse the m n v a l pmcdute. W h t n
9. Remove one puIley and remove the larw b l t installing t h e large belt, be sure that the pointer
from the servo- mark is at the position marked a t disassembly.
lO.Rcn~ovcthe snap ring from thc control shafl. The servo must slso be turned to its fulI count-
Il.Remove three screws m d remove the yoke w d crc~oekwiseposition. B e f o ~installing the back
two idlers from the essmnbty. plate to the cluster. positivn i t on the cluster
12.Rcmovc the small belt h a m the pulley and and ch-k the air control detent positions with
servo. respect to the pointet.
.---- . .- ,+,-4: -. +*<- ,:- -y*

1. Install the manifold

gauge set t o the com-
pwssnt semice vaIver:
and discharge the sys-
tem. Refer t o ''Man-
ifold GFIUE~%t mhl-
Intion'' and "Discharg-
ing the System".
NOTE: T o remotre tk
bedlcr cure. rbe s y s t e m
does not Bava t o k
discharpd.
2. Dmin the engine cod-
ant.
3* Rerrrove the front wheel.
4. Remove the front fender
splash shield.
5. niscoancct the hcatct
hoses from the evapo-
rator-heater core s w r ? m -
bly.
6. Uncoupte the self-seal-
ing disconnects at the
top of the front fender
apron ~ n m d p the con-
n e c t i o n s . cfsc t w o
w r t n c b c s t o ctuoid
dnmugisg rbe self-
5 eaiing dirca+nacrx.
7. Remove the side row1
duci. Fig. 3-1 2-Ramovin g The Evapomtor AssemblyqqL-8822 1

8. Remove the upper and lowet capscRws that re-
tain the eoapomtor housing bo the cowl.
9. Remove 2 capscrews from the base of the evapo-
mtor housing assembly. The entire evapotator-
heater cme assembly can now be removed horn
the front fender wheel opening, (See figure 3-12.)
10,Rmove the evaporator housing cover and the
screws that r e h i m the heuter and evapratur
co-s in the hwsing.
Ildeparate and replace the desired mrt?assembly.
Figore 3-13 shows an exploded view of the
evaporator unit.
12.To install either oomponwt, reverse thE! re-
move! procedure.
3. lr e v ~ p m t o rcore was replaced, the a y a t m must
be evacuated and weharped am previously de-
scrlM. Servicing the heater core will not affect
the refrigerant in the evaporator. Refer to
"Erecueting the System" and "Charging the
System'p.

EVAPORAIOR
A N D HEAIER CORE

CORE

'OR CORE

EXPANSION VALVE

LOW PRESSURE HOSE HIGH PRESSURE HOSE

QUICK DISCONNECTS

Fig. 3-13-Evaporator Assembly Disassembled<GOL-S&O8)

33
 1958-5940 LINCOLN AND

1. Remove the glove box and liner.
2. Remove the right instrument panel lower access
panel.
3, R c m o w the capillary tube: mounting screw which
is attached to the right instrument panel register
duct.
4- Remove \he ~blpilIary fube from tl~cduct and
thread the tube back to the switch.
5. IXsconnect the vacuum motor hose end the. *o
wire spade connectors.
6. Remove two switch retaining sheet metel scmws
and remove the assembly.
7. TO install the thermostatic s w i k h and vacuum
motnr ~ssembly,revetsc the ternom1 pmcedure.

Figure 3-14 shows the evaporator cure

and housing disassembled.
1. Connect the msnifold gaaEe set tu the
o o m p m s o r servicc valves and discharge
tbe air conditioning system.
2, Discvnnect the high p r e ~ s t ~ r(small)
e line
frtlm the expansion valve and plug the
upenings,
3. Remove the expansion vslve baib fram the
low prcssutc (large) line.
4. Remove the expansion valve from the
evaporator COR.
5, Ditrconnect the low p e s t ~ r e(large) tube
from the PvnpoMtor core and plug lube
openings.
6. Remove four s c ~ w and
s remove two evep-
orator tube see1 plater, and gasket.
7. Kemave the lower mdio speakeraad gsiue.
8. Remom the tighl end left lower instm-
meat panel mvers.
9, Remove the glove mmparbnent door and
Liner from the insmment panel.
10. Kernhve the air conditioning register from
the iastmmcnt panel.
11. R e m o w the setens from the bellows
retainem loceted &n the register openin&
and remove the retainers.
12, Remove the Iower evaporator homing
clamp.
13. Remow ten screws from the lower e d ~ e Fig. 3-14-Evaporator Cover a d H w s i n ~
md ends of the lower housing. Disassembled-(61-03]
14,Disconnect the wires from the thermostatic
switch. Do not attempt t n pall tbe capilImy iabe
Jrom the e v d p d l m bousimg at Ibis t i m e .
1S.PuU the lower half of the housing away from the
c o w l until the drain tube nipple clears the cowl.
Then, pull the lower housing downward and re-
move it from the car.
16,In the engine compartment, remove six upper
housing retaining screws.
17.Under the instrument panel, remove the evapo-
rator tubing clamp plate to free the evaporator
tubes.
ICING SWITCH
The icing switch is mounted on the inboard side of the left evapnrator housing. The
capillary tube is inserted into the evaporator fins through a hole in the top of the evaporator
housing.
1. Remove the left front wheel.
2. Remove the capscrews from the left front fender
splash shield. Remove the splash shield to
expose the evaporator and blower.
3. Drain the cooling system. Remove heater
at the evaporator-heater core housing.
4. Disconnect the refrigerant lines at the self seal-
ing disconnects on the top of the left front
fender apron and cap the fitting with suitable
caps. Remove the hose cover plate.
5. Remove 2 capscrews, located an the underside
of the evaporator mounting bracket, that secure
the evaparator housing.
6. Remove the left side cowl duct t o expose the 2
capscrews that retain the evaporator housing to
the caw1 and remove the capscrews.
f8.Pull the upper housing downward and carefully
remove the thermostatic switch capillary tube
from the evaporator core.
19.Push the rubber bellows and upper housing up-
ward and remove the evaporator core from the
CBt,
20.Remove the bellows and upper housing Erom the
car.
21. To install, reverse the removal procedure,
22.After installation, evacuate, charge, and leak
test the system.
1958-5940 LINCOLN AM0
CONTINENTAL
7. Tilt the evaporator housing assembly forward
into the wheel housing and disconnect the wires
to the icing switch. Then, completely remove the
housing from the car,
8. Remove the icing switch retaining screws and
hoses pull the capillary tube from the evaporator hous-
ing hole.
9. To install, reverse the removal procedure. Ob-
serve the following items:
a. Insert the capillary tube into the evaporator
fins through the hole in the evaporator haus-
ing. Make sure that the capillary tube is
pushed well into the evaporator and makes
~ o o dcontact with the fins.
b. C~refilllyform the capillary tube so that the
icing switch may be aligned with the original
mount in^ hole in the evaporator housing. Sea1
(body caulking) sround the tube opening,hole
in the evaporator housing.
EXPANSION 1958-59-40 LINCOLN AND
VALVE CONTlNENTAL

The expansion valves ore located inside of both heater core assembly can now be removed from
the right and left evepatator and heater core hous- the front fender wheel opening. [See figure 3-12.)
ing assemblies. (Refer to figure 3-13.) 10. The evaporator housing end cover may be sepa-
1. Install the manifold gauge set to the compressor rated from the housing assembly alter the 8
service valves and discharge the s y s t e m . Refer spring retaining clips have been removed.
to "Manifold Gauge Set Installation" and "'Dis- 11. Disconnect the connection between the expan-
charging the System". sion valve and the high pressure line.
2. Drain the engine coolant. 12. Unsolder the by pass line; disconnect the low
3. Remove the front wheel. pressure hose and carefully peel back the insu-
4. Remove the fender splash shield. lation covering the sensing bulb. Unelip the
5. Disconnect the heater hases from the evaporator- sensing bulb and remove the expansion valve.
heater core assembly. Cap the open refrigerant Iines.
6 . Uncouple the self-sealing disconnects at the top 13. To install the expansion valve, reverse the ie-
of the front fender a p m and cap the connections. maval provedure and obsetve Ihe following items:
L'sa t w o wrenches t o avoid damaging ibe sell- a. Silver solder the bypass line to the low pres-
sealittg disconmccts, sure outlet line.
7 . Remove the side cowl duet. h. Clip the temperature bulb to the outlet pipe,
8. Remove the upper and lower capscrews that re- making sure that the contacting surface is
tain the evaporator housing to the cowl. clean.
9. Remove 2 capscrews from the base of the evap- 14, Leak test, evacuate and charge the system as
otatar housing assembly. The entire evaporator- previously described.

1961 LINCOLN CONTINENTAL

SENSING
t. Connect a rnanifold gauge set (Tool ACL-
53-3) to the compressor service valves
and discharge the air conditioning system.

2. Disconnect the high ptessute (small) line

from the expansion valve. (See Figure 3-
15.)
3. Remove the expansion valve bulb from the
HIGH P R E S S U R E
low pressure (large) line. SIDE [ I N L E T ]

4. Remove the expansion valve Erom the

evaporator core tube.

5. To install, reverse the removal procedure. LIQUID

SIGHT
GLASS
6 . After installation, evacuate, charge and
leak test the system.

Fig. 3-1 5 4 x p a n s i o n Valve and Liquid Sight

Gfass-(6lLM-7808)
 BLOWER 1958-59-60 LINCOLN AND CONTlNENTAL
ASSEMBLY

1. Remove the front wheel.
2. Remove the front fender splash shield.
3. Disconnect the thtee w i r e s and ground wire
from the blower motor.
4. Remove the ventilation ducts ( 2 screws hold
duct to instrument panel and I to cowl).
5. Remove 4 nuts that attach the blower motor
housing assembly to cowl.
6. Remove the blower housing assemblies.
7. Installation of the blower housing assembly
can be accomplished by reversing the removal
procedure.

1961 LINCOLN CONTINENTAL

1. Remove the carburetor air cleaner, screen in the passenger compartment.

2. Disconnect t h e hood letch release cable from 14. Remove four screws attaching the lower section
the hood latch and remove the cable bracket. of the evaporator housing to the blower housing
3. Remove four screws and remove the hood latch. end cawl.
4. Disconnect the windshield wiper control cable 15. Disconnect three accelemtot rods and two
from the wiper motor. springs at the bracket.
5. Disconnect the m-ardinator vacuum hose from 16. Remove the accelerator bracket from the engine.
the wiper motor, 17. Disconnect the heater hose return bracket and
6. Remove two screws attaching the windshield relocate i t away from the blower housing.
wiper motor to the cowl. 18. Loosen the air conditioning engine idle speed
7. Remove two screws attaching the wiper control rod locknut a t the valve and re-position the
valve to t h e cowl. Position the wiper motor valve and rod for clearance.
away from the cowl. 29, Remove the crankcase emission tube bracket a t
8, Unplug the blower wires from the power box side the tight tear comet of the engine.
of the blower housing. 20. Tilt the left end of the blower housing up and
9, Remove two screws and remove the connector remove the housing from the car.
from the blower housing. On some cars, it may be necessary t o slightly
10. Remove six blower housing upper retaining l o o s r ~the low pressure hosc /iifing at the evap-
ECleWS. orator, re-posiiion i A e hose and tishten tbe
11. Remove the lower radio speaker and grille. fitltng.
12. Remove the right and left lower insttument panel 21, Remave nine spring clamps att~chingthe blower
covers. assembly to the housing.
13. Remove three blotvet housing retaining cap- 22. Remove the blower assembly from the housing.
screws located below the blower air intake 23. To install, reverse the removal procedure.
COMPRESSOR 1968-59-60 LINCOLN AND
CONtlNENTAL

All compressor s t n i c e ope~ations,except belt and clutch teplacement, can be performed

only after the unit has been isolated from the rest of the system.
The compressor i s not completeIy serviceeble. A11 necessary repairs can be made by
replacement of ~ e r t a i nservice parts. If these parts will not resto* normal sewice, replace
the compressor,

1. Disconnect the clutch h e d wire.
2. Install the manifold gauge set. Front seat both
service valves and dischar~e the compressor
through the test manifold and into an exhaust
system.
3. After pressure is completely relieved, the cap-
screws which retain each service valve to the
head, can be removed.
4. Loosen the 3 bolts securing compressor mounting
bracket, tilt the assembly end remove the drive
belt from the compressor pulley.
5, Remove 4 bolts s e a r i n g the compressor to the
mounting bracket and temove the compressor.
6. To instaIl the compressor, reverse the removal
procedure. Belore a compressor is i a s t a l k d on
rr vehicle, tk crank.casr s h o d be checked
for the proper amount o,t oil ( I O ozs.). Use only
"Suni.ro 5G ", Sun O i l Company; "Capella R"
Texas O i l Compaay: or a refri~erutdonoil which
bas the same specifications.
I these reftigetation oils ate not available
locally, "Suniso 4G" or Capella D" may be
used. The head bolts and base cover bolts
should also b e retightened any time o com-
pressor is removed for servicing.

1961 LINCOLN CONTlNENTAC

1. Disconnect the negative (ground) cable from the
battery.
2. Disconnect the clutch feed wire at the bullet
Connector.
3. Install the manifold gauge set (Tool hCL-53-3.)
See '*Manifold Gauge Set Installation". Front
seat the compressor service valves (fully clock-
wise) and discharge the comptessor.
4. Loasen the muffler bracket attaching bolt locat-
e d below the muffler.
5. Remove two screws from each service valve and
remove the service valves fmm the compressor.
Cover the openings to prevent dirt and moisture
from entering the system.
6. Remove the bolt attaching the compressor upper
adapter to the engine cylinder head brace.
7. Loosen three bolts securing the compressor
mounting bracket to the engine. Tilt the coa-
pressor inward and remove the drive belt fram
the pulley.
8. Remove the fout bolts attaching the compressor
to the mounting bracket and remove the com-
pressor assembly From the car.
9. To install, position the compressor to the mount-
ing bracket and install fout attaching bolts.
T o q u e each bolt 164-200 lbs. in. (14-17 lbs.
ft.] Before installing rhe compressor, cbeck the
crankcase /or the cornerr amon=t of oil (10 or.).
U s e Suniso '*5GP1,San O i l Company: Capella
"P". Texas n i l Company; w a relrigerant n i l
with ;be same speci/lcathns.
If these oils are not available, Suniso "4G"
or Capella "DJ%ay be used.
10. Position the drive belt on the compressor pulley.
11. Loosen two nuts attaching the camptessor upper
adapter to the compressor.
12. Install the bolt attaching the upper adapter to
the engine cylindet head brace.
13. Adjust the compressor drive belt tension to 10D-
150 lbs. with a belt tension gauge (Tool ET 33-
73F).
14. Tighten the two compressor head upper adapter
attaching nuts.
15. InstslL new gaskets and install the service
 valves to the compressor. Be suIe to wet the
mounting gaskets with refrigeration oil before
installing them Torque the service valves screws
4-6 Ibs. ft.; then, m-torque 10-12 Ibs. ft.
16. Tighten thc muffler bracket attaching bolt.
cable.
19. Check the refrigerant supply and leak test the
compressor fittings and crankshaEt oil seal.
See "REFRIGERANT TESTS".

17. Purge the compressor of air and moisture. See

"PURGING THE COMPRESSOR". 20. Opetate the c a t for about 10 minutes; then, reset
the compressor drive belt tension to 80-120 Ibs.
18. Connect the cIutch feed wire and the battery w i t h a belt tension gauge (Tool BT-33-73F).

MAGNETIC 1958-59-60 LINCOLN AMP

CLUTCH CONTINENTAL

The magnetic clutch can be removed from the 3. Remove the capscrew and flat washer.
compressor (with the compressor mounted in the
vehicle) by using the fallowing procedure: 4. Disconnect the clutch feed wire.

1. Loosen 3 bolts securing the comptessor mount- 5. Screw a 7, -

11 x 1%" bolt into the threaded
ing bracket, tilt the assembly and remove the clutch plate. Tightening will force the clutch
drive beIt from compressor pulley. off.

2. Energize the clutch to facilitate removing the 6. To install, position the clutch on the compressor
screw attaching the clutch to the compressor output shaft, install capscrew and washer, and
output shaft, if possible. toque capscrew to 18-22 lbs. ft.

1961 LINCOLN CONTINENTAL

1. D i s c o ~ e c tthe negative (ground) cable from the the drive belt from the clutch assembly,
battery. 5. Remove t h e bolt and washer retaining the chtch
assembly to the compressor shaft.
2. Remove the fuel line bracket from the radiator
assembly.
6, Screw a - I1 x It{'* bolt into the clutch te-
3. Loosen three bolts attaching the compressor taining b i t hole.
mounting bracket to the engine,

4. Loosen one bolt sttaching the compressor upper 7. Turn the bolt clockwise until the clutch breaks
adapter to the cylindet head brace and remove free of the compressor shaft.
 8. Remove the clutch assembly from the car.
9. Remove the S., inch bolt from the clutch a s s e m b
1~.
10. To install, position the clutcll assembly on the
compressor shaft.
11. I ~ I the~ clutch
~ ~ I washer and b d t .
retaining
Torque the bole to 18-22 lbs. ft.
12. Place the compressor d ~ i v ebelt on the clutch
assembly.
13. Adjust the compressor drive beit tension to
CONDENSER
I. Connect the test manifold gauge set and dis-
chutge the refrigerant into an exhaust system.
Refer to "Manifold Geuge Set Installation" and
"Discharging the System".
2. IIood hinges are elongated for adjustment.
Mark the exact position of the hood on hinges
before loosening the bolts, Support the hood on
each side. Remove the bolts and lift h o d off,
being careful not to mar the paint on the fcn-
ders.
3. Disconnect thc high pressure hose at the corn-
pressor muffler and the sight glass connector.
4. Disconnect the line from the condenser to the
receiver. Remove 2 bolts retaining the receiver
to the grille support and remove the receiver.
5. Remove the clamp attaching the 2 high pres-
sure hoses to the radiator support bracket.
1961 LINCOLN CONTINENTAL
I. Remove the hood from the car.
2. Connect a manifold gauge set (Tool ACL-53-31
to the compressor service valves and discharge
the air conditioning system.
3. Remove eight screws and remave the upper
radiator support shield.
4. Remove the front bumper splash shield.
5. Remove three lower capscrews attach in^ the
bottom of the condenser to the radiator.
100-150 lbs. with a belt tension Eauge (Tool
BT-33-73E).
14. Tighten the upper adapter to cylinder head
brace bolt and three compressor mounting
bracket t o engine attaching bolts.
15. Install the fuel line bracket to the radiator as-
sembly and connect the buttery cable.
16. Operate the car for about 10 minutes; then,
reset the compressor drive beIt tension to 80-
120 Ibs. with a belt tension gauge (Tool ET-33-
73-F).
1958-59-60 LINCOLN AND
CONTINENTAL
6. Remove 3 bolts securing the top grille brack-
ets to the grille support bracket.
3. Remove 4 bolts securing the grille support
bracket end remove the bracket.
8. Remove 4 bolts securing the condenser t o the
radiator frame and lift the condenser from the
car.
9. Install the condenser by reversing the removal
procedure,
lomLeak test* and charge the system.
rn thr r ? ~ ~t ~b a~ titt i s necessary to replace the
candenser. the receiver-dryer sbould also he
r e p l c e d as it bas probably h e ~ n saturated u ~ i t h
noisrwe, ReEer to "Evacuating the Systemw
and "Charging the System".
6. Disconnect the lines from the condenser and
plug the lines.
7. Remove the condenser from the car.
8. TO kstalf, reverse the removal procedure.
Torque the 6 condenser attaching cap screws
60-45 lbs. in. (5-5% 1bs. ft.).
9. After installation, Evacuate, Charge and Leak
Test the system.
RECIEVER-
1958-59-60 LINCOLN AND CONTINENTAL
DRYER

1. Install t h e manifold gauge set to the compressor fitting at the receiver-dryer.

service valves and discharge the system. Refer
to "Manifold Gauge Set IastaXlation" and "Dis-
charging the System".
2. Disconnect t h e fitting between t h e sight glass
and the high pressure hose.
3. Disconnect the condenser to receiverdyer
4. Remove two receiver-dryer retaining nuts and
bolts and remove the receiver-dryer.
5, To install, reverse the rernovsl procedure.
6. Leak test, evacuate, and charge the system. Re-
fer to "Evacuating the System" and "Chatging
the System"

1961 LlNCOLN CONTINENTAL

I. Remove the condenser from the car. 3. Remove two retaining nuts and remove the re-
ceiver Ermn the condenser.
2. Disconnect the two lines from the receiver. 4. To install, reverse the removal p r o c e d u ~ .
 I - - ? - 1
r
r
7
r - I

>

TROUBLE SHOOTING, REPAIR

AND ADJUSTMENTS
 SERVO ASSEMBLY
MANUAL
CONTROL
ADJUSTMENT PROCE[IURES
I n t e r m i ~ e n Qpcrution
t of the Servo Unif
On early production servos, the two rivets which
secure the motor leads to the statimaty contact.".
on the back cover may be loose. intermittent oper-
ation can result from this condition. It can be
corrected by soldering the lead wire terminals io
the rivets.
Control Head Dial Settings W i l l Not
Cortrlate With Servo Laver Arm Movement
This condition may result from s maladjusted
control cable, or if the movable arm contact point
makes only partial contact with the contact plate
and insulated strip. A ptoperly finished movable
arm contact paint will make partial contact only if
the servo back cover is distorted. If correlation
cannot be attained by adjustment a the control
cable, the following procedure should be uxed t6
get h1I movable arm point contact:
I. Remove the sew0 from the cowl panel.
NOTE: 'I'be back cover mast incotporate the
coil tension s p t i ~ g08 rbe m o v ~ b l eami. I! therr
is tno coil sp*ing. repbce tbe bark cover.
2. Remow the servo back cover ftom the housing
and disconnect the control cable from the mov-
able arm.
3. Pltlce a 2" x 8" piece of NO. 600 grit carborun-
durn paper face up m the contact plate.
NOTE: Cttt a I" diameter h o l ~in the srnter
1958 LINCOLN AND CONTINENTAL
o! !Be strip so that it can be placed over the
crnrer sbdft dnd r i I I lie /Iad or1 the contact
fikic.
4. U s e a length of discarded Bowden cable or
fashion a wire with a laaped end to fit over the
stud on the movable a m as a means of moving
the arm.
5. Hold the back cover on the servo housing with
the catbonrndilm paper under the movable am
contact point. Refinish the contack point by mov-
ing the movable arm back and forth across the
paper.
CAUTION; RPWOVC only li.3 to Ir'Z 01 the
wedge portion of ~ A Pconracf poitn~,
6. Examine the two stationary contact points and
remove any burrs or roughness with No. 460 grit
paper.
7. Reassemble the control cable to the back cover.
Install the back cover to the servo housing.
NOTE: On vcty carly poJuc/iotz t)erfii~les, the
insulating pud, used Beltreen r b ~s e w n and Ihs
dash panel, ulas no6 crrt out s u f f i c i e n t l y I t l allotu
the stafidnary drnr confuct rivets and wires. the
raised porfiotl n/ the servo back cover, and the
movable arm tension spring and pivot to Ire J r r e
Jsom pressure ' afler installalion. O n these u e -
h i c k s ir tuill he n p c c s s m y to ctir out addifaonal
sections of ~ b eissulalion pad t o rovidr! = P C -
essaty clearaact? ot this cririral point, ~ h con- k
dition can also r ~ s u l t in bard t w n i n g o/ tbe
control bead Knob.
Control Pws Not Actuate Servo
The control knob is connected ta the indicator
and control cable rack and pinion assembly by a
drive cable in the control head. If the control knob
and shaft turn and the indicator does not move, re-
place the controI head.
If the control knob is turned and the indicator
moves but the servo does not operate, the lever
arms may be binding in the cam assembly. I f a
LEFT S I D E COWL
.-.-
AIR DAMPER
Fig. 3-16-Cable Routing-(61LT-8826)
Remove the instrument panel tap cover and
cheek that the Allen set screw in the control cable
rack and pinion is tightly secured to the control
head shaft, This will reduce the p o o ~ i b i l i t yof ma1
adjustment.
Strvo Motor Will Operate Only a Shorn Time
After Ignition Kay Has Bran Turned On
The 6 amp circuit breaker is constructed so that
once the unit is opened, due to overload, a heater
winding keeps the circuit breaker open until the
ignition switch is turned off. Therefore, check and
correct any thin^ which may cause an overload, such
as binding Bowden cables. Replace: the circuit
breaker if found defective.
binding condition exists after a l l Bowden cables
have been removed, check each lever a m for slight
movement. Remove the binding lever arm and oper-
ate the servo to bring it back to the "'OFF" position.
If the Bowden cables ate kinked, bent or m i s -
touted, the servo n a y stalI. This can be corrected
only by terouting the cables in the correct position
and replacing any that may be kinked. (See figure
3-16.)
RIGHT SIDE COWL
Servo Assembly Vibrates (Cycles)
If the s e r n assembly seems to vibrate or oper-
ate back and forth while driving the car w e t a ruugh
road, the control cable from the control head may
be connected too low o t close to the contact plate
on the movable arm, This results in grounding the
contact plate through the control cable, conse-
quently operating the motor nnf i I the eyelet partion
of the cable is in the insulated area.
However. the contact point of the movable a m
will then be i n contact with the contact plate and
operate the servo in the reverse direction until it
is in the insulated arcs.
Confro1 Cable Adi ustment
CAUTION: The ignition cnil primary ?<lire should
be discomnected helore adjus ti=g t b r s y s l ~ n r , to
prcrrent hurt~ingik iqnitinn p o i ~ l s .
The m o s t important single adjustment in the en-
Lire system i s the m a i n conttol cable adjustment.
It m u s t be adjusted to correctly correlate the in-
dicated positions of the control head with the
action of t h e servn.
The following procedure should be used to
effectively attain the cortect control cable ad-
justment:
1. Remove the glove box and cover to gain access
to the servo.
2. Remove all servo cover.
3. Remove all the bowden cables from the levers
on the servo.
NOTE: On uir conditioned v ~ b i c l e s ,remove
rhe thermostarir su~dlcb and pas dtion it away
from )he servo.
4. Turn the control knob so thst t h e indiceter is in
t h e exact "OFF" position.
CAUTION: Any bent Ievar arms on the s e w e
m # s t be replaced before c o ~ t i ~ u i n gC. h e c k
tiqbtwess n! pivot scrrrils.
5. Loosen the control cable retaining cIip (See
figure 3-17).
6. Move the control cable armor baclc and forth
while watching the right and left vent lever
arms. If the control cable armor is positioned in
too Ear, the right ventilation duct lever arm will
move off the index mark. If the control cable
and armor is positioned out too far, both the
right and left veatilation duct lever arms will
move off their index marks.
CAUTION: This is a very important adjrrstmant
and should be performed riritlr e x t r e m e care.
7. Position the armor in the exact center of this
travel and t i ~ h t e nthe clip.
8. When the armor has been positioned so that
both the right and left ventilation Iever arms
are in their indexed positions, opeta te the servo
control through its compIete cycle whiIe ob-
serving the lever arm movement when turned to
the "OFFsa position, The left and right vent-
ilation arms will return to the index (OFF)
position if the control cable is properly corre-
lated.

<
_ _#*

CONTROL C
RETAINING

LEFT FRO

TEMPERATURE IRED1

LEFT V E N T (YELLOW]

INDEX MARKS ON HOY SING FOR "0FF"POSITIDN

F i g . ~ - l ' l - ~ o n t r oCables
l and Servo Lower Arms-(61LT-8827)
 k r v o Mmtor, 1. Turn the ignitiw switch *'C)N". Rotate the cmtml
Cam Plots and knob tu determine whether the sctvo motor is opere ting.

R-ir
Lwsr Arms -
and A d i u s ~ n t
a. If t h e mator d w s not run, p m e e d with step 2.
b. If matar m s , loosen the motor attach in^ set s c r e w
and remove the rndor Cmrrr the servo. (See ii-le
3-18.) Inspect the servo drive cwyIinp, end replace
the ~ o u p l i ~i fg it is damaged. I1 the coupling is
satisfactory, disconnect the Reven Bowden cables
from the face of the a c m . Remove the thermosta-
tie switch fmm the aarvo and m o v e i t to one sick.
Exercise care not to damagc the c ~ p i l l a vtube. Re-
move the servo ltom the d ~ pene! h ~ n dm o v e the
-tact c m e r plate essembly nad canlml heed Baw-
defi mble from the back of the servo. Examine the
motor d i r e s h a f t fw b e a k a g e ar for worn or bmken
worn Rear teeth, Ins-t the &g gear tceth m the
outside diameter of the cam and plate assembly for
worn or broken teeth. Replace parts RS necessary.
Pack the assembly with petroleum jelly.

NOTE: Tbr servo driveshalt dwd hcuriqs be

removed b y d r i u f ~ gout the roll pin from $be s ~ n m
IbousbiPg. TO rpmnve r h e c a m 11wd plate assembty bonr
the SRTWI. remrnw r h e "C"' mush? jrom rbe s c w o c a r
piznt and remtle the cdm and p h l e assembly frm tbQ
s r t ~ obo-isg.

I;;

Fig. 3-18-Removing Servo Matar Sct Scrcwi(62LT4S28)

2. Check t h e voltage a t the 6 amp. circuit breaker 3-19.)
on the dash penel above the servo. (See Heater a. If voltage is available at both terminals,
and Air Conditioner Circuit Diagram, figure proceed t o step 3.

S E R V O MOTOR

AMP' CIRcU't BREAKER / 2 0 AMP. CIRCUIT BREAKER

N I T I O N SW17CH

LOWER SWITCH

I C I N G SWITCH

WIRING COLOR CODE

MOTOR
0 BLACK
ww
'PA!!1- .- - - .- . .- - - - .
.
I t M r t U A I U K t LcINlKl3 1 SWITCH
E
BR
0
GREEN
BROWN
ORANGE
BtACK-RED BAND
RED-BLACK BAND
0-6 0RAUGE.BLACK BAND
G-0 GREEN-ORANGE B A N 0

MOVEABLE ARM
CONTAtt

G
IGNITION SWITCH

S E R V O MOTOR

COMPRESSOR CLUTCH

ICING SWITCH

BLOWER SWITCH 1. BLOWER MOTOR

'Fig. 3.1 9-IIeater, Air Conditioner and Compressor Clutch Circuits-1958-(61 LT-8829)
 b. If voltage i s availabIe a t only one terminal,
replace the circuit breaker.
c. If voltage i s not availabIe a t either terminal,
check for open or loose cannections in the
wire between the ignition switch terminai
and the circuit breaker.
3. Loosen the servo mator attaching set screw and
mave the motot from the servo. (Leave the three
motor wires connected.) Rotate the control
knob on the instrument panel.
a. If the motor does not run, proceed to step 4.
h. If the motor runs, disconnect the seven Bow-
den cables from the servo. Remove the Ranco
thermostatic switch from the servo and move
i t to one side. Exercise care not to damage
t h e capillary tube. Install the metot to the
servo and again rotate the control knob on
on the instrument panel.
c. If the motor runs, carefully inspect all Bow-
den cables for any condition which could
cause a bind (rust, corrosion, kinks, or im-
proper cable muting resulting in bends of
too s m a l l a radius). Check each damper door
and the air conditioner control unit for free-
dom of operation. (See figure 3-20.)
d. If the mator does not run, remove the servo
fmm the dash panel and remove the contact
plate assembly from the b ~ c kof the servo.
Remove the *'CH washer from the servo cam
AIR CONDITION DEFROSTER NOZZLE DAMPER
\ MANUAL CONlROl
INSTRUMENT P A N
AIR COND. REGIST
f 0 IMSTR PANEL
A.C. REGISTER
R E A R AIR P A M P E R
Fig. 3-20-Air Duct and Damper
pivot and remove the c a m and plate assembly
from the s e r w housing. Inspect the cam
grooveq the cam gear teeth, and the servo
arm and rotlet assemblies for any condition
which could cause the servo fo bind or lock
up {bent servo arms, stripped or damaged
cam gear teeth, worn or broken rollers, ox
cam grooves worn or gouged). Make certain
that the servo motor drive shaft turns freely
i n its bearings and that the warm gear teeth
are intact. (Refer to note in step 1-B.] Pack
assembly with petroleum jelly.
NOTE: When the servo arms ate ~ s m o u e d/m
any reason, t h e y should be suitably marked so
rhdr they may be reinstalled i n their originaf
pnsitions. (Refer to servo arm identification
skelch Jigmre 3-1 7.1
4. Disconnect the red and green servo motor field
wires from the servo. Alternately ground the
field wires mornentariIy.
I the motor runs in each direction, disconnect
the seven Bowden cables from the face of the
servo.
Remove the thermostatic switch from she servo and
mave i t to one side, taking care not to damage the
capillary tube. Remove the servo from the dash
R INLET OAMPFR
ER DOOR CABLE
HEATER WATFQ V A L
R . R E A R AIR DAMPER
ldentiiication-(9L-8804)
 panel and remove the contact cover plate assembly from the back of the servo.
Rotate the serva co~~trol k~iolst o see if tlie servo colllrol cable moves the
serva control contact arm assembly.
a. If the contact urn does not move, replace the regulator control drive
cable assembly.
b. If the contact arm moves, examine the contact cover plate assembIy
(the terminal block assembly and attached wires and the servo control
contact arm) and the crmtact surface af the servo cam and plate asscmbly
for any condition which could resuit in sn open for the servo motor con-
trol circuit. Repair ot replace parts a s necessary.
c. If the motor does not run, or runs in one direction only and the motor
wises are not broken inside their insulation, replace the motor.
5. Ta reassemble the servo:
a. Align each servo arm with "OFF" index marks on the sewo housing.
b, Align the arrow on the servo cam with the "OFF" index mark on the
servo housing, Refer t o figure 3-2 (80. 3).
c. PmperIy mesh the gear teeth of the servo motor driveshaft und the servo
cam. The servo cam will then drop into position en its center pivot. In-
stall the "waveJJwasher and the "C" washer on the cam pivot. Recheck
all servo arms to be sure they ate in the '"OFF'' position.
d. Rotate the serva conttol knob OII the instrument panel until the servo
control head dial pointer i s at the minimum defrost detent (fuI1 crockwise
travel from the "OFF" position.) Move the servo control arm and contact
assembly (on the sesvo contact cover plate) until the a n is against the
end of the recess in the covet plate nearest the control cabIe clamp. With
the canttol arm in this position, clamp the end of the control cabIe i n
plece.
e. Install the contact cover plate assembly on the servo.
f. Install the servo motor end tigSten the motor mounting set screw. Connect
the red and green motor field wires to the servo.
g. Ilount the servo on the dash panel. Connect the servo motor feed wire.
Set the thermostatic switch to the "OFF" position, with the actuating
cam arm rotated fully clockwise and attach the thermostatic switch to
servo making certain that the gear teeth on the thermostatic switch cam
are fully counterctockwise and properly meshed with the gear teeth on
the sewo arm.
h. Rotate the servo control knob on the instrument panel until the servo con-
trol head dial pointet is at the "OFF" position. Turn on the ignition
switch.
NOTE: When fAe i8'gairios switch is twncd on, tbe servo nlotw should
tun m o m ~ n t a r i I ynmd the right and left vent servo a r m s should move light*
ly from their ''OFF" index marks as indicated ow the housing.
i. Loosen the servo control cable clamp screw end slide the control cable
armor i n towards the servo very slowly. This will cause the servo motor
tu operate and the right and left vent servo atms w i l l move back towards
their "OFFy' index marks. Continlie to move the controI cable armor
slowIy until a11 of the servo arms are at their 'LOFF'yindex marks.
NOTE: Particulnr arienrion should be given to t b right ~ vcttt s e w 0 arm.
When this s e w u rirm i s e x a c t l y in the " O F F ' ~ ~ ~ t t( uo l no n ~with a l l t h r
othcr servo mmsl tighten the clamp screu. on the rontrol cable.
j. Rotate the servo control knob slowly through the entire operating rgnge
and teturn the pointer to the "OFF" detent position. Recheck each servo
arm to be sure i t is at the "OFF" index mark and readjust the control
cabIe armor if necessary.
6. Install the cables on the servo lever arms.
ELECTRIC CONTROL 1958159 LINCOLN .AND
CON7INENTAL

SERVICE DIAGNOSIS short and possibly by visual inspection. This con-

O r t i 1 lation or Constnnt Movemen+ of Sene
This condition could result from three causes.
The first would be a defective relay, in which case
i t w i l l be necessary to install a new one. The sec-
ond cause could be a short between two contacts
on the wafet s w i t c h , a short between two wires in
the harness, or a short between two contacts on
the back of the servo on the junction block. This
condition can only be corrected hy t r ~ c i n gfor a
dition could also result from excessive end play in
the servo motor shaft or tcath wear on the contact
plate and cam assembly. The servo motor shaft
shouId have .007" end play. If the cnd p l ~ yi s over
approximately .01211, it may be necessary to drive
out the roll pin and the shaft bushing. Then, turn
the bushing 180' and drive the bushing in until the
end play is again to specifications. A groove
should then be drilled and the roll pin installed. I f
the teeth on the contact plate and d m assembly
are warn, the assembly must be replaced.

mw ODLOlt C m E
LI BROWN G I GRFEH-B1KK MHD
G GPEtN G-lt CRSCH.IKD BAWD
0 DIlANtt G W GWEN-WHIII B W
R RED G.Y CRCEN YELLOW n A H 0
V VIOLET O-W ou~nG[.wtI~T:B A N 0
W WHIlE Bl W BLUE WfllIE B A U D
r vr~row I 11 PS'I R I A T U AANR
II BtUE RW RiO.WHllt &AND
B G U A t K.(;RLHI IAUD V W VIOLET-WHITE BAND
BR-GILYOWH-GREENBMD vY vlom VILLOW WD
BR-wBROW.WHITE BANO W.V wnlrr vlolrr sauo
-

'Fig. 3-2 1 -Electric Servo Conttof Wiring Riagram-1958-2959-(9L-881L)

No Contra1 in One or o Few Dctsnt Posittons
In thc event that one or more movements of the
control pointer donot resultin movement of theservo,
the most probable trouble is an open wire or con-
nection st the wafer witch, open i n the wiring har-
ness or on open at the contact on the junction Block
of the serve. 11 is also pmsihte fot one or m o t e of
the contacts on the junction block to be bent and not
making contact with the contact plate.
A wafer switch which has contacts that are bent
or broken can usually be identified by harder oper-
ation of the switch.
Control Hmad Pointer Not Exactly Coordlnuted
with Servo Acticm
This condition could only result if the allen set-
screw which secures the wafer switch to the con-
trol head shaft i s lome.
NOTE: the event u / u!afer switch or u t w i n ~
haraesa r c p l a s e m ~ n t ,care tntd51 be exercised wben
w m o v i n ~or instcllli~rg the wa(er subitcb as ure El as
w6err r a a t i ~ g!he r~liring h r n e s s due to space l i m l t -
atiofls*
Servo Motor Bound-up

In the event that both of the -energizing coils in

Inoperative Sew0 the relay are ectivated, because of a short in the
wiring harness or contacts i n the wafer switch or
The servo will not operete if any of fithe following junction block, the s e w motor will lock up. This
conditions ere presenk condition can be checked by putt in^ e test light on
I. Fuse blown i n the fuse panel. both of the servo motor lead wires to ground. If both
2. An open wire from the iuse to the asfer switch. sides light up, disconnect the servo motor tQ p~event
3. If No. 12 contoct an the wafer switch is OF. damage to the motor.
4. Cimuit breaker open.
5. Open in wiring from the circuit breaker to the a t a y . Indexing Mark on Servo Contact Plate
6. Inoperative d a y .
7. Open wiring from the =lay to the servo motor. The servo housing has tetained the amn head
8. Inoperative servo motor. index mark on the edge of the casting. However,
9. Open in the servo motor ground wire. the arrow head has been removed from the contact
10.Opcn in No. 18 contact of the junctian block. plate and a small insulated dot has been inserted in
11,hoperatiw front s i d e of the No. 2 wafer switch. the outer edge of the plate. When, these marks are
12.Mechanical bending of the unit. aligned, the "OFF" position IS reached.

20 AMP. CIRCUIT

SERVO MOMR CbMPReSSOR CLUTCH

WlRlNa COLOA CODE

B BLACK
B-R BLIICK-RED BAND
BR BROWN
G GREW
G-0 GREW-ORANGE BAND
A-0 RED.BLACK %AND T O =SERVO MOTOR ClRtUlT
R RED
AU L ~ C R CIRCZEO
S INDICATES PART OF
0
0-6
QQANGI?
ORANGE-BLACK BAND 0 AS
SHOWN INDICATE CONNECTORS MULTIfU CONNECTOR

Fig. 3.22-Air Conditioning-Heater Blawets and Compressor Clutch Circuits-1959-(9L-7764)

V A C U U M CONTROL
1960 LINCOLN AND CQNtfNPNtAL

ADJUSTMENTS
V A C U U M MOTOR
ADJUSTMENT

Y ENTlLATlOH DUCT VACUUM MOTOR

The vtrntilation duct must be m o v e d

in order to ndjusf the Y B motor~
(See figure 3-23.)

It should be noted that the same

vacuum mator and attaching brtlckct are
u s d m both the ti~h,htand left ventilation
ducts. However, the Ieft ventil~ondnct
vacuum motor and attaching bracket i s
inverted 18b0 so that the adjuahent of
the si yht damper is at full "'0FF'"posi-
tion, while the left damper would be in
the full h a t e r nnd defroster position.
Adjust the link to position thc ptdoad
indicator flush with the motor body.
Fig. 3-23-Ventilatii~n Duct V ~ m ~ t rMotor
n
Adjustrnunt-(60L-8817)

VACUUM MOTOR
ADJUSTMENT

RIGHT SIDE COWL DUCT VACUUM

MOTOR

The right wide cowl duct must be re-

moved in order to adjust the vacuum
motor. See figure 3-24, Aftcr iemovel,
the fink should be edjusted so the pre-
load in&cator is flush with the motor
M v when the heater side cowl d m r is
ctosed.

Fig. 3-24-Right Side Cow1 Duct Vacuum Matar

Adjashnant-(dOL-8816)
 T O DEFROSTER O U T L E T T O A / C REFlSTER
LEFT SIDE COWL DUCT AND PLENUM
I I VACUUMMTOR

The left s i d e c-1 duct and plenum cham-

ber (defroster, A/C duet) murrt be removed as
an aasembly in order to adjust either the side
L cowl or plenum ehamber vacuum motor* (See
figure S-25.) Adjust the side cowl vacuum
motor link end thc plemue chernber vacuum
motof link to bmcket, so the preload indim-
tor is flush with the motor body.

WATER VALVE AND AIC WERMQSTATIC

PLENUM CHAMBER SWlTCH VACUUM MOTOR
V A C U U M MOTOR
AQjUSTMENT The water valve and AJC thermostatic
swikh vacuum motors may be edjnsted only
after the glove trox and liner h ~ v ebeen re-
moved. Position the s-Q control head i n
ADJUSTMENT
either the '"OFF'bor venti1a;tIon p i t i o n to
a s s u e hat both water valve md AJC thenno-
static switch are off.Thm. adjust the vacuum
motor links so that the preload indicators are
flush with the motor h d y .

While the glove box and Liner are removed.

the vacunm hwn multiple disconnect should
Fig. 3-%~eft Side Cowl Duct and Plenum Chamber be checked to hmre thew are no vecuum
Vacuum Mokor Adjustmwt460t-8824) Ietlks md the c l a p screw i s tight

A l l CONOZTION8NO
T H E R M O 5 f A T I C SWITCH
C A P I L L A R Y TUBE OPENING
R I W T IHSTRUMENT PANEL REGISTER AND
DEFROSTER YACUUMMOTOR

The cove box and h e r must be m o v e d

LO adjust the right instrummt pmel reaster
and defmster vacuum motor. Onte i t has been
m o v e d , the Link setscrew ~ h o u l dbe loosen-
ed and the ptcload indicator set flush with
the motor body. Thc prrrload indiestor cannot
be sem, however, it can he felt and properly
set in this manner. (See figure 3-%,)

1 4 NUTS ATTACHED T O
RIEGISfER STUDS
ADJUSTMENT THRU I N S T R U M E N T P h N E t

Fig. 3-26-Right Instnrmeat Panel Register and k f t o s ~ r

Dnct Vecnum Motor Adjustmenti(60LR824)
 TROUBLE SHOOTING
In the evefit that one or more of the vacuum
motors does not tespond when the control head is
turned, the following trouble shooting p m d u r e
should be used:
1. With the engine idling, turn the control knob in
an attempt to activate the inoperative motor.
Figure 3-7 indicates which vacuum motors sre
activated at each position an the dial.
2. Remove the vacuum line from the inoperative
vacuum mator. If vacuum is present, remove the
vacuum motor; if vacuum is not ptesent, con-
tinue with step 4.
3. Connect the vacuum hose of a distributar tester
t o the suspected defective vacuum metnr. Turn
the vacuum rheostat to 15 inches. If the vacuum
motor is good, the diaphragm will be pulIed i n ;
if not, replace it. If the vaeuum motor tests good.
the damper could be bindinp. This condition
must be corrected.
4, If there is no vacuum at the disconnected hose
and the control head is set to activate the pa&-
cular vacuum motor as indicated in figure 3-7,
turn the dial to check the operation of the other
vacuum motors,
If all but one vaeuum motor operates, check the
vacuum h m e from the vaeuum motor to the dash
pme1 disconnect and to the vacuum servo for
leaks, sharp bends or pinches which would pre-
vent the vacuum from operating the motor. If the
vacuum hose is Caund to be di~connected,recon-
nect it and t a t operation.
CAUTION: n o mot use any Iabricant m sealer
when installing bbe vacuum hoses as it conld
p l q up the hose or vacuum sestro.
6. If the vacuumhose is properly connected at the
vacuum servo, disconnect i t and check the m-
at the pa*' If vecuum is present at
port with the control head in the correct detent
snd ail other vacuum motors optate properly,
replace the vacuum servo.
7. If none of the vacuum motors operate, check the
input hose for vacuum. If them is no vaeuum,
cheek the hose to the reserve bnk and to the
vacuum source for a sharp bend, pinch or broken
connection. It must be remembered that loose
hase connections may canse malfunetinns to all
of the vacuum motors. A leak in any of the va-
cuum hoses to the vacuum motors or in the va-
cuum motor diaphragm may result in a continuous
singing or bussing noise in the vacuum servo.
To inswe proper operatiotna/ tba vacusltn motors,
Timerman clips mast Be installed on the damper
crank a r m s .
Insufficient or No Cooling
1. BLOWER MOTOR OR MOTORS DO NOT RUN:
a. Check the blower motor circuit breaker.
b. Check for poor connections or an open circuit.
c. Check the blower motor resistor.
d. Check the blower switch.
e. Check the blower motor or motors.
2. BLOWER OPERATES, BUT DOES NOT HAVE
3 SPEEDS:
a . Check the blower motor resistor.
b. Check the blower switch.
c. Check for an open connection.
d. Check the high blower relay.
BLOWER OPERATES BUT AIR OUTPUT IS
NOT NORMAL:
a. Check operation of the heater andA/C con-
ttol. Determine if the air doors are operating
properly.
b. Check de passages lor obstructions. Chcck
for adequete air delivery from air registers.
4. CLUTCH DOES NOT ENGAGE (CONTROL
POINTER ON MAXIMUM COOLING, IGNITION
SWITCH "ON", TEMPERATURE ABOVE 4D0
r .J.
a. CheckvoItage at clutch. If voltage i s present,
repair or replace clutch.
b. If no voltage is present at clutch, check
clutch brushes; using a jumper wire, bypass
the thermostatic switch. Check thermostatic
switch vacuum motor and servo canttol if re-
quired. If the clutch engages, repair wiring
or replace thermostatfc switch.
 e. Thermostatic switch bypassed (no
voltage to the clutch), Connect a
jumper wire from the thermostatic
switch to compressor. If cIutch now
engages, Ioose connection, defec-
tive icing switch or open circuit is
TEMPERATURE C O N T R O L S W I T C H
causing the trouble. Repair wiring.

CONNECTOR PART OF POW

COMPRESSOR CLVT
WIRING COLOR CODE
B BLACK
BR BROWN
C II. F E E D BUS BAR 30 A M P . CIRCUIT B R E A K E R R RED
IN POWER B O X G GREEN

\$..A
rB
BATTERY T E R M I N A L
0
0-BR
0-6
B-W
ORANGE
ORANGE.BROWN B A N D
ORANGE-BLACK BAND
BkACK-WHITE BAND

OF STARTER R E L A Y

TEMPERATURE C O N f ROL SW

RESISTOR

A INDICATES PART OF MULTIPLE CONNECTOR @ A L L L E T T E R S CIRCLED A S S H O W N l N D l C A T E CONNECTORS

Fig. 3-27-A/C BIower and Compressor Clutch Circuits (All Except Model 23-A)--1960-(61~~-8824)
 BLOWER SWITCH
I

I G N lI T lI O N SWITCH

ICING SWITCH

LOWER MOTOR
COMPRESSOR CLUTCH

COMPRESSOR CLUTCH

1. BLOWER MOTOR

3 0 AMP. CIRCUIT B R E A K E R
I N POWER B O X

WLOWER SWITCH
OF I G N I T I O N SWITCH

WlRlNG CO'LQR CODE

0 ORANGE
R RED
B BLACK
R-6 RED-BLACK B A N D
0.B ORANGE-BLACK BAND
BR BROWN
0-W BLACK-WHITE BAND
B-G BLACK-GREEN B A N D
G-0 GREEN-ORANGE BAND

A IUDICATES PART OF MULTIPLE CONNECTOR @ ALL LETTERS CIRCLED AS SHOWN INDICATE CONNECTORS

Fig. 3-28-A/C Blower and Compressor Clutch Circuits (Model 23-A)-1960-6lLT-8825)

 l l O W E R MOTOR I
AIR CONDITIONER CONTROL SWITCH

lGNlflON SWtTCH

BLOWER S W I T C H
POWER aox

2 0 AMP.
97
ClRC UtT B R E A K E R

I-t
R

IGNITlON SWITCH

COLOR CODE
7 REFRIGERANT

VIOLET
B-R B L A C K - R E D BAND
BR BROWN
B.0 BLACK-ORANGE B A N D
W WHIT
R-B RED.BLACK BAND
R RED
0 ORANGE
0-0 ORANGE-SLACK BAND
B-G n I A C K . G R E E N BAND
A tNDlCATES PART OF MULTlPLE CONNECTOR @ ALL LETTERS CIRCLED AS S H O W H INDICATE CONN

Fig. 3-29-A/C Blower and Refrigerant SoIenoid-Rear (Model 23-A)-1960-f6lLT-8830)

 1961 LINCOLN CONTINW AL

THERMOSTATIC SWITCH

1. Remove the lower left

instntrnsnt panel covet.
2. Looem the hk ad-
justment screw. (Ses
Figum 3-30.)
3. Adjust the Ilnk until
the preload iindlcator
is flush with the motor
body. The switch arm
m u ~ t be in the full
forwad wition for
adjustment.
4. Tighten the link ad-
justment screw and in-
stall the Iwer left in-
s t w e n t panel cover.

TROUBLE

HO BLOWER OPERATION

With a test lamp, twt

b r velta~e at the output
side of the heater and air
conditioning cimuit break-
er. The circuit Lteekcr is
l m t e d in the top section
of the power box. Fig. 3-3bThetmast~tticSwitch hdju~tmmt-(61LM-7807)

Ef voltage is ava3Iabfc at the ontpnt side of the
circuit breaker, test the blower mttal switch. If
tests indicste the blower awftch ia g o d , check the
registor and blower housin~tezmind.
If no voltage is evellable at the blower. checkthe
aperet3on of the vacuum switch. W i t h vacuum applied,
the switeh s h d d gmund the A/C blower motor. If
a test light indicates an open d d t , check to s t 9
if vaemrm is available a t She switch when the con-
trol is in the AjC positions. If vacum i s arsitable,
lepface the switch.
Control km
kspect all hwcs at the mntml servo end the
control hose canneetot for pmpet hose hookup. (Re-
fer to Flgnm 3-1) for the proper an^.)
If all hmes are connected pmperly, remove the
brge black sopply hose from the s e w o md check it
for pamum. If na Yacunrn is present, check the
supply h a s t fur terrks or en inovrative vacuum
check v a l e .
Be sure that the raemrm check alve is properly
installed. If vacuum is present et the aerw supply
hose, cwnect the hoses te a new semo end check
its -retion. If dl camponetlts f u n d o n pwperly.
replace the wcum control ~lesvo.
 WlRlHO COLOR CODE
0 ORANGE
BL BLUE
a nkn
W WHITE
R-BL RED-BLUE STRIPE
G-0 GREEN-ORANGESTRW
R-B RED-BLACK STRIPE
0-8 ORANGE-BLACK STRIPE
V VIOLET
B-G BLACK-GREEN STRIPE
BR-t BROWN-GREEN STRIPE
BRQ BROWN-ORANGESTRlPE
BR-V BROWN-VIOLET STRIPE
8-W BLACK-WHITESTRIPE
BR BROWN
B BLACK
B-A BCACK-RA) STRIPE

TOclucua BREWER - - - v .7 TOPCONTROL R-BL-D R-EL-

RELAY IN
1 POWER BOX
TO TOP

SWITCH IDLING
SWITCH BR-V

BR9

BR.O-D
ER-o FASTIDLE
SOLENOID
ACC ARM

THERMOSTAT
FAST IDLE
,
I--
,
CONTROL SWITCH S O L W I D ON
-\
CONVERTIBLE
BLOW COMPR-R CARBURROR GROUND
CONTROL RESISTOR
BR-G SW~TCH

0-B 0-B
A A

fi
BR aBR &G-o + 8-G DB-G
20 AMP
CIRCUIT
BREAKER
IN POW@
BOX

A INDICATES PART OP MULTIPLE CONNKTOR

IGNITION
ALL LITERS QRCLED AS SHOWN INDlCATE
SWITCH

HEATER URCUIT CLOSm WTH NO VACUUM L~~ CIRCUIT CLOSED WITH VACUUM

Fig. 3-31-1Ieater-Air Conditioning Wiring Diagram-1961(61LM-7&14E

 Ire- A
a* MERCURY

LEFT AIR DUCT

VACUUM MOTOR

- - = --

CHECK VALVE

SPOT COOLER

DIAL AND BEZEL

UElAlNlNG SCREWS (31

SET SCREWS

PASSENGER CIOMPARIMEW VlEW

Fig. 4-1 -Heater-Air Conditioning and Related Parts-1458-59-(9M-8804)

 The Climate Dial heater and air conditioning unit is operated by means of a vacuum
servo mechanism which i s controEled by one central control knob. One blower motor is used
to regulate the volume of heated or cool air desired. This i s controlled by a three position
blower switch located in t h e center of the sewn conttol.
A vactium reserve tank and check valve is included in the system to assure sufficient
vacuum for all operating conditions. The tank and v a h c are located on the left front fender
apron.
The cmm plate i n the vacuum s e r v o i s the onIy difference between the heater only or air
condition in^ and heater servo control. The heater cam plate h a s "Heater" stamped on the
front face while the heater and air conditioning cam plate has "Air Conditioning" stamped
on the front face to provide easy identification. The servo should only be serviced as a com-
plete unit.

Control Operation

Figure 4-1 shows t h e Climate DiaI hestet and
air conditioning and related parts.
The Climate Dial Control knob, when turned to
the various detent positions, rotates the cam plate.
The rotating cam plate reIeases or depresses five
plungers which are part ef the vacuum servo as-
sembly and conttels the vacuum to the respective
vacuum motors.
The blower motor speed is selected by pulling
the control knob out to either of two positions. To
opente the blower motor at low speed, pull the
knob half way out, and all the way out for high speed.
The "Spot Cooler" attached to the lower edge
of the instrument panel has two registers which
can be adjusted to direct air flow as desired.

Thc Climate Dial "Dlend-Air" heater and air
conditioning control system is basically the same
as used in ptevious models. (See figure 4-3.) The
water valve is controlled directly from the servo
control head, however, it i s either fully on or fully
off. Heater regulation is controlled by blending
heated air and outside air in t h e desired proportion
FOLLOWER MODULATOR
Fig. 4-%Servo Control Head-(Fmnt View)
1960460M-7818)
to maintain an e v e n temperature inside the passen-
Eer compartment. The blower switch is located on
the upper inboard s i d e of the Climate Dial control.
The Climate Dial knoh, when turned to the
various detent positions, rotates a cam. (See fig-
ure 4-2.) The rotating cum raises ot lowers t h e
cam follower which controls the modulator and
directs the vacuum flow through the setvo head to
the appropriate vacuum ports. The vacuum hoses
connected ta the ports are cannected to vacuum
motors which are activated to open or close the
various dampers, thermostatic switch, and water
valve.
The modulator acts a s a relief valve permitting
outside air to enter the various vacuum motors
when they are not activated. This allows the pres-
sure of the return spting in the vacuum motor to
close the connected units. The vacuum motors
apply a 4 to 6 pound pull with 13 inches of va-
cuum after overcoming approximately 10 pounds of
return spring pressure.
A check valve is incorporated in the vacuum
servo t o retain the vacuum. This prevents inad-
vertent operation of vacuum motors when the rnani-
fold vacuum drops below 13 inches as on acceler-
ation or when the engine is under heavy load.
A vacuum reserve tank and check valve are in-
cluded in the system to assure sufficient vacuum
for all opetating conditions. The tank and check
valve are located on the lower rear portion of the In operation, outside air enters the cowl venti-
Ieft front fender apron. (See figure 4-3,) lator grille and is forced by the cars forward motion,

TMENT V I E W

LEFT A I R DUCT
VACUUM MOTOR

VALVE VACUUM RfSER

TANK

Fig. 4-3-Heater-Air Conditioning and Related Parts-1960-{6OM-780g)

 or by the blower fan, toward the heater blending
valve. The valve then directs anIy a portion of the
air through the heater core to be heated; the bal-
ance is directed around the core and is blended
with the heated air in the plenum chamber bclarc
entering the passenger compartment. The desired
ternperatute is obtained by turning the eonttol knob
between the LOW and HIGH dial positions. (See
figure 4-4.) In the air conditioning position, the
right vent damper is closed permitting inside air
to tecircutate through the right vent, blower motor
housing, evaporator and out through the instrument
panel register.

BLOWER MOTOR

RIGHT AIR
D U C T FROM

CONfkOL DlAL AT H E A T
COUTROL D l A L A T OFF

R I G H T AIR
INLET G R I L L E

AIR CONDITtONING ONLY H I A I I N G ONLY

CONTROL D I A L
CONTROL b l A 1 A T "10" MEAT
A T A l l P051710N5

OUTSIDE A I R
HEATED AIR
B L E N D E D AIR
-- --L D E F R Q S T E R AIR
RETURN AIR
A f C AIR
-
-
- AT " H E A T

Fig. 4-4-Heater-Ait Conditioning Air Flaw Chart-1960-(60M-7826)

 1961
The operating controls consist of a heater-air conditioning control panel located i n the
instrument panel and a '"Spot Cooler" (air register) with a thermostatic control switch,
which, is located below the centet of the instrument panel. (See fignre 4-5.)

PANEL TO HOUSING B R A C K E T HEATER TEMPERATURE REGULATOR VALVE

\ V*CY". MOTOR

7 0 TEMPERATURE
REGULATOR VALVE

Fig. 4-5-Heater and Air Conditioning Control System- 1961-(61MM-8811)

 The heater-air conditioning control panel is similar to the heater onlv control, but the
levers co~~trol the air flow in a different manner and actuate a vacuum valve switch for
opening and closing of a recirculating a i ~ door. The the~mostatic switch control knob is
located in the upper center area of thc "Spot Cuoler" and has 5 different steps for cooling.
Thc switch control knob is rotated cIockwise for increased cooling.
A three speed blower switch is located to the right side of the heater-air conditioning
control panel.
All cars equipped with air conditioning have a hand throttle located t o t h e left of the
evaporator. This throttle is to be used ONLY when the transmission selcctor levcr is in
NEUTRAL ot PARK position. The hand throttle MUST be releesed BEFORE the driver
sekcts a gear range.
Figure 4-6 shows the heater-air conditioning a i r flow s y s t e m .

HT VENT K N O B
PULLED OUT

RIGHT VENTILATION

DEFROSTER AIR DOOR

LOWER CONTROL
LEVER AT D E F R O S T

LOWER CONTROL
LEVER l N HEAT
POSITION

DOOR-^ I I k

rn
HEATER DUMP
TEMPERATURE RE
VALVE
LOWER CONTROL
LEVER 1N OFF AND- 4 ,
DEFROST POSITION HEATER CORE

-
-
EVAPORATOR
- - -OWSIDE AIR
-H FATED AIR

A/C AIR LOWER CONTROL

-DEFROSTER AIR SPOT COOLER LEVER ATOFF TOP VIEW

Fig. 4-6-Heater and Air Condjtioning Air Flow-1461-(61MM-8809)

REMOVAL
AND
INSTALLATtON
CONTROLS

REMOVAL

1. Disconnect the negative (ground) battery cable 2. Remove t h e set screw tom the switch control
to prevent the possibility of a short circuit dut- knob and pull the knob off t h e shaft.
ing removal and installation operation. 3. Remove the left fresh air duet.
I . Rcmovc thrcc acrewa attaching the servo con-
trol aseembty tn the dial housing, (See figure
4-7 .)

5. Remove theservo control assembly; temove the

blowet switch and shalt ~ n ddisconnect the
vacuum hoses f m t h e servo crmttal.
NIWE IIUNIUCC.Iua I0 REMOVAL
TEMFERATYKi! CONTROL
(6ROWN.I)
1- Disconnett the
I '
NIPPLE CONNECTOR TO AIR
rC0ND1ILOWING IHIUMOITAIIC terg cable.
negative (ground) h t -

2. R e m o w the 8et s m w f k witch

~ tm
control knob and pull the knob off the
haft.

3. Remove the Ieft fresh air duct.

4. 13isconnett the blnwer switch w i r w ~t

the connector.

NIFPLI: INOPERATIVF

4
N I F P IC
c
NIPP! L ~NNECTOR
I r ? R: Q W E R l7AMPER
AND CVAPORATOQ
D A M M R ( YELLCW )

~O~NECIOR
I Q QEFR05TER (BLUE 1
5. Remove two switch nttechin~screws
( r i m 4-7) and slide the switch and
shaft assembly out of the vacuum serva
control.
Fig. 4-7-Vacuum S w o Control-19S%(KM-7910)

INSTALLATION
1. Inaett tb blower switch shaft in the servo con-
INSTALLATION
trol; rotate the switch and shaft sa the f b t on
thc shaft mates with the flat in the servo cem
plate.
1. %sition the bl-r switch shaft in the s e w
control. Rotrtte the -itch and shaft so the flat
2. Position the blower switch and secure i t with an the shalt mews with t h e f l a t ia the servo cam
the tmo screws.
plate.
3. Connect the vacuum hoses to the servo control.
2. Secure the switch b the servo with two ~ c t e w ~ .

4, Place the servo control in position on the dial

hou~ingand secure with three screws. 3. Connect fhc blow- switch wires.

5. Install thc icft fresh ait doct. 4. Install t h e switch control knob and aerure with
the set screw.
6. InstxaI1 the switch cnntml knob and seem with
the set %few. Install the left sit duct.

7. Connect the battery ground cable. 6. Cmnect the battery gmnnd cable.

8. Start the engine; check the complete heaterair 7. Check the operation of the b l m t ~ s i t c hend
conditioning opetations in 011 D i d psitims. the left h h air duct valve.
 SERVO AND TO DEFROSTER
DAMPER
BLOWER SWITCH

Refer to f i p r e 4-1 and proceed as fol-

Iwrs :

I. Remove t h e negativc Cgrwncr)w b l e front

tha buttery.

2. Snap out the chmme bezel located be-

tween the two clnsters just above f3e
steering column. U s e a k n t w i r e end
pull b m the bottom of t h e plate.

3. L m t n 1 hewiper control knob set screw

and stide off the knab assmbly. Remove Fig. #-Vacuum Servo Con-I-Rear View
the w i w r switch retaining nut. 2960-(6OM-7817)

4. L ~ e then heater blower switch knob

sct screw and c m a v e the knob. Rcfcr to lime 4-2 and p r o d as bollfiws:

5, Loosen the eIirnate dial knob set screw 1. Remove the negative [ground) cable from the battery.
and remow t h e knob.
2. Looaen the wiper contmt knob set screw and remove
the knab. Remove the riper switch retaining aut-
6. work in^ through the opening b l o w the
cluster, disconnect the cigar lighter wire. 3. Loon- the heater blower switch knob s d screw and
wmwe the knob.
7, Remove three screws securing the bezel
to the c f ~ t t end
r remove the bezel and 4. Loosen the Cfim~teDial knob set screw and remove
dial plate assembly. rhe knob.

5. Working t h r ~ u g h the opening below the chster, dis-

8. Remow fwn ncrem s e u r i n g the vec-
uum servo to t h e cluster. Pull the servo
out fat moagh to expose the vaeuam
hoses.
NOTE: TAP calm on tbe vecunrm port.<
ot I& servo m a t c b ~I &~ COIW
vacuum hoses so r h t the hoses can be
i ~ s t a l l c dto rbu c m r c f patis.
9. D f s e o m ~the vacuum hoses and the
blower switch wires at the connector.
cnnnect the cigar lighter wire.
6. Remove Z screws securing the bezel to the duster
and remove she bezel and d i d plate asacmbly.
7, Remove 2 screws securing the vacuum sewo to the
clu~tct.h l l the swva out fat enough ta expose the
on tbe
mcunm hoses. The co lbr on r h p vncuum ports o/ ibc
S P W O matches the cc~lor nn tbe vrcuam hoses t o tltrdt
the hoses can he installed ro rbr c w e c t ports. (See
figure 4-8.)

lo.% m o v e the blower switch, rmwe

two attachtng ~ e t e w 9 and slidc the
witch ~ s s e m b l y[ r ~ mthe servo.
11.To install the wcuum servo and blower
switch, reverse the removal pmedlue.
9. To mmnve the blower switch, remove 2 attaching
screws and slirlc Lllu switch assembly dawn thrwgl
the lower access hole, Disconnect the wiring quick
disconnect from the war of the switch.
10,To i n s t d l the vacuum servo and bImer switch, re-
verse Qe removal p d u t e .
 CONTROL ASSEMBLY
1961
1. Disconnect the negative (ground) cable from 2. Remove the three control lever knobs.
the battery. 3. Remove t h e evapocator ta "Spot Cooler" duct

V A C U U M MOTOR

HEATER I N L E T
CONNECTOR
BLOWER R E S I S T O R

COVER - E R TEMPERATURE
VALVE
BLOWER MOTOR

'ANSlON VALVE

EVAPORATOR Ci

Fig. 4-9-Evaporator and Blower Rousing Disassembled-1961-(61m-8810)

 clamp bracket retaining screws and remove the
clamp brackets. Carefully pull the duct away
from the "Spot Cooler."
4. Disconnect the vacuum valve switch hoses and
the blower motor switch wire black connector.
5. Remove 2 control retaining nuts at the back
side of the instrument panel. (See figure 4-5.)
6. Pull the control assembly back and dawn from
the panel and disconnect the control cables.
Remove the control assembly.
7, On the bench transfer the blower switch and
vacuum switch. With the lower control lever at
"HEAT" adjust the vacuum valve switch by
moving it against the control lever flange until
the switch plunget i s depressed. Tighten the
switch retaining screw.
8. T o instal!, reverse the removal prccedure.
BLOWER SWITCH
1%1
1. Disconnect the negative (ground) cable from
the battery.
2. Rernove the bIower switch control knob.
EVAPORATOR
REMOVAL
1, lrlstall the Manifold Gauge Set and discharge
the system.
2. Remove the blower and motor assembly.
3. Disconnect the heater hoses at the cowl panel.
Remove the heater tube and reftigerant Iine re-
tainer plates from the cowl panel.
4- Remove the love box and disconnect the thet-
mostatic switch control cable and wires; then,
remove the switch. Disconnect the control cable
from the heater thermostat, defroster damper,
3, Remove the ash tray and retainer.
4. Remove the evaporator to "Spot Cooler" duct
clemp bracket retaining screws and remove the
clamp brackets. Carefully pull the duct away
from the "Spot Cooler."
5. Disconnect the blower switch wiring block con-
nector at the switch.
6. Remove one switch retaining nut and lift out
the switch,
7. To install, reverse the removal procedure.
VACUUM VALVE SWITCH
1961
1. Remove the evaporator to "Spot Cooler" duet
clamp bracket retaining screws and remove the
clamp brackets. C~refalIy puIl the duct away
from the "Swt C o o l e r . ' ~ S e efigure 4-9.)
2. Disconnect the two vacuum hosea at the va-
cuum valve switch. (See figure 4-5.)
3. Remove one serew retaining the vacuum valve
switch to the control and remove the switch.
4. To install, reverse the removsl procedure.
and the air diverter valve. Disconnect the va-
cuum line at the heater thermostat.
5. Loosen the defroster duet clamp on the plenum.
Remove s i x plenum to evaporator screws and
one pIenum btacket to cowl screw; then, remove
the plenum evaporator drip pan and drain tube.
Remove the Ieft air register connecting duct
from the evaporator.
6. Disconnect the refrigerant lines. Remove four
evaporator stud nuts; then, pull the evaporator
away from the caw1 panel. Roll the evaporator
from under the instrument panel.

1. Apply Perma-gum sealer, or equivalent, to the
cowl panel where the flange of the evaporator
case w i l l make contact. Be sure the evaporator
case gasket is securely i n place on the case.
2. Position the evaporator under the dash; then,
instaIl the four evaporator stud nuts.
3. Connect the refrigerant l i n e , heater
retainer plates.
4. Install the thermostatic switch; then, connect
the control cable and wires. Install the right
REMOVAL
1. Disconnect the negative (ground) cable from
t h e battery.
2. Remove the spot cooler and flexible hose from
under the instrument panel.
3. Remove the glove box door and glove
sem bly.
4. Remow the heater plenum chamber.
5. Remove seven screws retaining the thermostatic
switch housing on the evaporator housing and
disconnect the two wires from the switch. PuLl
the capillary tube out of the evaporator core.
6 . Disconnwt the vacuum hose from the thermo-
static switch vacuum motor.
7. Remove the hood lock and bracket assembly.
8. Remove the accelerator rod to transmission con-
troI rod, bracket, and rod assembly.
9. Remove the vacuum hose from the watet valve.
10.Remove the water yalve bracket and position
the watet valve and connecting hases forward
on the engine ta obtain clearance.
1l.Install the Manifold Gauge Set to the service
valves and discharge the air conditioning system.
12,Discwnect t h e high pressure hose connection
at the expansion valve.
~3.DEsconnect the low pressure hose at the eva-
pcrator outlet.
INSTALLATION
air register connecting duct; then, install the
glove box.
5. tnstall the left air register connecting duct.
Install the evaporator drip pan, plenum, and
drain tube. Connect the control cables snd heat-
er thermostat vacuum line. Install the defroster
duct and tighten the clamp.
hoses, and 6, Install the heater hoses and the blower and
motor assembly. Fill the cooling system.
7. Evacuate and charge the system foliowing
instructions outlined i n Section 2.
NOTE: t a p s ot saitable proJleciion s b o d d be
installed on open connections la prevent
dirt and moisture from entering tba s y s t e m atld
to protect the i h r d d s o/ fbe conrrector.r.
14.Disconnect the rubber coupling between the
evaporator housing and the heater core housing.
as-
~ Q X 15.Remove four nuts and washers from the passen-
gers side of the cowl panel,
X6,Rernove the evaporator core and housing as-
sembly from the vehicle.
17,Remove 16 screws attaching the front and rear
evaporator housing sections and remove thecore.
18.~emovethe expansion valve from the evapo-
rator care. (See figure 4-10.)
Fig. &I 0-Removing the Expansion Valve
(60111-7811)
1. Install the expansion valve to t h evaporator
core.
2. Install the evaporator in the housing and install
the 16 s c r e w s connecting the two housing sec-
tions.
3. Position the ev~porator housing on the cowl
panet and attach the four nuts and washets to
the evaporator core retaining studs.
4. Connect the rubber connector between the evap-
oretat housing and heater core housins.
5. Connect the high and low pressure lines to the
expansion valveand evaporator core outlet pipe.
5. Install the hood lock and bracket assembly to
cowl an el. (Two nuts on top and two bolts into
cage nuts on the bottom).
7. Install the accelerator r d to transmission con-
troi rod bracket and rod assembly.
8. Install the heater water valve on the manifold
and connect the vacuum hose.
REMOVAL
1. Disconnect the negative (ground) cable from
the battery.
2. Remove t h e glove box liner.
3. Remove the heater plenum chamber.
4. Remove the instrument panel register and duct
assembly.
5. Remove 7 screws tetainiag the themnstatie
switch housing to the evaporator housing and
disconnect the two wires ~KNTIthe switch. Pull
the capillary tube out of evaporator core and
position it out of the way.
6 . Disconnect the vacuum hose from the thermo-
static switch vacuum motor.
7. Remove the hood lock and bracket assembly and
the electric windshield wiper motor.
8. Remove the accelerator rod to transmission eon-
troI r d , bracket and r d assembly.
9. Remove the vacuum hose to the water valve.
10.Remove the water Valve bracket and position
the water valve and connecting hoses forward
on the engine to obtain clearance.
9. Connect the thermostatic switch vacuum motor
hose and check the adjustment.
10.lnstall the thermostatic switch capillary tube
into the evaporator fins. Install the switch cover.
II.InstaI1 approximately 1 Ib. oE refrigerant 12 and
leak test all connections.
12.Discharge end evacuate the system.
13.Connect the negative cable to the battery.
Charge the air conditioning system. Disconnect
negative cable ftom the battery.
14.lnstall the plenum chamber.
15.Install. the glove box assembly and door.
16.Connect the flexible hose to the evaporator
outlet at dash panel.
17.Connect the flexible hose to the spot cooler and
attach the spot cooler t o the instrument panel.
Install the spot cooler t o the floor pan bracket.
18.Connect the negative cable to the battery.
ll.lnstal1 the Manifold Gauge Set to the service
valves and discharge the air conditioning sys-
tern.
12.Disconnect the high pressure hose connection
at the expansion valve.
13.Disconneet the law pressure hose at the evapo-
rator outlet.
Caps w snitable protection should be insialled
on d I I open connections to prczlent dirt and
moistare /ram entering #be s y s l e m and to pro-
t e c l the ~breatlsof tbe conneciors.
14. D i s c o n n ~ e t the rubber coupling between the
evaporator housing and the heater cote housing.
15.Remove 4 nuts and washers from the passengers'
side of the cowl panel.
16.Remove the evaporator core and housing as-
sembly from the vehicle.
1 7 . R e m w e 16 screws attaching the front and rear
evaporator housing sections and remove the core.
18.Remove the expansion valve from the evapora-
tor cote. (See figure 4-10.)

1. Install the expansion valve to the evaporator
care.
2. Install the evapolator in the housing and install
16 screws connecting the two housing sections.
4. Disconnect the blower motot lead w i r e s and
3. Position the evaporator housing on the COWI motor ground wire.
panel and attach the 4 nuts and washers to the
evaporator core retaining studs. 5. Remove the five motor retaining plate to cowl
4. Connect the rubber connector between the evap-
orator housing and the blower motor housing.
5. Connect the high and Iow pressure lines to the
expansiottvaivt and evaporator core outlet pipe,
6. Install the hood lock and bracket assembly to
the cowl panel. (2 nuts on top and 2 bolts into
cage nuts an bottom). Install the electric wind-
shield wiper motor.
7. Install the accelerator rod to transmission con-
trol rd bracket and rod assembly.
8. Install the heatet water valve on the manifold
and connect the vacuum hose.
9. Connect the thermostatic switch, blend-air door,
and air canditioning door vacullrn motor hoses
and check the adjustment.
10,Install the thermostatic switch capillary tube in
the evaporator fins. Install the switch coves.
Il.Install approximateIy 1 lb. of refrigerant 12 and
leak test all connections.
12.Discharge and evacuate the system.
13.Connect the negative cable to the battery. Charge
the air conditioning system. Disconnect nega-
tive cable from the battery.
14.InstalI the instmment panel register and duct
assembly.
15.Install the plenum chambet.
l6.lastall the glove box liner.
17.Connect the negative cable to the battery.
REMOVAL
I . Disconnect the negative (ground) cable from the
battery.
2. Drain thc crtgine coolant and disconnect tile
water hoses from the heater core tubes on the
engine s i d e of the dash panel.
3. Remove the heatet core tube grommets and the
blower motor cooling tube.
screws and remove the retaining plate.
6. Remove the teteining plate gasket seal and in-
sulation.
7. If t h e heater core or water temperature valve
is to be removed, ftont seat both compressor
service valves. Loosen the service valve gauge
port caps and bleed the reftigerant from the
compressor.
8. I the evaporator is to be removed, install the
manifold Rauge set and discharge the s y s t e m .
Refer to "Manifold G a u ~ eSet InstaIlationE'and
"Qischargin~ the System''. Remove the band
strap securing the high and low pressure hoses
in the engine compartment.
9. Remove the high and low presaure line grommet
at the cowl.
I0,Remove the low pressure service valve from the
compressor and cover and openings to prevent
dirt or moisture from entering the compressor
and low pressure hose.
11.Disconntct the high pressure hose at the self-
seaIingconnector just fomatd of the sight glass.
l2.Remow the glove box, ash tray, mnd ash tray
retainer.
13.Remove the plenum chamber to "Spot Cooler"
rubber connector bracket retaining screws arid
remove the brackets. Carefuliy pull the con-
nector away from the "Spot Cooler."
14,Remove the three retaining nuts and remove he
"Spot Cooler9' and thermostatic switch assembly.
Il'barr lowering tbe assembly, disconnect tba
t w o thermostatic switch wires and carefully
remove the su'itcb temperatrte setas ing tube
/tom tbe evaporator.
15.Diseonnect the heater dump door and the right
ventilator door control cables a t the door levers.
16.Disconnect the defroster control cable a t the
contra1 head.
17,Disconnect the heater fernpetatme regulator
control cable at the water valve.
18.Disconnect the vacuum hose from the vacuum
motor.
19,Disconnectthe evaporator drain hose clamp and
remove the hose from the drain tube.
20.Rernove one nut and bolt retaining the evapora-
tor bracket ( h a t e d on top of the evaporator in
the center) to the panel bracket.
21,Disconnectthe defroster hoses from the housing.
CAUTION: Y'ape tbe b ~ t t o moj the instrumr?it
fitzal t o the right 01 rbe steering colurnw to pe-
vpnt scratrbit~gthe paint.
22.Remove the carburetor air cleaner.
23.Remove six evaporator and blower housing as-
sembly mounting nuts from the engine side of
the dash panel.
24.Pull the evaporator and blower assembly slight-
ly away from the cowl. Disconnect the right
ventilator intet boot and disconnect the blower
resistor wires.
25,Carefullg puIl the assembly away and to the
Ieft from the cowl and remove it from the car
passenger compartment. An assistant should
aid in muting the refrigerant h o s e s through the
cowl.
INSTAL LATION
1. Position the complete assembly with hoses in
the passenger cornparhmt.
2, During installation, be carejui not 10 damage tbc
nrd curllrul cnbles.
irrstrrrsent panel, u8rii?r#,
3. Route the refrigerant hoses through the opening
in the cowl, low pressure hose and valve first.
4. Install the evaporator and blower housing as-
sembly. Move the assembly up under t h e in-
strument panel from the right side.
5. Position the assembly studs part way into the
holes in the cowl,
6. Connect the right ventilator rubber connector t o
the heater air inlet. Connect the defroster hoses
to t h e evaporator housing. Connect the blower
resistor wires.
7. Push the assembly a11 the way fornard so the
studs ptotrude through the cowl. Retain with
6 washers and nuts.
8. Connect the panel to the evaporator bracket on
top of Lhe assembly and retain with one nut and
bolt.
9. Connect, adjust, and check operation of the
temperature regulatot valve, right ventilator
door, heater dump door, and defroster air door
control cables.
I0.Connect the vacuum hose to the recirculating
air door vacuum motor.
1l.lnstall the evaporator drain hose end clamp.
12,Install the "Spot Cooler" with the thermostatic
s w i t c h . While installing the "Spot Cooler,''
route t h e temperature s e n s i n g tube to the top
of the evaporatot housing and push the tube in-
to the hole on top of the housing between the
fins.
t3.Seeure the "Spot Coolerp' to the instrument
panel with three nuts.
14.Attach the plenum chamber to "Spot Cooler"
rubber connector and retain with brackets.
15.Install the blower motor insulation and cover
plate seaI.
1 6 . h s t a l l the blower retaining plate.
17.Enstall the bIower motor cooler tube and con-
nect the blower wires.
1S.Place the grommets on the heater core tubes
and connect the heater hoses. (The water inlet
hose goes to the battom tube and the outlet
hose to the upper tube.)
19.Fill the radiator.
20.Using a new gasket, assemble the low pressure
valve to the compressor.
21.Conneet the hrgh pressure hose to the self-seal-
ing coupling just forward of the receiver.
22.lnstaII the band strap around the high and law
pressure hoses i n the engine cornprtment.
23.hstalI the hose grommet at the cowl and seal.
I[ the rcftigerrrtsi w a s discharged, check for
leaks, e t ~ d c ~ d t eand
, rbdrge ibe systarn- I/ ibe
refrigerant ujas not discharged, purge tbe cotn-
pressor and buck scat both service r>afves.IJ
necessdry ddd ~ r / r i g a r a n t .
24. Cannect the battery.
25.Check operation of all controls, air doors, heat-
er, and air conditioning.
%.Remove the tape from the instrument paneI. Tn-
stall the glove b o x , ash tray end a s h tray retain-
er.
EXPANSION
VALVE
1. Instal1 the manifold gauge set and discharge the
system.
2 . Remove the evaporator drip pan.
3. Remave the insulation covering ftom the ex-
pansion valve sensing bulb.
4. Remave the clips that retain the buIb to the
evaporator outlet (low pressure) line.
5. Disconnect the expansion vdlve at the outlet
line pressure fitting, the pressure equaIizer
tube. and the inlet line. Then remove the ex-
pansion valw.
6. Install the new expansion valve and connect the
three fittings securely.
7. Attach the temperature sensing bulb to the
evaporator outlet line with two clips. Cover the
bulb and line with insulation; then, cement the
seam with weatherstrip adhesive.
8. Evacuate end charge the system.
9. Test therefri~emntlines for leaks; then, install
the drip pan.
REMOVAL
I . For ease of removal, disconnect the hood lock
and bracket end position it out of the way. Re-
move the sece'lerator rod to transmission can-
trol rod, bracket, and rod assembly mounted on
the rear of the engine block.
2. Connect the manifold gauge set to the service
valves.
3. Discharge the system through the center hose of
the gauge set.
4. Disconnect the high pressure line connected to
the expansion valve.
5. Disconnect the connection between the expan-
sion valve and the evaporator. CarefuEIy move
the expansion valve away so that the by-pass
(equalizer) line and temperature bulb mmy be
removed.
CAUTION: Whenever a connection is opened,
caps or s ~ l i t a h lprotection
~ should be i n s i d f l e d
to p ~ e v e n t dirt and moisture from eaferitng the
s y s t e m and t o protect the threads o/ fhe cos-
necfors,
6. Disconnect the bypass (equalizer) tube.
7. Peel back the insulation coveting the tempera-
ture sensing bulb. Unclip the bulb and remove
the expansion valve.
NOTE: AE~rmys use t w o wrenches to avoid
Ornagins any conffecfions. it is important tbat
a new copper g a s b ~ tbe installed in any litling
u:hicb has scmed lnaling su~iaces and also
ushere a ,tpshei had been installed previously,
1. Clip the temperature bulb to the outlet pipe,
making sure that the contact surface is dean
and that a good firm contact is attained. Cover
the bulb and pipe with the original insulation.
2. Cnnnect the by-pass (equalizer) tube to the low
ptessure outlet line.
3. Connect the expansion valve to the evaporator
and the high pressure hose to the expension
valve.
4, install the accelerator rod to transmission con-
trol sod, bracket and rod assembly, Install the
h o d lock and bracket assembly.
5. Leak test, evacuate, and chatge the system.

REMOVAL
1. Remove the electric windshield wiper motor.
2 . Connect the manifold gauge set to the service
valves and discharge the system.
3. Disconnect the high pressure line connected to
the expansion valve.
4. Disconnect the connection between the expan-
sion valve and the evaporator. Carefully move
the expansion valve away ao that the bypass
(equalizer) line and temperature bulb may be
removed.
Wbcnaucr a connection is apened, caps or suit-
able protection shomld be installed to prevent
dirt nnd moisture /?om entering #be systsrn a d
to protect the tbreuds of the connectors.
5. Disconnect the bypass (equalizer) tube.
6 . Peel back the insulation covering the tempere-
ture sensing bulb. Unclip the bulb and remove
the expansion valve.
Always use i v ~ owreacbes r o avoid damaging
any connections. f i is importan; that u new
copppr gasket be i a s t a l l ~ din any /itling wbicb
bas scored mating s w / ~ ~ e l rawd # , also where a
g a s k ~ tbas bee^ installed pr~t'iously.
INSTALLATION
1. Clip the tempereture bulb ta the outIet pipe,
making sure that the contacting surface is clean
and that good firm contact is attained. Cover
the bulb and pipe with the original insulation.
REMOVAL
1. Remove the radio speaker grille and speaket
from the car.
2. Crmnect the bypass ( ~ u a l i z e r )tube t o the low
presswe outlet line.
3. Connect the expansion vaIve to the evaporator
and the high pressure hose to the expansion
valve.
4 . Install the windshield wiper motor.
5. Leak test, evacuate, and charge the system.
The expansion valve is located a t the left side
af the eveporatoi and may be replaced with the
air conditioning assembly in the cat. (See figure
4-9.)
1. Install the manifold gauge set to the compressor
service valves and discharge the refrigerant.
Refer to 'fManifold Gauge Set Installation*' and
'*Discharging the System*'.
2. Peet back the insulation covetifig the lines and
the temperature sensing bulb.
3. Unclip the bulb from the low pressure line.
4. Disconnect the hi& pressure line fitting at the
evaporatot and the fitting between the expan-
sion valve and the evaporator.
5. Remove the expansion valve.
Cap all {itiiegs t o preveat dirt and moisture
horn entering the system s d to protect the
rbreads of tbe /ittings.
6. To install, reverse the removal ptocedure.
7. After installation, evacuate and charge the
system and leak test.
2. Disconnect the vacuum hose from the vacuum
motor.
3. Disconnect the wires from the vacuum switch.
4. Remove two s c r e w s attaching the thermostatic
switch to the evaporator housing.
5. Carefully remove the capillary tube from the
evaporator core and remove the switch asscmbly
from the ear.
I. Install the capillary tube into the evaporato~
fins and carefully form the tube to align the
switch mounting screw holes,
2. Connect the two wires to the thermostatic
switch.
3. Attach the vacuum hose to the switch vacuum
motor.
4. Install the thermostatic switch to the e v a p
rator housing with two screws,
5. Start the engine and check the operation of the
vacuum motor by turning t h e A/C control from
the "OFF'Qo the "IIIGtI" position and ob-
serve the action of the vacuum motor arm.
6. Turn the ignition switch on with the A/C con-
trol s e t i n t h e "LIIGHV* position. Listen for the
click of the rnaenetic clutcll as i t engages.
7. Operate the engine for a few minute* to be sure
the air conditioning system is cycling properly.
This will be indic~tedby the magnetic clutch
engaging and disengaging.
8. install the radio speaker and grille in the car.
COMPRESSOR
1. Disconnect the clutch feed wire.
2. Install the manifold gauge set. Front seat both
1959-60
1. Remove 7 scrwts attaching the thermostatic
switch covet to the evaporator housing and re-
move the cover.
2. Disconnect the wires from the thermostatic
switch and carefully pull the capillary tube out
of the evaporcttur core.
3. Disconnect the vacuum motor arm from the
switch. Remove 2 switch attaching screws and
remove the switch from the car.
4. To install the switch, reverse the removal pro-
cedure. Exercise care when installing the cap-
illary tube into the evaporator fins and setting
the preload on the vacuum motor.
1, Rcmovc thc cvuporator to "Spot Coolcru duct
clamp bracket retaining screws and remove the
clamp brackets. Carefully pull the duct away
from the "Spot Cooler". (See Figure 4-9.)
2. Remove the control knob retaining screw and
remove the knob.
3. Remove the two switch and bracket retaining
screws.
4. Remove the a 4 1 trey m d glove box liner.
5. Loosen the switch capillary tube bracket on top
of the evaporator housing and carefully pull
the tube out of the evaporatat tore. Remove the
switch and tube assembly.
6. To install, reverse the removal procedure.
When installing the capillary tube, push the
tube into the hole on top of the housing between
the evaporator fins.
service valves and discharge the compressor
through the test manifold and inlo an exhaust
system.
3, After y m s u u ~is completely telieved, the cap-
screws which retain each service valve to the
head can be removed.
4. Loosen 3 bolts securing the comyressot mount-
ing bracket. Tilt thc assembly and remove the
drive belt from thc clutch pulley.
5 , Remove 4 bolts securingthe compressor to the
mounting bracket and remove the compressor
and clutch assembly.
6. Remove capscrew and flat washer securing the
clutch to the crankshaft. Screw in a 5/8 - I1 x
1% inch bolt into the tl~readed clutch plate.
Tightening w i l l force the clutch off.
7. Remove the clutch and Woodruff key.
8. TO install t h e conlpressor, reverse the removal
procedure.
R e fore n con~pressnr i s installed on a uehiclr,
tba crnnbcnsc should h e checked !IN the proper
nnmt*~X 01 crfi (10 UZS.) L T P only '<Srmirn IjT;",
Sutf Oil Co?ttpany: "Capella E N , T r x a s Oil Gorrl-
puny: or a r ~ l r i g ~ r n t f a oil n il.hicb rb~s the samp
s p ~ c i j i c u t i o n s . "Traiso 4G" or "Capella D" JnQy
be ~ s p iJ d #be s p e c i j i a d oils are nor a t : a i l a b I ~ .
1. Disconnect the magnetic clutch feed wire a t
the bullet connector.
2, Install the manifold gaage set to the compressor
s e r v i c e valves. Refer to "Manifold Gauge Set
Installation".
M A G N E T l C CLUTCH
The magnetic clutch can be removed from the
campressor, while the compressor i n mounted in
the vehicle, by using the fallowing procedure:
1. Loosen 3 bolts securing the compressor mount-
ing bracket; tilt the assembly and remove the
drive belt from the clutch pulley.
2. Energize the clutch to facilitate removing the
capscrew attaching the clutch to the compressor
3. Front seat both compressor service valves (full
clockwise) and discharge the compressor.
4. Remove two screws from each service valve and
remove the service valves from the compressor.
Cover the openings to prevent dirt and moisture
from entering the system.
5. 352 and 390 C.1.D. Engines: Remove two screws
and remove the coil fiom the compressor.
6. Remove f u r bolts attaching the compressor to
the mounting bracket and remove the belt from
the clutch assembly.
7. To install the compressor, tevewe the removal
procedure.
r~ehicfe.#be c r a n k c a s ~sbould ba c b n c b ~ d{or
i h ~proper a m ~ a n t of oil ( I 0 (1~s.). Ose only
"Suaisa T G ' 3 ~ a nO i l Cowpnny; "Capella E e * .
'Texas O i l Compdny: ar u re!~ige?@tionoil which
bus {be same s p a c i f i c a ~ i a n s .
8. Torque the service valves 10-12 lbs, ft.
9, Adjust the drive klttension to 100-
150 I&. with a belt tension gauge (Tool BT-33-
73F).
l0.Purge thp compressor of air and moisture. See
"Purging the Compressor.''
11.Check the ref~igerantsupply and leak test the
compressor fittings and ctankshafi oil seal. See
'tReftigerant Tests."
12.0perate the engine for about 10 minutes; then,
reset the compressor belt tension to 80-120 tbs.
with a belt tcnsion gauge {Tool BT-33-73F).
output shaft, i f possible.
3. Remave the capacrew and flat washer.
4. Disconnect the clutch feed wire.
5. Screw in a 5,- 11 x I:, inch bolt into the thread-
ed clutch plate. Tightening will force the cIutch
off.
6. To install, position the clutch on the compressor
output shaft and install the eapserew and
washer. Torque the capscrew to 18-22lbs. ft.
CONDENSER
Collision service will be the most frequent cause for replacement of the condenser and
receiver-dyer. If the system has been open for more than 15 or 20 minutea, the receiver-
dryer will absorb an excessive amount of moisture and must be replaced. The system
should then be evacuated before charging with refrigerant.
1. Install the manifold gauge set to the compressor
service valves and discharge the system.
2 . Remove the h m d and hood hinges from the car.
3. Disconnect the lines between the condenser end
the compressor and between the receiver and
the liquid sight glass. Plug bob lines.
4. Remove four bolts and nuts securing the con-
denser to the radiator support bracket and re-
move the condenser and receiver fmm the car.
5. 'So install, reverse t h e removal procedure. It
will be necessary to leak test, evacuate and
charge the s y ~ e m .
2. lnstall the manifold gauge set an the compressor
sewice valves.
2. Discharge the refrigerant as described in lawis-
charging the System".
3. Remove the high pressure service valve and
install a cover ovet t h e service valve orifice of
the compressor to prevent dirt or moisture from
entering.
4. Remove the clamp on the left radiator support
wliiel~retains the two high yessure hoses.
5. Remove the hood from the hinges, being sure to
mark the exact location to facilitate installatian.
6. Disconnect the quick disconnect fitting near
the receiver.
7. Remove two lower radiator and condenser mount-
ing bolts f r o m the engine side of the radiator.
These two lower bolts are secuted by two cage
nuts mounted on the condenser.
8. Insert a hammer handle or some other suitable
item under the radiator and on the front cross
menber to support it when the upper two retain-
ing bolts are removed.
9, Remove the two upper support bracket radiator
and condenser mounting bolts. Wold the con-
denser to prevent i t from dropping and damaging
h e coils.
10.Remave the condenser and teceiver assembly.
11.Remove two receiver to mounting bracket retain-
ing nuts.
12,Ta install, reverse removal procedure. It will
b e necessary to leak test, evacuate and charge
t h e air conditioning system.
I. Install the manifold gauge set to the compressor
semice valves.
2. Discharge the refrigerant ftom the system.
3. Remove the high pressure service value and
muffler and install a cover over the service
valve otifice of the compressor to prevent dirt
or moisture from entering.
4. Remove the hood from the hinges, being sure to
mark theexact kcationto facilitate installation.
5. Disconnect the high pressure line at the receiv-
er inlet.
6. Drain the engine coolant.
7. Disconnect the upper and Lower radiator hoses
and the 2 transmission csi I cooler connections
at the lower tank.
8. Remove 2 lower and 2 center radiator mounting
bolts from the engine side of the radiator.
9. Suj*jror/ t h e c o r ~ d e n s esu
~ lhul wber? rbs npper
nrnantirlfi bolts ate rewtoved, the condenser ririll
not drop nnd h r c o n ~ edamaged.
10.Remove 2 upper radiator mounting bolls and
remove the radiatot from the vehicle. The radia-
tot shroud can be left over the fan until the ra-
diator i s again i n s t a l i d .
11 .Remove the condenser assembly.
IZ.Ta install, reverse the removal procedure. It
will bc necessary to leak test, evacuate end
charge t h e system.
1. Install the manifold gauge set to the compressor
service valvcs and discharge the system. R e f e ~
to "%lanifold Gauge Set Installation".
2. Drain the radiator.
3. Disconnect the upper and lower radiator hoses.
4. O n automatic ttansmission equipped velricles,
disconnect the oil cooler lines a[ radiator.
5 . Disconnect the compressor to condenser hose
fitting a t the quick disconnect,
RECEIVER-DRYER
1. Install the manifold gauge set to the compressor
service valves.
2. Discharge the system as described in the "Dis-
charging the System".
3. Disconnect the high pressure line fitting (neat
receiver) from the condenser.
4. Disconnect t h e quick disconnect fitting.
1. Connect ths manifold gauge set to the compres-
sor and discharge the system.
2. Disconnect the high pressure line fitting {at re-
6. Disconnect the fitting between the receiver-
dryer and sight glass.
Cap all / i t # b g s to prevent dirt and moisrrrrc
jrom entering the s y s t e m and to prntact thp
dhxeads o/ f b c Jitcings.
7. Remove 4 condenser mounting capscrews.
8. Remove four s c r e w s and remove the top section
of the fan shroud assembly.
9. Remove 2 lower radi~tormounting capscrews
and remow the lower fan shroud section.
10.Remove 2 upper radiator mounting screws and
remove the mdiator.
1l.Remove the condenser, high pressure line, and
receiverdryer as an assembly.
12.017 the bench, transfer the high pressure line
- .
and the receiver-dryer bracket to a new con-
denser.
I t is n r r e s s n r y t o replace the recei7)er-dryer
a n y time t h e c m d e t ~ s e ris repaired or replaced,
ns rhr moi.stw~-nhvothing ckrmiral i n the r e *
ceiuer w i l l b e s a t f l r a t ~ dand cmsequent!y u ~ i l l
not operale properly.
13.To install, reverse the removal procedure.
14.teak test, evacuate, and charge the system.
5. Remove two nuts which retain the receiver to
the bracket and remove the receiver.
NOTE: Cnp ad1 litrings to prevent dirt amd
moisttrrf fromentering the s y s t e m and t o protec!
tbr threads of the Jirtitrgs,
6. To install, reverse the removal procedure. It
will be necessary to leak test, evacuate and
charge the system.
ceiver) from the condenser.
3. Disconnect the quick disconnect fitting.
4. Remove 2 sheet metal screws which retain the.
receiver bracket to the left front fender apron.
C ~ all
P f i t t i n g s lo preveaf fltsfclishre
jrom e n t ~ r si y~~ l e mand to p o f e c t the threads
of the J i t l h g s ,
5. Ta install, reverse the removal procedure. It
will be necessary to leak test, evacuate and
charge the system.
1961
2. Install the manifold gauge set to the compressor
service valves and discharge the system. Refer
to "Manifold Gauge Set Installation".
2. Disconnect Lhe fitting between the receiver-
dryer and t h e sight glass.
3. Disconnect the condenser to receivcrdryti
fitting at t h e receiver-dryer.
C a p a l l /itlings to prevent dirt and moisbre
jrmn entrrir~gsystem and to protect the threads
s? the /itkings
4. Remove two receiver-dryer retaining nuts and
bolts and remove the receiver-dtyet.
5. To install, reverse the removal procedure.
6. Check far leaks, evacuate, and charge the
system.

TROUBLE SHOOTING AND

ADJUSTMENTS

VACUUM MOTORS

VACUUM HOSE
FROM Sf RVQ
\
The vacuum metor i s designed to operate
with a preload a t all times. Therefore, each
vacuum moM! has a pmIoed indicator notch
on the link. The location of the vacuum
motors are shown i n figures 4-1 and 4-2.
Adjustments for the types of vacuum
motors used are as follows:

Llnk Adjustment

1. Loosen the link adjustment screw.

/
A~ACHINGHOLEFOR
2. Adjust the link until the preload indicator DAMPER CRANK LEVER
is flush with the motor body. (See Figure
4-11.) The damper must be in its normal
position with no vacuum applied. Ftig, 4-1 1-vacuum Motor Link Adjustmeatq61LM-7818)
3. Tighten the link adjustment screw and
check the operation of the motor.

Bracket Adivstmen* A T T A C H I N G HOLE

FOR DAMPER P R E l O A D INDICATOR
CRANK LEVER I
1. Laascn the two vacuum motor attaching
screws or nuts. (Sec Figure 4-12.]

2. Move the motor until the preIoad in-

dicator is flush with the motor body.
The damper m u s t he! i n its normal posi-
tion with no vacuum applied,

3. Tighten the two bracket attaching

s c r e w s or nuts and check the operation
of the motor.

Fig. 4-12-Vacuum Motor Bracket Adjustment

(6lLM-7817)

SERVO CONTROL

The servo control head i s a single modulator type which is preset before installation into
the vehicle. (See figure 4-3.) If difficulty is encountered, as described i n the following trouble
shooting section, the unit should be replaced. Do nai adjust $be Jollau:er s e t s c r e w ndjrstment
or atfenrpt fu disassemble fhc control head for refairs.

CONTROL S Y S f EM

In the event that one O r more of the vacuum motors do not respbnd when t h e Climate Dial is
turned as indicated by figure 4-13, the following trouble shooting procedure should be used.

1. With the engine idling, turn the Climate Dial in
an nttempt t o activate the inoperative motor.
Figure 4-13 indicates which vacuum motors are
activated a t each position on the dial.
2. Pull off the vacuum Iine st the I n o p ~ a t i v eva-
cuum motor. If vacuum is present, remove the
vacuum motor; if vacuum i s not present, con-
tinue with S t e p 4.
3. Connect the vacuum hose of a distributor tester
to the suspected defective vacuum motor, Turn
the vacuum rheostat to 13 inches. If the va.
cuum motor is goad, the diaphragm will be pull-
 ed in. If the vacuum motor tests ~ m d the
, dam-
per is binding and this condition must be cor-
tcuted,
4. If there is no vacuum at the disconnected hose
and the Climate Dial is set to activate the
patticular vacuum motor a s indicated in figure
4-13, turn the dial to check the apetation of
the other vacuum motors.
5. If a11 but one vacuum motor operates, check the
vacuum hose from the vacuum motor to the
vacuum servo for leaks, sharp bends, or pinches
which would prevent the vacuum from operating
the motor. If the vacuum hose is disconnected
at the vacuum setvo, reconnect it and teat opes-
ation.
CAUTION: Do not use any lubricant or sealer
uhen i n s l a l l i q rbe vacrrwm hoses as is covld
plug up the bosc or uacvuw servo.
6. If the vacuum hose i s properly connected at the
vacuum servo, diamnncrt it end doh& the
vacuum ah the port. If no vacuum is present at
the putt with the Climate Dial i n the correct
detent and all other vacuum motors operate
properly. replace the vacuum servo.
If none of the vaeuum motfirs operate, check the
input hose for vacuum. If there i s no vacuum,
check the hose to the reserve tank and t o the
vacuum source for a sharp bend, pinch, or brok-
en connection. Inspect the check valve to insure
that i t is not reversed. The check valve is mark-
ed indicating the correct air flow. I t m u s t be
remembered that loose hose connections may
cause malfunctions to a11 oE the vacuum motors.
A leak in any of the vacuum hoses to the va-
cuum m o t a s or in the vacuum motor diaphragm
may result in a continuous singing or buzzing
noise in the vacuum servo.
T o in silt^ proper operation of rbc rracuum motws,
Tintnettrun clips musf be anstalkd nn the dm!-
per crank mmu,

DEFROSTER BLEND A/C A/C WATER VALVE

VENT VENT AIR DAMPER THERMOSTATIC ACTUATION
- ------ DOOR DOOR SWITCH

Left Vent C l/2 Q C C 0 C

Right Vent 1/2 O C C C C C
Right and
Left Vent 1/20 1/20 C C C C

Low A/C C C C 0 0 Min. Cool C

High A/C C C C 0 0 Max. Cool C

Low
Defrost 0 C 0 C C C

High
Defrost 0 C 0 Max. O C 0

Low Tleat 0 C C C C

0
High Heat

- Open C
0

- Closed
C C Max.0 C
. -1
Fig. 4-1 3-Vacuum Matat Application-1958-60
 THERMOSTATIC a
-....--.. A l c BLOWER SWITCH
I G N I T I O N SWITCH
W!RING COLOR CODE
R-6 RED-BLACK B A N D
BLOWER MOTOR
x B
BR
0-6
BLACK
&RC)WN
ORANGE-BLACK BAND
--.#"... LIGHT 5"ll ' C H Y YELLOW
20 AMP Y.B YELLOW-BLACK BAND
CIRCUIT BREAKER , 0-G BLACK-GREEN BAND
./ FUSE PANEL 0-W ORANGE-WHITE 8 A N O
.
.
,c
B-O BLACK-ORANGE BAND

COMPRE550R CLUTCH

A / C SLOWER S y l T C H
20 AMP C IRClILT BREAKER
- -. -

\BR. THERMQSTATIC SWITCH r r r k r m a e r e r . a rm l n r r u

~ w m KEUJU" r CLY

b BATTERY TERMINAL OF
MAIN LIGHT S W I T C H

Fig. 4-14-Air Cdnditioning and Heater Blower Circuits-1958461MT-8821)

CIRCUIT BREAKER
THERMOSTATIC S W l t C

BLOWER MOT BLOWER S W l T C H

I G N I T I O N SWITCH

COMPRESSOR CLUTC

BATTERY TERMINAL OF MAtN LIGHT SWITCH

-
a 0
DLUWSK

BR
B-R
0
20 AMP.
CIRCUIT BREAKER
BR
W I R I N G COLOR C O D E
B BLACK
BR BROWN COMPRESSOR CLUTCH
0 ORANGE
R RED
V-b YELLOW-BLACK B A N D
Y YELLOW
@ ALL LETTERS CIRCLEDAS SHOWN I H b l C A Y E CONNECTORS A lNDlCATES PART OF MULTIPLE CONNECTOR

Fig. 4-1 5-Air Conditioner and Heater Blower Circuits-195946lMT-8822)

B
WIRINGCOLOR CODE
SLACK
FUSE PANEL, / :-.
BLOWER SWITCH

0 ORANGE
R RED
BR BROWN a t O W E R MOTOR
y - 6 YELLOW-@.LACK BAND
B-G BLACK-GREEN a A N D
R.B RED-BLACK B A N D
0 . b w R A N G E - 8 t A C K BAND
IGNITION s w l T C n

MULfiPLE CONHECTOR ACt.TERMlNA1

O f FUSE P A N E L

2 0 A M P ClRCUlT

t\
B L O W E R swrrcn

THERMOSTATIC SWt7CI-l
SPLICE IN M A I N
WIRINCASSY.

tOMPRES50R CLUTCH

Fig. 4-1 6-Air Conditioning Wiring Diagram-1960-(61MT-882$

THEMOSTAT SWITCH

H E A f E R & AIR YELLOW

CONDITIONER SWITCH BROWN
ll E D
ORANGE
BLOWER MOTOR tlew
A ~ N swtrcn Y ELLOW-BLACK S T R t P E
&lACK.GREEd 5T1ItPC
I G N I T I O N SWITCH BLACK
BLUE
@ ALL L E T T E R S CIRCLED
A 5 SHOWN INDICATE
CONNECTORS
A INDICATES PARTOF
M U L f P L E CONNECTOR

20 A M P . CIRCUIT B R E A K E R

COMPRESSOR
HEATER 4 AIR
CDNDITIONER
WIRrNG A S S ' Y , SWITCH BLOWER MOTOR

Fig. 4.1 7-Air Conditioning wiring Diagram-1961-(61MT-8840)

 HAND THROTTLE
1. Cmnecr a tachometer to the enginc,

2. I.*iace the Itenamission selector lever

l p r k positinn.
in the n e u ~ wor

3. Turn lhu nir conditioner on and check

rn be sure the rnuppclic clutch is en-
E= d.
4. Adjust the stop on the Bowden cable
so that rlw engine s.p.m. cnnnot hc
increased abovc 700 with the hand
throttle, (Scr! Figure 4-17.)

F i g . 4-17-A~T Conditlonlng Iiunt! Throttle Adjustment

AIR VENT CONTROL 1961-(61!4~-8SO2)

1. Loosen. but do not remove, the cable

housing retainer screw at the right
v~ntilntnfd n n t (See F f ~ u r e4-5.)

2. f ith t h e right s i r vent contmi position-

ad approximatelv ',;, inch itorn the ell-
the-way-in pnsiiion, move the ventila-
tion Icver to the full C ~ O C ~ W ~ %posi-
F! 1
tion.

3. Tighten the cable retainer.

4, Check operation of the contrwl to as-

sure full opening and cIosing of the
ventilation door.

1. Loosen, but do not remove, the cahle Fig. d-18-lleater D~tmpIlmt Adjustment
h w s i n ~retainer s c m ut the lcft vent- 1961-(6OE-8808)
i l ~ t i n ndmr.

2. With the left air vent cantxol positioned

DOOR CONTROL
appmxinhatcly %, inch from the aU-
the-way-in positionv muvc hlie ventila- Hcokr Dump
tion door lever to the full clockwise
position.
Lamen, b t do not remove, the control mbIe housin~
retainer screw at the heater dnmp door lever. (5ee
3. Tighten the cabIe retainer. Figure 4-18.)

4. Check operation of the control to as- 2. Kith the lowermntrol cable in the off detent position,
sure full opening and closing of the move the heater dump door levex to the full counter-
venti latimt door. clockwise position. (See Figure 4-18.)
3. Tighten the retainer. head, (See figure 4-5,)

4 . Check opercltion of the control. At "OFF'', the
heater dump door should be closed. At "HEAT",
the door should be full open. At "DEFROST",
the doar should be closed.
DEFROSTER A1R
2. Pusition the lower control lever in the "OFF'"
detent position. Adjust the defroster control
cable so that the defroster air door lever i s full
clockwise and the air door is closed. This i s
accomplished by pulling the control cable away
from the door lever.

The defroster air door control cable should be
adjusted at the control head. The cable has a fixed
adjustment at the defroster air door. (Set figure
4-5.)
1. Loosen, but do not remove, the defroster con-
trol cable housing retainer screw at the control
3. the a b I e housing retainer at the con-
trol head.
4. Check operation of the control. The defroster
air door should be closed in the "OFF" and
"HEAT" positions and open at the iQEFFR5T"
position.

HEATER TEMPERATURE REGULATOR VALVE

The tempetatnre regulator valve cmtmI cable forward position and the valve is closed. This
should be adjusted at the control head. The cable i s accomplished by moving the control cable
has a fixed adjustment at the temperature regulator toward the regulator valve until the valve is
valve assembly. closed.

1. Loosen, but do not remove, the upper cable

3. Tighten the cable Rousing retainer at the con-
housing retainer screw at the control head. (See troI head.
figure 4 - 5 1

2. Position the npper control lever at the "LO" 4. Check operation of the control t o assure full
position. Adjust the temperature control cable closing of the valve with the lever at "LO"
so that the replator valve lever is i n a full and full opening of the lewr st "HI."

VACUUM VALVE SWlTCH

1. Loosen the vacuumvalve switch retaining screw 3. Move the vacuum valve switch against the con-
enough to allow movement of the switch bracket. trol levet flange until the switch plunger is
depressed. Tighten the switch retaining screw.

2. Position the heater-air conditioning control 4. With the vacuum hoses connected te the switch,
Iower lever at the "HEAT" position. check operetion of the recirculating air doors.

RECIRCULATING AIR DOOR VACUUM MOTOR

The vacuum motor preload must 'be set by positioning the attaching bracket, with slatt-
ed holes, so that when there is no vacuum applied to the motor, the pieIoad indicator is
lined up with the edge of the vacuum motor body. This wilI assure proper sealing of the
recirculating air dam. See figure 4-12.
 EDSEL
1958 EDSEL
The rnnline pnttion nf the Heater-Air Conditioner uses a compressor, condenset, receiv-
er, expansion valve, ttnd an evaporator, These parts are the standard units uned in any air
conditioner system. In addition t o these major cooling components, the Heater-Air Condition-
er uscd a liquid indicator (sight glass), a thermostatic switch, a heater thermostat, a heater
core, a blower assembly controlled by a two-speed switcli, ond a Dial-temp control which
operates a servo unit that regulates the various air, water, and refrigerant valves and dam-
pers.
Figure 5-1 s h o w s t h e air conditioning system for the Ranger and Pacer ModeEs.
Dial-Temp Control
The cooling, beating, and defrosting temperature is controlled by a single rotary dial and
control head locvted on the instru~nentpanel.
The shaft upon which the control dial rotates terminates in a pinion and rack assembly.
The rack is a part of t h e servo control cable which is attached to the control arm on the
servo unit,
 Figute 5-2 shows the Dial-Temp heatcr and air
eanditionet control system,
The heater and air conditioner unit consists cf
an air conditioning system integrated with t h e
vacuum contrnlled blend-air heater.
A single dial push-pull knob controls all fuec-
tion of the heating, ventilating, and cooling
systems. The push-pull knob controls the blower
motor and regulates the volume of heated or cool
ait desired. Pull out the control knob half way for
low blower and completely out Eor high blowet.
The cam plate in the vacuum servo is the only
difference between heatet only and heater and air
conditioning servo controls. The heater cam plate
has "Heater" stamped on t h e front f a c e while the
heater and air conditioning cam plate h a s "Air
Conditioning" stamped on the front face to provide
easy identification. The servo should be serviced
as complete unit.

TO WlPEll MDTOP
CHECK Y A L V f i 1

YELLOW

Fig. 5-2-Heater-Air Conditioner and Reiated Parts-1959-(9E-8842)

 Figure 5-3 shows the heater and air conditioning The heater and air conditioning system consists
conti01 system. of an air conditioning system integrated with the
conventional heater.

PANEL TO HOUSJNG BRACKET HEATER TEMPERAJURE REGULATOR VALVE

THERMOSTATIC SWITCH tUSE

TtIERMOSTATIC SWITCH CONTROL

SPOT COOLER (AIR REGISTER)

Louven CONTROLS

AIRDOOR

TO D E F R O S T E R AIR DOOR

TO VACUUM MOTOR

Fig. 5-3-Heater-Air Condilionlng Illonlrol System-1960-(60E-781%)

 The operating controIs consist af a heaterair
conditioning control panel located in the instrument
panci and a "Spot Gaoler" (lair register) with a
thermostatic control switch, which is located be-
low the center of the instrument panel.
The heater-air conditioning control panel is
similar to the heater only control, but the Levers
control the air flow in a different manner and act-
uate a vacuum valve switch for opening and clos-
ing a recirculating air door. The thermostatic
switch control knob is located i n t h e upper center
area of the "Spot Cwler" and has 5 different steps
for cooling. The switch control knob is rotated
eIoekwise far increased coolinp;.
A three speed blower switch i s located to the
right side of the heater-air conditioning contml
panel.
Figure 5-4 shows the heater-air conditioning air
flow system.

DEFROSTER NOZZLES -COWL GRILLE AIR I N T A K E RIGHT VENT KNOB

-Y
LOWER CONTROL

DEFROSTER AIR DOOR

LOWER CONTROL
LEVER AT DEFROST

LOWER CONTROL
L E V E R IN HEAT
POSITION

HEATER DUMP DOOR

1 li
F R W VIEW
REClRCULAf lNG
AIR DOORS
- GRILLE OPENING

TURE REGULATOR
YALV E
LOWER CONTROL

DEFROST POSI HEATER CORE

---
-HEATED
-RETURN
EVAPORATaR
- m I D e AIR
AR
AIR
-nlE Am
PCFR05TLR AIR SPOTC~OI.ER LEVER AT OFF "COP VIEW

Fig. 5-4-He~terAirConditioning Air Flow-1%0-(61MM-8809)

REMOVAL AND
CONTROLS
INSTALLATION

SERVO UNIT-1958

REMOVAL

1. Disconnect the n e ~ a t i v e(ground) cable

from the battery.
2. Turn the Dial-temp control counterclack-
wise to the limit of its travel.
3. Remove t h e f u s e panel mounting s c r e w s
from the parking brake bracket and move
the panel dawn as far as possible.
4. Remove two screws fmm the setvo arm
shield; then, remove the shield.
5. Loosen thecontrol cable clamp screws and
\
disconfiect all of the cables from the arms
on the servo.
I BOWOM VIEWS
lntcrmrl Arm and R d m r

Warm Gaor
- PIATE
Cbdrrir. Zone "A"

ROLL PIN
6. Rernovc four servo mounting screws; lower
Flnxiblw Cauplung
the unit and diseondect the motor feed
wire at the circuit breaker.
7. Tun1 f ~ u s e r v uu ~ l i tun ils side; then, lower
it past the parking brake btacket.

'

Filgute 5-5 shows a disassembled view of

the servo assembly.
1. Disconnect the motor to terminal block
wires at the connector. Loosen the two
allen set screws that secure the motor to
the servo body; then, remove the motor.
Slide the flexible coupling off the worm gear
shaft.
2. Remove four cover to body sctews end re-
move the cover. T~rmthe s e w body ovet
so that the contact plate and cam assem-
bly will drop out.
3. Disconnect the ground wire fmm the cover.
Remove the nut and washer from the con-
trol atm; then, remove the arm and internal
contact.
4. Remove the roll pin securing the worm
gear bushing in the body. Tep the gear
and bushing out of the body.
5. If i t is necessary to remove the am and
tollel assemblies, be sure the intetnsl
arms and rollers and external arms are
kept together.
Fig. 5-5-Servo Assembly Disassembled-195B-(E-Z14)
ASSEMBLY
Thoroughly clean all internal working patts of the servo.
As the servo is being assembled, lubricate the arm and
roller assemblies and cam tracks Iibesally with a lithium
base grease. Be sure the contact plate surface and can-
tact points are clean and dry.
1, Install the internal arm and roller assemblies and ex-
ternal a m s in their proper locations, matching the
color code on the atms and servo body.
2. Place the worm gear and bushing in the servo body.
Align the groove in the bushing with the roll pin hole
and tap the bushing into the body. InstaIl the roll pin,
3. Set the external atms in the OFF position. Hold the
arms in place with tape or body putty during assembly.
4. Align the cam index mark with the index mark on the
servo body. Install the cam and contact plate assembly,
making sure that the a m rollers are engaged in the cam
tracks.
5. Place the flexible coupling on the worm gear shaft.
 NOTE: Tbe m u t w and t t m gFnr shntfs d m of
difjeerm~rIinlarrcrs omd the cutrpliwg ~ 4 be
n in.
staflrb in ornp rosy only.
5, Install the internal contact and contml arm and
ground wim assemblv in the servo cover. Con-
nect the round win? to the coves.
1Q.Witb the control am i n the OFF position, insen
7, Install the servo cover on the body with [our
a t t a e h i n ~screws.
8 , InswU the servo motor, securing it with two
allen set screws. Connect the motor ro the ter-
mind M w k wircw.
slowfy through the full travel in both d i d o n s
tlnd return it to the OFF position. The servo
should operate freely and each external a m
muwt move through itits full travel and return to
the OFF position.
a I t 8 x 1 cotter pin through tlte holc in the servo
cover tbat slims with the hole in the contra1
.
arm extcnsitm Expand the cotter pin just enough
so that il w i l l remain in place d u t i n installation,
~
but so i t cen be easily remnvd ~ f t n the r cablcs
ere connected.

9. Connect theblack motor wire to a 12-volt battery NOTE: R~plucamanfservos have ar a l i ~ m m r n f

and gtound the servo unit. Move the control arm l l e dk i d in place b y dope.
pin i t ~ ~ t ~ f and

1. Raise the servo unit vcrticaIlp past the park-

ins bmke bracket. Position the unit in the
mounting bracket and install ~ h four
c mtaining
SEfeWS.

2. Connect the motor f e d wire ta the BATT (Bat-

tery) terminal of the circuit breaker.

3. Turn tlrc Diel-temp control to the "OFF" p s i -

tim; thm, ccmnect the cable to tlte control
em of the sesva unit. Place the clamp Y P ~
the cable conduit and tighrcn the clamp screw.
, - c
.I"-
4. Instdl the c ~ b t e son the external arms. msteh-
ing the color codc on the external arms with
that on the c u b k conduit baada, (See figures
5-6 end 5-7.) Install the cable clamps and
the clamp screws.
tiglt~e~t Flg. 5-6-Control Cables Installed-Ranger and
Pacer-1958-[E-2642)
5. Install the lusc panel and rnfiuntin~~ c r e w s ;
then, eomcct the n e ~ a t i v e(ground) cable to
the hattev.
Y

6. Remove the aIigtrmmt pin from the cantrol arm I

a t e n s i o n and servo cover. Connectan ammeter I

in series with the sewn motor feed w i w . Turn
the jgnitim switch t o thc ecmsory position.
Operate the Dial-temp control thrhugh ell
ranges and mote the current draw for each t
movement of the cmtroi cabIes. A reading in
?,
C
excess OF 5 amperes for any one setting in- a /
Ye"
dicates an improperly inshlId or adjusted
control ~ b t eCheck . theables for sharp bends,
tightness in clips, and proper instatlation af
mblc tcminels on the sew0 e n s . The cables
must be installed on the lesmt with the end of Fig. 5-7-Control Cablcs Installed-Conrrir and
the cable terminel coil away from the arm. Citntion-19 58-(E-2643)
 DIAL-TEMP CONTROL CAlLE

1. Loosen the Dial-temp shaft set screw;

Llwn, =move the dial and shaft assem-
bly [ram the instrument panel. (See fig-
ure 54.1

2. Loosen the contwl cable clamp on the

sttvo unit and disconnect thc cable
from the contml arm.

3. Remove cable drive ret~in-

two control
ing ~ c m s ;then, m o v e the control Fig. 5-8-Diwl-Temp Co:ltrol S l ~ n f te n d
cable drive assemblv. Ctlble Drive-L9SadE-2627)

4. Install the alippment pin in the servo

cmtrnl atm extension. (See figure 5.9.)
Install the control cable on the c o n t ~ t
a m and in thc clamp; Ihm, tighlen the
clamp screw.

5. Position the cnnrrol cable drive as-

semhly nn the bracket and install the
twa ~ ~ r f w s .

6. Install the dkl end shaft assembly with

the bock of t h e pointer mga& i n the
notch at the top of the panel opening.
Ti~btenthe set screw on the dial shaft.

7.Remove the alignment pin from the s e m

cuntml am extension before ovcteting
the Ilial-temp enntrol.

Fig. 5-9-A1 ignm ent Pin fnstalted in Selvo-l95&-(E-2645)

VACUUM SERVO CONTROL AND BLOWER SWITCH

1959
1. Pivconnact the negative Cgrclund) cable from the
battery.
2- Remove Frmr nuts rfmining the sewo control to
the instntmcnt p a n ~ 1 .
3. Lower the control un$t down beneath tnstrumcnt
panel.
4. Disconnect the wire connectom and hu lh.
5. Disconnect all vncutun hoses.
NOTE: The uafvr os ibp. W U ~ W U I I Ifnirls uJ rbe
s p w o mafchs the color on J ~ VP ~ C W U P boiies
J to
assis1 in p o p ~ it~sfalletion.
r switdl.
6 - Remove the knob. Rernovc two blower switch re-
taining screws and remove the switch and shaft
assernblv.
7. Kcmove three contwl servc unit to dial assem-
blg screws and s e p ~ r a t ethe two parts.
8. Reassemble the conti01 sewn ta t h e dial as-
sembly.
9. Asscrnblc the switch and shaft assembly to the
contra1 servo and install the knob.
I11.Connoct the vacuum hoscs lo thc respective
servo parts.
11.Cvnnect the wire connector and bulb.
L2.Check operation of the control setvo and tlm~r
13.liaise the conlmI ~ s m 11p in the panel. Posi-
tion it on the bezel studs and securc with four
nuts.
 CONtaOt ASSEMBLY

I. Disconnect the n e ~ a t i v e(ground) cable from the

battery.
2. Remove the three control lever knobs.
3. Remove the evaporator to "Spot Co01er" duct
clamp bracket retaining screws and remove the
clamp brackets. CarefulIy p t ~ l l the duct away
from the "Spot Cooler."
4. Disconnect the vacuum vaive switch hoses and
the blower motor switch wire block connector.
5. Remove 2 control assembly retaining nuts at
the back side of the instrument panet. (See
iigute 5-3.)
6. Pull the control assembly back and down from
the peneland disconnect the conttol cables. Re-
move the control assembly.
7. On the bench transfez the blower switch and
vacuum switch. Lj'ith the lower control lever at
"HEAT", adjust the vacuum valve s w i t c h by
moving it against the control lever flange untiI
t h e switch plunger is depressed. Thcn, tighten
t h e switch retaining screw.
BLOWER MOTOR SWnCH
8. '1'0 iqstall. reverse the removal procedure.

I. Disconnect the negative (ground) cable from the

battery,
2. Remove the blower switch control knob.
3. Remove the a s h tray and retainer.
4. Remove the evaporator to "Spot Cooler" duct
clamp bracket retaining screws and remove
the clamp brackets. Carefully pull the duct
away from the "Spot Cooler."
5. Disconnect the blower switch wiring bIock con-
nector at the switch.
6 . Remove one switch retaining nut and remove the
switch.
7. To install, reverse the remov~hprocedure.

VACUUM VALVE SWITCH

I. Remove the evaporator to "Spot Cooler" duet

clamp bracket retaining screws and =move the
clamp brtlekets. Carefully pull the duct away
from the "Spot Caoler."
2. Disconnect t h e t w o vacuum hoses at the vacuum
valve switch.
3. Remove one screw retaining the vacuum valve
switch to the control and remove the switch.
4. To install, teversc the removaI procedure,
 EVAPORATOR HOUSING A S S E M B L Y
RANGER A N D P A C E R - 1 9 S B

Tho e v a p r a t o t COW! and t h e h e a t ~ rcora en? rnrtrE accessible for replacement operations
when 2)tc cvapuratm nsse:trbly is m n o w d fmm the cur. The thcwostntic switch and expan-
sion valve can St serviced with thc cvaporatm insbIled in the cat.

REMOVAL 9. R ~ m n v efour bolts and two nuts smuring the

I. Discharge the system. Refer to *'DischsrEjnjng
the System".
2, Remnvn t h e blower and m d u r ~ s s m b l y .
3. Drain t h e c m l i n ~system; then, d i s c o n n ~ tthe
hmtct hoses ttt the cowl panel.
4. Remove 17 evaporetor drip pan la case screws
and remove the pan.
5. Remove the thermostatic switch control cable
clnmp; then, lift the cable from the switch cam
am. Remove the wiren from the thermostatic
switch.
ti. Flisconnect the saction and d i s c h a w Iines at
the fittings. (See figure 5-10.) Scal the eva-
porator and Iines to prevent the entrance YI 2. Position the evaporator assembly under the
dirt and moisture.
7. Remove the glove box liner; then, disconnect
the evaproretor case to air register mnn~cting
hot.
evapretor asaembIp to the cowl p n c l . Lower
(he evaporator find m o w it to t h e left; then, pull
the r e f r i ~ r t l n tlines irom the side of the evn-
potator case.
lO.Kemove the evepureto? eslserntly from the cnr.
INSTALLATION
1. Apply Penna-ppan sealor, or eqoivolent. to the
cowl panel where the f l a n ~ eof the maporntor
casa will make contact. Be sure the evaporator
sage gasket i s securely in place on Ihe case,
dash snd put the refriprant lines Iltmugh the
holes in the cage. stire the mbber grommets
ere in plecr around tlte holes.
3. Install the evaporator ttssmbly an the caw1
panel; then, install the nuts on the case studs
f h ~ rtight. Install four e v a p a n t ~ r to e a r l
panel bolts.

NOTE: l ' i ~ b t e nt b p bolfs dad nuts e t w n l y so

that a doad secrl fs maintained and fha evdpom-
i s nni daqtort~d.
tnr r d ~ p

4. In~tallthe evaporator case support bracket on

Fig. 5-10-Evtrponrtar Suction end Discharge Line
Connections-Ranger and Pacer-1958-
E-2634)
Rmnve [he emparator to plenum dlamber
connecting, boot. Disconnect the vstcuum line to
t l ~ ethecmostet in the plrnum chamber.
R. Remove the radio, if the car ig su equipped, Re-
move the evaporator case suppart bmcket from
the cowl panel end case.
Ihc dash panel and case. Install the radio. if
t h e cat is so equipped.
5. Install the evapclrator case to the plenum chamber
and a i r tegister connecting W. Install the
clove box. Install the vacuum line to the ther-
mostat in the ptenurn chamher.
NOTE: Tbr connetting boors atill r r ~ a thh
i ~
pp[ormeJ sbrrpe tttbes soaked brfefly in warm
arfatet ~ C J O T P instulhlion.
6. Connect the suction and discharse l i n e ~a t the
fittinv shown in fimm 5-10.
7. Install the thermostatic switch control cable and
wires. Check thc travel of the control cable or
propet operation of t h e thermostatic switch and
the air diverttr valve.
8. I n s t a l l t h e heater hoses and the blower and motor
CORSAIR A N D C I T A T I O N - 1 9 5 8
The thetmostatic switch, expansion valve, and heater core can be serviced w i t h the
evaporator installed in thc car.
REMOVA t
I, Discharge the system. Refer to "Discharging
the Systemy*.
2. Remove the blower and motor assembly.
3. Disconnect the heater hoses at the cowl panel,
Remove the heater tube and rcfrigerant line re-
tainer plates from the cowl panel.
4. Remove the glove box liner and d i s c o n n e c t the
thermostatic switch control cable and wires;
then, remove the switch. Disconnect t h e con-
troI cable from the heater thermostat, defroster
dnmper, and the air divertet valve. Disconnect
the vacuum fine a t the heater thermostat.
5, L o o s e n the defroster duct clamp on the plenum.
Remove six plenum to evapnrator s c r e w s and
one plenum bracket to cowl s c t e w ; then, remove
the plenum, evaporator drip pan, and drain tube.
Remove the left-hand air register connecting
duct from the evaporator.
6. Disconnect the refrigerant lines. Remove four
evaprator stud nuts; t h e n , pull the evaporator
away from the cowl panel. Roll the evaporator
from under the instrument panel.
1. Disconnect negative ground battery cable
2. Drain the engine coolant and disconnect the
two water hoses from the heater corc tubes on
the engine side of the dash panel.
3. Disconnect two blower motor lead wires and the
motor ground wire,
4. Install the manifold gauge set to the compressor
service valves and discharge the refrigerant.
Refer to "Manifold Gauge Set Installation" and
I I Discharging t h e System".
5. Rcmove the low pressure service valve from the
asscmtIy. Fill Ihe cooling system.
9. Evacuate and charge t h e system. Refer to "Eva-
ciiating the System" and '"Charging the System".
Install thc evaporator drip pan after the refriger-
ant lines have heen l e a k tested.
INSTALLATION
1. Apply Pema-gum sealer, or equivalent, to the
cowl panel where the f l a n ~ eof the evaporetor
case will make contact. Be sure the evaporator
case gasket is secare1y Ea place on t h e case.
2. Pasition the evaporatot under t h e dash; then,
install the four e v a p o r a t o r stud nuts.
3. Connect the refrigerant lines, h e a t e r hoses. and
retainer plates.
4. Ins tali the thermostatic switch; then, cnnnect
the control cable and wires. Install t h e right-
hand air register connecting duct; then, install
the glove box liner.
5. Install the left-hand air register connecting duct.
Instal1 the evaporator drip pan, plenum, and
drain tube. Connect the control cables and heat-
er thermostat vacuum line. Install the defroster
duct and tighten the clamp.
5 . I n s t a l l the heater hoses and the blower and
motor assembly. Fill the coolilng system.
7. Evacuate and charge the system. Refer to
"Evacuating the System" and "Charging the
System*'.
compressor and cap it to prevent dirt or rnois-
ture from entering the compressor and lnw pres-
sure line.
6. Djsconncct the high pressure hose at thc quick
disconnect at t h e sight glass on the left front
fender apron.
7. Remove the glove box liner.
8. Remove the radio.
9. Disconnect the vaettum hoses from the right vent,
recirculating a i r door, blend-air door, and ther-
mostatic switch vacuum motors.
1O.Disconnect the plenum chamber to "Spot Cool-
er'' rubber connector.
I1.Remove two retaining nuts and remove "Spot
Cooler. "
12.Disconnect the h ~ a t e rand air conditioning de-
froster vacuum motor hoses.
13. Disconnect t h e defroster hose connector a t the
plenum chambser.
14,Disconnectthc air i n l e t valve rubber connector
from the right air inlet duct.
15.Kemove the resistor wires.
I6.Aemove the carburetor a i r cleaner.
REMOVAL
1. Disconncct the ncgativc (ground) cable ftom the
battery.
2. Drain the enginecoolant and disconnect the two
water hoses from the heater core tubes on the
endne side of the dash panel.
3. Remove the heater core tube grommets and the
blower motor cooling tube.
4. Disconnect the bIower motor l e a d w i r e s and
ground wire.
5. Remove the five motor retaining plate to cowl
s c r e w s and remove the two-piecer e t ~ i n i n gptate.
6. Remove the retaining plate gasket seal and the
insulation.
7. TO REMOVE THE HEATER TEMPERATURE
REGULATOR VALVE AND/OR HEATER
CORE, Front seat both conlpressar service
valves, luosen the service wive gauge port
caps and bleed the refrigerant from the com-
pressor.
8. TO REMOVE THE EVAPORATOR, Install the
manifold gauge set and discharge the system.
Remove the high pressure line retaining clamp
on the left fender apron and the band strap
securing t h e high and low pressure hoses in the
17.Rcrnove 6 evaporator and blowet housing as-
sembly mounting nuts from the engine side of
the dash paneI.
I8.Rcmovc t h e evaporator drain hose horn the floor
pan orifice.
19.Remove the evaporator and Glower hoasrng as-
sembly ftom the dash panel and place it on the
floor pan.
NOTE: [ e e d t h e bigb
It rrill he necessary to
and loll. hnsrs t h r o q b
prp.<.<urp air ronditinning
the dash purrel ivi order to kt~ri-erthe et)spwator
housing.
20.To install, reverse the removal procdure. Then
evacuate, leak test, and charge the s y s t e m .
engine eompartrnent.
9. Remove the high and low pressure line qommet
at the cowl.
10.Remove the low pressure service valve from the
compressor and cover the openings t o prevent
dirt or moisture from entrring t h e compressor
and IOW pressure hose.
1l.Disconnect the high pressure hose at the self-
sealingconnector just forward of the sight glass.
l2.Remove the glovebox, a s h tray, end ash tray re-
tainer.
13.Remove the plenum chamber to "Spot Cooler"
rubber connector bracket retaining sctews and
remove the brackets. Carefully pull the can-
nectot away from the "Spot Cooler".
14.Remove three retaining nuts and remove the
"Spot Cooler" and thermostatic switch assem-
bIy.
When lou~ering rbe assembly, disro~ricct !he
rtuo thermosfafic switch w i r e s and care/uIly
remove tbr srnitch t e m p e r a t w e sensing iube
from tbr! evaporator.
15.Disconneet the heater dump door and the right
ventilator d m r control cables at the door levers.
16.Discennect the defroster control cable (blue
band) at the control head.
17.Disconnect the heater temperature regulator
control cable a t the water valve.
18.Disconnect the vacuum hose at the vacirurn motor.
I9.Disconnect the evaporator drain hose clamp ~ n d
remove thc hose from the drain tube.
20.Rcmove one nat and bolt retaining the cvapora-
tor bracket (Iocated on top of the evaporator In
thc center) to panel bracket.
2Z.Remove one defroster outlet to evaporator hoos-
ing retaining screw. Disconnect the deftoster
outlet from t h e ho~taing.
CAUTION: 'frrpe fhe b o ~ o n~i ~ the instrumeni
patlp I to the right 4 i h e s l e w i n g coIslmn t o pre-
went scrrf#cbitq the panel.
22.Remove the carburetor air cleaner.
2.7.Remove s i x evaporator and blower housing as-
sembly mounting nuts from the engine side of
the dash panel.
24.Pull the evapo tator end blower assembly slight-
ly away from the cowl. Disconnect the right
ventilator inlet boot and disconnect the blower
resistor wires.
25.Carefully pull the assembly away and to the lelt
from the cowl and r e m o w it from the right side
of the passenger compartment. An assistant
should aid in routing the refrigerant hoses
through the cowl.
26.Remove thc assembly from t h e car.
1. Position the complete assembly with hoses in
the passenger compartment on the right side
floor area.
2. nuring instnllrition be carsful not to dawtage
panel, zriring, and control c a b h a .
3. Route the refrigerant hoses through the opening
in the cowl. Low ptessure hose and valve first.
4. Install the evaporator and blower housing as-
sembly. Wove the assembly up under the in-
strument panel From the right side.
5. Position t h e assembly studs part way into the
holes i n the cowl.
6. Connect the right ventilator rubber connectar
to the air inlet. Connect the defroster outlet to
the evaporator housing and secure with one
scww. Connect the blower resistor wires.
7. Push the assembly all the way forward so the
studs protrude thrnugh the cowl. Retain with 6
washers and nuts.
8. Connect the panel bracket tn the evuporator
brackct on top of t h e assembly and retain with
one nirt and bolt.
9. Connect, adjust, and check operation of the tem-
perature regulator valve, tight ventilator door,
heater dump door, and defroster a i r door con-
trol cables.
1D.Connect t h e vacuum hose to the recirculating air
door vacuum motor.
Il.lnstal1 t h e evaporator drain hose and clamp.
L2.Install the "Spot Cooler'' with the lhetmostatic
switch. While installing the "Spnt Cooler",
rottte the temperature sensing tube to the top of
thc evaporator housing and push the tube into
the hole o n top of the housing between thc f i n s .
13.Secure thc "Spat Cooler?' to the insttument
panel with three nuts.
14.Attaeh the plenum chamber to "Spot Cooler"
n ~ b h r connector and retain with the brackets
provided.
15.1nstall the blower motor insdation and cover
plate seal.
16.Install the two-pieceretaining plate.
17.Install the blower motor cooler tube and con-
nect the blower wires,
38.PIace the grommets on the heater core tubes and
connect the heater hoses. (The water inlet hose
goes to t h e bottom tube and the outlet hose to
the upper tube.)
19.Fill the radiatot.
20.Using a new gusket, assemble the low presure
valve to t h e comptessor.
21.Connect the high pressure hose ta the s e l f -
sealing coupling just forward of the ~ e c e i v e r .
22.Secure the high pressure hose to the left fender
apron with a clamp.
23.Iostall the band strap around the high and law
pressure hoses in the engine compartment.
24.Install the hose grommet at the cowl and seal.
the
I J the r ~ / r i g c r a n t w a s discharged, check for
I e a b , evacmatr aad charge the s y s ~ c n ~I / . the
refrigerant was not d i s t h u r ~ e d .purge the con!-
pressor d n d bacb seat bofb servicp valves. Ij
necessary add refrigerant,
2S.Conneet the baitery cable to the battery.
26.Check the operation of all contmls, air doors,
heater and air conditioning.
27.Aemove t h e tape from the instmment panel. In-
stall the glove box, ash tray xetainer end ash
tray.
 EVAPORATOR CORE
19 b 0
- t - -

Fig. 5-71-Evapoeator CQE Rt~tonl-296046OE-7813

.
1 Remove the: Tinnetman nut retaining the vsmurn retaining screws, T b r two screws nt the left
motor to the recirculating air door. Disconnect war side dCsn rcdain the /ell mounlin~h d c k e f .
the a m from the lever.
5. Rcmovc the evaporator, expansion valve, and
2. Rernwe four rccireulating air d m retaining refrigerant hoses as un assembly. (See figure
screws and r e m o v e the door nnd fever assembly. 5-11 .)

3. Remove thc cvaporatar top cover and tempera-
ture regulator valw tetaining screws. Cure-
fnlly remove the top cover withthe vocnnm motor
and blower switch resistor attached.
4. Remove five evaprator core to waporatm cast+
f ~ .Discannett the law pressure hose and the expan-
sion valve f r m the evaporator core, Cap t h e
conncct i ~ n s .
7. To instalI, reverse the removtll piocedure. He-
fote installation, leak t e ~ the
t evaporator core.
 E X P A N S I O N VALVE
RANGER AND P A C E R - 1 9 5 8

2. Rettrovc the evolmtatnr drip pan.

3. Carefully klit the ins~tlcltion that covets the

tcmp~rature sensinp bulb and rrrnove the in-
sulation. Remove the c t i p ~that retain t h c bulb
to t h c cvepratar inlet lines.

4. Discodnmt the expansion valve ~ l the t rhw

fittings tndieatcd by the L a w arrnws i n fimre INSULATON 7EN.PERAT'LIUL FVAP3RATOR OVIW
SENSING 8llU
5-12, When disconnectitif: the velcr? from the
evaporator inlet Iines, told the valve slaliwrarv Fig. 5-12-lSxpansion Velvc ConnectiansRanger
while turning the flare n u t and Pacer-1958-(E-263')

5. Position the replace men^ expansion valve and bulb and Line with the insulation; then, ccrnmi
connect t h c thrcc fittings indicated by t l ~ e
large the seam with wecrtherstrip adhesive.
vrmws in fiww 512.
7. KvacrratP and charge the sptem. ImtalI the
5. Attach the tcmpernturc sensing bulb to the evit- evnprnLor drip pan aftet the refrigerant lines
powfor ovllct line with twn c l i p s . Cover the have k n 16;rk tested.

CORSAIR A N D CITATION-1958
1. 1)i~c:hargcthe svstcm. Refer la "Dischnrgin~ the vnlve. statimtary while turning the tiare nu&.
the System"
5. Position the: *placement velvc and connect the
2, Remove the plennm, drip pon, and drain t u b . inlet, orrtIet, and cqtrafizer lines.

3, Carefully slit the insulation that savers the tem-

perature sensing bnlb and p m o v e the insulation.
Remove the clips thwt retain the hulb tn the
evaporator inlet lines.
I . Disconnect the expansion valve at the empcm-
tor inlet ~ l n doutlet lines ~ n dat the equaliacr
l i n e connection. When disconnecting the valve
fram t h e evaporator i n k t and outiet lines, hold
5. Attach the tempcrsturs semifig bulb to the
evaporator nutlet line with twa clips. Cover the
bnlb and Lim? with the insulation; then, cement
the seam with w ~ d t c t s l r i g~ d h e s i v e .
7. Evacuutt. and eharce the ~ p t m Install
. the
evapotatnr drip pan, draintuk, and plenum ~ f i e r
the refrigerant lims have been leak twted.

1. Remove the cvslporsltor from the dash panel.
Refer to "Evap~ator Housing Assembly Re-
mnval and Installation".
2- nisconntrct the hi& pressute line mnnecterl to
the expansion valve.
3. Dismancct the by-pass (qualizer) tnk,
4. Peel back h e itrsnlation cover in^ the tempera-
htre sensing butb and unelip the bulb.
5. Disconnr?et the connection khPeczl the ex-
pansion veEw nnd emporntor.
 CAUTION: KJhrnrz,r~u corrnrction is opened, caps or suitable protcrtiun sborld be
instnllrd to prevent dirt dtrd moisture mo or?) en~erirrgt b s~y s t e m . Alx4.ays use iu:n u - r ~ n c h -
es lo atwid damaging any cannectior~s.It is impurfdnt tEwt a tre~ccoppet gaskci be i s -
stallcd in a n y / i f t i l ~ gtttbicb hns srorrd w a t i t ~ gs r r j u c ~ sand u h e r r a gasket bas b e ~ n
insialSeJ pez)ious l?.

6. The expansion valve can be installed by reversing the removaI procedure.

I I F A h S l W h VALVC

DdCf

Fig. 5-13-Evaporator and Blower Housing

Disassembled-1960-(6OE-8801)

The expansion valve b located at the left side

of the evaporator and may be replaced with the air
conditioning assembly in the cat. (See figure 5-13.) T,AmF BRnCXI,

1. Install the manifold gauge set to the compressor

service valves and discharge the refrigerant.

2 . R e m o v e the insulation covering the lines end the

temperature sensing bulb.

3. Unclip the bulb from the low pressure line.

4. I1isconnect the hip,h preesue lint fit tin^ a t the from ~ d e r i n g #be sysfcrw atnd to pmtert ~bt?
evaporator and the fitting betwenthe expansion r h ~ a d so/ the {ittimps.
vaIw and the evaporator, 6. To install, r e v e s e the removal procedure.
5. Remove the expansion vetve. .?
2. Check fbr leaks, evacuate, and charge the sys-
CnB nlf Sillimps It prawmf $kt mad m r ~ i s t m tem.

THE

RANGER AND

1. Remow the glow box Iiner and the evaporator

drip pan,
2. Remove the temfreratne sensing tuba fm the
d i p on the top o l thc evaporator case; then, w-
move the hlbe from b e h e e n the ev~pomtorins.
3. Remove the eclnttol a b I e ftom the switch cam
arm. Remow two wires h t n the switch ter-
minals. R e m o w the four switch mountingscrews;
thm, remove the switch. (See figure 5-14.)
4. Install the replacement switch with the foar
rnountin~screws. Connect the two wires to the
terminals on the swlrch. Attach the controt
cable t o the switch cam a m ; then, test the op-
eration of the cam arm for full ltavnl snd air
divcrter valve. contwl, Install the ev9pamtat
drip p a .
5. Insert the temperature sensing t u b between the
evaporator fins to R minimnrn depth of two inch-
es. lnstaIl the tube in the clipon the evaporator
case. Fig. $14-Thermostatic Switch Installation-Ranger
6. Opctete the cooling porticra of the air conditim- end P~~et-19.58-(E-%38)
et a t M A X COOL for 15 minutes. Turn the Dial-
temp control from MAX COOL to MEN CCH)L to sensing tube i s not inerted far enough bctween
make slue the mapyetic clutch disengaps. If the evaporator fins. When the sensing tuhe is
the clutch does not discngelfe, the temperatare properly odjustcd, install the glove h x .

CORSAIR A N D

1. Rernave the dove box liner.
2. Remove the temerature sensing tube from the
c i i p on the top of thc cveporator case, then re-
move the tube from between the eveporWt fins.
3. Remove the control mblc from the switch cum
atm. R e m o w two w i n s from the switch terrni-
nsls, R e m m e two switch morintingacrews; then,
remove the switch.
4. Instdl the replacement switch with two mbnnt-
ing screws. Connect the two wises to the tet-
minals on the switch. Attach the control cable
to the switch earn am; then, test aper?tetionof
the cam arm for full travel.
5 , Insert the tempcretmer sensing tube btween the
evaporator fins to a minimum depth of two inch-
es. Install the ttlk h the clip on thc evltpora-
tor ease.
6. OpPmte the cooling portion ofthe airconditioner
at MAX CQOL for 15 minute. Turn the Dial-
temp ewtml from MAX COOL to MIN COOL to
make s u e the memetic clutch disengages. If
the clutch does not disengegc, the temperature
scnsin~tube is not inserted fat enough between
the evapamtor fim. When the sensing tube is
pmpcrlv adjusted, install the glove box.
I. Kemove the evaporator to "Spot Cooler*' duct
clamp bracket retaining screws and remove thc
clamp brackets. CarefulIv pull t h e duct a w a v
from the "Spot Cooler." (See figure 5-13.)
2. Remove khe conttol knob retaining screw and te-
move the knob.
3. Remove two switch and bracket retaining screws.
4. Remove the ash tray and glove b o x liner.
REMOVAL
1. Isolate the compressor from t h e system.
2. Remove the suction and discharge service mlves
and lines from the compressor. Seal the valvcs
and compressor openings to p r e v e n t the en-
trance of dirt.
3. Remove four mounting bolts and washers from
the bottom side of the mounting bracket,
NOTE: If :be car i s cquippedwitb power s t e c t -
ing, tbr r o m p r ~ s s n tmomring bolts are more
accessible wbcn the porurr s t e e r i n g pump is
lnmen~ds o tbat all tension i s of/ o/ the d ~ i v e
be It.
4. Remove the c o m p r e s s o r drive belt. Disconnect
the magnetic clutch feed wise at the bullet
connector; then, lift the compressor from the car.
1. Disconnect the clutch feed wire.
2. Connect the test manifold gauge hoses to the
service valves. Front seat both the service
valves and discharge the campressor through
the test manifold and into an exhaust system.
3. After pressure is completely relieved, the c a p
screws which retain each service valve ta the
5- [,onsen the switch capillary tube brackel on toy
of the evaporator housing and carefully pull the
tube uut of the evaporator c o r e and remove the
switch and tube assembly.
6. To install, r e v e r s e the removal procedure.
EVlltn installing the capillary tube, push the
tube into the hole on top of t h e housine between
the evaporator f i n s .
INSTALLATION
1, Position the c o m p r e s s o r , magnetic clutch, and
the bmsh hatder assembly on the compressor
mounting bracket. Install the four mounting
bolts, flat washers, and lackwashers. Do not
tighten the bolts at this time.
2. Install the compressor drive belt. Adjust the
belt tension (h/4 inch deflection between pull-
eys) and torque the compressor rno~mtingbolts
to 16 Ibs. ft.
3. Install the suction and discharge service valves
and lines, using new gaskets between the
valves and the compressor. Torque the valve
attaching screws ta 15 lbs. ft.
NOTE: Replacemernt compressors *re c h ~ g e d
w i t h dry niirogetr a s a R I O ~ S E U T Y p r e u ~ n t a t i v e ,
Kenwt#e the sttctioa and discharge port blank
flanges caseJvlly to release the pressure,
4. Purge the compressor and restore it to the
system. Leak test the c o m p r e s s n r .
head can be removed. Remove the screen and
gasket from the suction valve and the gasket
from the high pprssure vaIve.
4. Remove 4 bolts securing the compressor to the
mounting bracket. Remove the dtive belt from
the pulley and remove the compressor assembly.
 5, To install the compressor, reverse the removal procedure.
NOTE: Belore a compressor i s i n s t a l l ~ don a nehiclr., tha
ed /or !be proper a t n o ~ t t ro/ oil [LO ozs,), ~ s only
" C l z p e f h Em, Tcxus O i l Company: or a rejrigeration o i l sbich has !Be same specified-
tinns.
1960
I . D i s c o n n e c t the clutch feed wire.
2. Install the manifold Eauge s e t . Front seat both
service valves and discharge the compressor
through the test manifold and into an exbaust
system.
3. After pressure is completely relieved, the cap
scrcws which retain each service valve to the
head can be removed.
4 . Forease ofoperation, remove 2 upper fan shroud
retaining capscrews and 2 side attaching
screws; then, remove the upper fan shroud.
5. Remove 4 bolls securing the compressor to the
mounting bracket. Remove the drive belt f r o m
the pulley and remove the compressor and clutch
assembly.
6. Remove the capscrew and flat washer securing
MAGNETIC CLUTCH
A Warner Llagnetic d u t c h was used as an altet-
nate wrth the Eaton Clutch in 1960 EdseE produc-
tion. This clutcll i q of a two-piecc design with the
field coils attached to the front sea1 plate of the
compressor, This eliminates the nccd for a brush
assembly.
EATON CLUTCH
The magnetic clutch can be removed from the
compressor, while the compressor is mounted in
the car, by using the following procedure:
1. 1960 ONLY: For ease of operation, remove
two upper fan shroud retaining cap screws and
two side attaching screws and remove the upper
fan shroud.
2. Loosen 4 bolts sccuring the compressor to the
mounting bracket.
3. Slide the compressor towards t h e engine; then,
remove the drive belt.
4. Energize the clutch to facilitate removing the
cap screw attaching the clutch to the comprcssar
output shaft, if possible.
3. Remove t h e cap screw end flat washer.
crnnkcnse s bould be check-
c "$miso SG". .Fsm O i l Campuny;
the clutch to the crankshaft. Screw a 5/8 - I1 x
If;'? bolt into the threaded clutch plate, Tight-
ening... w i l l force the clutch off.
i , Remove the clutch and woodruff key.
8. To i n s t d l the compressot, reverse the removal
and tho compressarm
O Ffete a compressor is installed on a uehi-
c l e , tbc c r ~ n k c n s e sboald be checked Jot rhr
proper arnovnl n/ o i l (10 ors.). P s r only "Yuniso
JG"', Spin Oil Conrpany; " C d p e l h E", 7 r x a s
i)il Company; nx a refrigerntion oil ~ ~ ' b i chas
h
the s g m e a p e r i f i c d t i o n ~ .
The head bolts and base cover boIts should
also he retightened any time a cornpressor is, re-
moved for servicing. Refer to the specifications
at the end of this manual.
6. Disconnect the clutch feed wire.
7. Screw a 5/8 - I1 x 1%" bolt into the threaded
clutch platc. Tightening w i l l fotce t h e clutch
off.
8. To install, position the clutch on the compressor
shaft. Install t h e c a p screw and washer and
torque the cap screw to 18-22 lbs. ft.
WARNER CLUTCH
The Warner Clutch and Pulley removal and in-
stallation procedure is the same as that for the
Earoa Clutch and Pulley.
The field coils can be removed only after the
compressor service valves have been front sealed
and the refrigerant charge relieved. The three
attaching bolts and fieId coils can then be rernov-
ed.
To install the field coils, inscrt the centering
pilot in the coil assembly; then, install the coil
assembly and three attaching bolts. Torque the
bolts to 10-13 lbs. ft. Remove the centerinp, pilot
after tightening t h e coil assembly. It will be nec-
essary to purge the compressor after installatian
of the field coils.
CONDENSER

Collision service w i l l he the most frequent cause far replacement of the condenser and
receiver-dryer. I I the s y s t e m has been open for more than 15 or 20 minutes, the teceiver-
dryer will absorb an excessive amount of moisture and must be replaced. The system
should then be thorough1y evacuated before charging with refrigerant.

I. Dischatge the system. Refer to "Discharging
t h e SystemE'.
2. Remove the hood, hood hinges and vertical
support assemblies, gusset supports, and the
center grille assembly.
3. Disconnect the lines between the condenser and
compressor and between t h e receiver and the
liquid sight glass. Plug both lines.
4. Remove four bolts and nuts securing the can-
d e n s e r to t h e radiator support bracket; then,
remove the condenser and receiver.
INSTALLATION
1. Position the condenser and receiver assembly
in front of the redistor and instell the four
condenser to radiator support mounting bolts and
nuts.
2. Remove the service plugs and c a p s from the re-
frigerant lines. Connect the lines between the
compressor and condenser and between the
receiver and liquid sight g l a s s
3. Evacuate, charge, and leak test the system.
R e f e r to "Evacuating the System" and diCharg-
ing the Systemyn.
4. Install the hood hinges and vertical support
assemblies, gusset supports, center grille .as-
sembly, gusset supports, center grille assemb-
ly, and the hood.

1. Install the manifold gauge set an the compressor moistwe Irnm e n f e r i n the ~ s y s l e n and to protect
service valves. the tlrrends of the f i t t i r t g s .
2. Discharge the reftigerant as described in "Dis-
charging the System".
7. To install, reverse the removal procedure. It
will be necessary to leak test, evacuate, and
3. Remove the cap screws retaining the upper air
charge the air conditioning system.
deflector and remove the deflector.
4. Remove the receiver from the mounting bracket. NOTE: [t is nrcessnty to r ~ p I a c et b c receiver-
5. Disconnect the compressor to condenser hose dryer a n y tinre !kc condenser i s repaired or re-
connection. p l a c ~ d ,as the moistrrre absorbing c k m i r a l in
6 . Remove 4 condenser mounting bolts and remove the receiver tvfll be saluraind uad ~unaryurr~bly
the condenser. will ant perlortn the i ~ f ~ n d r~ du n c l i o tO/~ remov-
NOTE: Cap all jittlngs i o p ~ v a t j t dirt nnd ing m a i s t t l r e /rnm the s y s t e m .

I. Install the manifold gauge s e t to the compressor 3. Disconnect the upper and lower radiator hoses.
s e r v i c e valves and discharge the system. 4. On automatic transmission equipped vehicles,
2. Drein the radiator. disconnect the ail cooler lines a t the radiator.
5. Disconnect the compressor to candenser hose 1t.Remove the condenser, high pressure line and
fitting at the compressor. receiver-dryer na an assembtp.
6. Disconnect the fitting between the receiver- 12.01 thc bench, transfer the high pressure line
dryer and t h e si&t glass. and the receiver-dryer bracket to a new con-
C a p nil jzlrings p r e v e ~ t tdirt nt>t? ntnisfrcre
to denser.
Jrnm entering I ~ sysienr
P and to prokc# t b p It i s necessary to replace the receiver-dry~r
tbrends o / t h c /ifrings. nny #he condenser is r e p i r e d or r e p l ~ c c d .
limp
7. Remove 4 condenser mounting capscrews. 'I be moisture absorbing cbemical in rha re-
8. Remove the upper f a n shroud section. reir)rr ~ r ' i l lbe saturated and conseqw n l l y rlril!
9. Remove 2 lower tadiator mounting capscrews trot perjorm I he infeaded /tinction o/ r ~ m o r j i n g
and remove thc lower tan shroud section. mnislrrre Jrom the system.
1O.Remove 2 upper radiator mount in^ screws and 1 3. To install, reverse the remove1 procedure.
remove the tadiator. Z4.Ltak test, evacuate, and chstge the system.

RECEIVER-DRYER

1. Install the manifold gauge set to the service
valves and discharge the system. Refer to
"Manifold Gauge Set Installation" and "Dis-
charging the System".
2. Disconnect the lines from the receiver-dryer and
plug both lines,
3. R e m o v e t w o nuts attaching the receiver-dryer
to the condenser and remove the receiver-dryer
from the car.
4. Ta install, revetse t h e removal procedure; then,
evacuate, leaktest, and charge the s y s t e m .
Refet t o "Evacuettin~ the System", "Leak
Testing", and "Charging the Systemv.

I. Install the manifold gauge set to the compressor (lower connection on receiver).
service valves. NOTE: Cab all (i!linips &o prevent dirt and
2. Discharge the system as described in "Dis- moisfwe / r m entering the s y s t e m and to pro-
charging the System". tect ;ha t h r ~ a d sOJ t h e /ittings.
3. Rcmove the cap screws retaining the upper air 6. Remave two receiver to bracket retaining nuts
deflector and remove the deflector. and remove the receiver,
4. Disconnect the condenser to receiver connection 7. Te install, reverse the removal procedure. It
(upper connection). w i l l be necessary to leak test, evacuate, and
5. Disconnect the receiver to evapomtor connector charge the air conditioning system.

I. Install the manifold gauge set to the compressor /ram ~ n ~ e r i nsgy s t e m

and tn protect i h i~h r a d s
service valves and discharge the system. c)J / b e Jitfings.
2. Disconnect the fitting between the receiver- 4. Remove two receiver-dryer retaining nuts and
dryer and the sight glass. bolts and remove the receiver-dryer.
3. Disconnect the condenser to receiver-dtyes fitt- 5. To install, reverse the removal pmcedure.
i n g ot thc receiver-dryer. 6. Check for leaks, evacuate, and charge t h e
Cap nll fittings to p ~ v e n fdirt and rnnisture system.
ADJUSTMENTS CONTROL CABLE

Efficient operetion sf the air conditioning system is dependent upon proper adjustment of the control
cables.
The switches, valves, and dampers are controlled by thrcc cables on the Ranger and Pacer :vlodels.
(See figure 5-6 Five cables are used on the Corsair and Citation Models. (See figure 5-7.)
Control cables are of different lengths and are not interchangeable. The clinch rings, on t h e cable
armor covers are color coded and the cables are xnstalled on the servo external arms which are corres-
pondlngly coded. (See figu tes 5-6 and 5-7.) Refer to the following table for the correct cabIe lengths and
color codcs for the various cable hnctions of specific models.

CONTROL CABLE lDEHTl FlCATION

*Also Operates Air Diverter Valve on Ranger and Pacer.

Before attempting to adjust individual cables,
turn the Dial-temp control to the OFF pasition;
then, insert the alignment pin (or a !, x 1 cotter
pin) througtl the hole in the servo cover ~ n dihe
ho tc in the control arm extension. (See figure 5-9,)
1f the pln cannot be Inserted freely, the servo
internal arm is not in the off position. Loosen the
Dial-temp control cable clamp. Adjust the cahte
armor in or out until the alignrnc~ltpin C ~ I Ibe in-
serted; then, tighten the clamp. Turn the ignition
switch to the ACC (accessory) position so that the
servo external urns will index with the OFF marks
on the yervo body.
NOTE: lira1 e a l l control cable adju.s#ntet~tsrrith
the nlignwrat pin ins t n l I ~ d .
'ro adjust the control arm travel of any switch,
valve, or damper, loosen the cable armor clamp
s c r e w ; then, s l i d e the cable armor in nr out of the
clamp. Adjustment can be made at either end of
t h e c ~ b l e .Tighten the cable armor clamp when the
control arm is correctly adjusted. Do not bend or
spring the control arms ar cable clamp brackets.
NOTE: Ren1or:e l l ~ ealignment pin /wn~ he servo
k c j o r ~ l s r r r ~ i n ~i h ~Dial.t~rnp Con$rol to IPS! the
system ajwraiion.
1. Loosen, but do not tcrnuve the cable housing
retainer screw at the right ventilator door. {Sep
figure 5-3).
2. With the right air vent control positioned app-
roximately '/;, inch from the all-the-way-in
position, move the ventilation lever to the full
c l o c k w i s e position.
3. Tighten the cstlc rctaincr.
4. Check opetation of the control to assure full
opening end closing of the ventilation door.
LEFT AIR VENT CONTROL
1. Loosen, but do not remove the cable housing
tetainer screw at the left ventilation door.
2. With the left air vent control positioned app-
roximately %, inch from the all-the-way-in
position, move the ventilation door lever to the
full c b e k w i s e position.
3. Tighten the cable retainer.
4. Check operation of the control to assure full
opening and closing of the ventilation door.
 HEATER DUMP DOOR
CONTROL
1. Loosenbut do net remove ~ h ccontrol cable
housing retainer screw at the heater dump door
laver. (See figure 5-15.}
DUMP DOOR
LEVER
Fig. 5-1;-Heater Dump Door Adjusfment-
1960-(60E-88 08)
2. Kith the lower control lever in t h e off detent
position, move the heater dump door lever to the
full counterclockw~seposition. (See figure 5-15 . )
3. Tighten the retainer.
4 . Check operation of tlie control. At "OYF",' the
heater dump door should be closed. At "TIEAT':
the door should b e full apcn. Ai "DEFROST':
the door should be closed.
DEFROSTER AIR DOOR
CONTROL
The defroster air door cantrel cabIe should he
adju5ted at thc control head. 'The cable has n fixed
adjustment at the defroster air door. (See figure
5-3.)
1. Loosen, but do not remove The defroster control
cable housing (blue band) retainer screw at the
control head. (See figure 5-3.)
2. Position the tower control lever in the "OFF''
detent positiort. Adjust the defroster contml
cable so that the defroqter air door lever i s full
clockwise and the air door is closed. This is
acuomplfsi~cdby pulting i h e control cable awny
frum the door lever.
3. Tighten the cable housing retainer a1 t h e control
head.
4 . Chcck operation of the control. The dctroster
air door shnuld be closed i n the "UFF" and
"HHEJ%T" positions snd open at the "DE-
FROST" position.
HEATER TEMPERATURE
REGULATOR VALVE
The tenperatvrc regulator valvc control cable
m u s t be adjusted at the control head. The cable
has a fixed adjustment at t h e temperature rcguIator
valve assembly.
I. Loosen, but do not remove, the gpper cable
housing retainer s c r e w a t the control bed. (See
figure 5-3.)
2. Position the upper control lever at the "LO'"
position. Adjust the temperature control cable
sn that t h e regulator valve lever is in a full
forward position and the valve i s closed. This
is accomplished by moving tbc conttol cable
toward the regulator valve untit the valve is
closed.
3. Tighten the cable housing; w t : ~ i n ~ntr thp control
head.
4. Chcck operatian of the control to assute full
closisin~of the valve with the lever at "LO" and
full opening with the lever at "HI''.
VACUUM VALVE
SWITCH
I. Loosen the vacuum valve switch retaining screw
only enough to allow movement of the switch
bracket.
2. Position the heater-air conditioning control low-
e r lever at the "HEAT" position.
3. Move the vacuum valve switch against the con-
trok lever flange untiI the switch plunger i s
depressed. Tighten the switch retaining screw.
4. With thc wcuurn hoses canected ta the switch,
check opetation of the recirculating air doors.
 IGN1TjON SWITCH I G N I T I O N SWtTCH

BLOWER M O T 0 BLOWER MOT

MOTOR

CUIT
4 A M P CIRCUIT

CORSAIR AND C I T A T I O N ONLY RANGER AND PACER ONLY

BLOWER SWITCH

ALL LETTERS CIRCLED

CORSAIR A N D CITATION A A S SHOWN INDICATE
CONNECTORS

I G N l T l O N SWITCH INDICATES P A R T OF
MULTIPLE CONNECTOR

THIS CONNECTION FOR

* CORSAIR A N D C I T A T I O N
ONLY
BREAKER
W I R I N G COLOR CODE

5 WITCH
B BLACK
BR BROWN
R WED
R.0 RED-BLACK g A N D AIR C O N D I T I O N E R BLOWER CIRCUIT
0 ORANGE
0-B ORANGEaBLACK B A N D COMPRESSOR CLUTCH
Y YELLOW
G GREEN
6 A M P CIRCUIT BREAKER

I G N I T I O N SWITCH

ACCESSORY TERMINAL
OF FUSE P A N E L
SERVO MOT OR COHTROL

Fig. 5-1 6-Air Conditioning and Servo Wiring Diagrams -1958-(61ET-8801)

 WIRING COLOR C O D E
B BLACK THERMOSTATIC SWITCH
R-0 RED-BLACK BAND
BR BROWN
0 ORANGE BLOWER MOTOR
0-0 ORANGE-BLACK B A N D
R RFD
Y.0 YELLOW-BLACK BAND

@ALL L E ~ E R SCIRCLED I G N l T l O N SWITCH

AS snowN INDICATE
CONNETORS 20 AMP. CIRCUIT BREAKER

A INDICATES PART OF BLOWER SWITCH

MULTIPLF CONNECTOR

tGNIT10N SWITCH

2 0 AMP. CIRCUIT B R E A K E R BLOWER MOTOR

THERMOSTATIC SWITCH
COMPRESSOR CLUTCH

F i g . 5-17-Air Conditioning Wiring Di a~ram-1959-(61 ET-8802)

THERMOSTATIC Y ..
eW'f'u
I I Ln '
*
A -

BLOWER MOTOR RESISTOR\

BLOWER SWITCH COLOR CODE
Y.B YELLOW-BLACK B A N D
'-;,~GNITION SWITCH BR BROWN
B BLACK
Bt BLUE
0 ORANGE
R RED
Y YELLOW

- 1 2 0 A M P . ClRCtllT B R E A K E R

I THERMOSTATIC S W I T C H 311 COMPRESSOR

*. ..--..
I G N I T I O N SWITCH

BLOWER MOTOR

'ERS CIRCLE0 AS Si
'E CONNECTORS

LR&R--~ $LOWER MOTOR RESISTOR

Fig. 5.1 &-Air Conditioning Wiring 2)iagram-1960-(61ET-8803)

 HANG O N UNITS

A-1960-61 GO MET
POLAR AIRE CONDITIONER

The Polar Aire Conditimer cooling unit is
mounted under the center of the instrument panel.
'I'hc npctatian cantmls ere intetra1 with the unit
d shown i n figurr? bA-1.
~ n nte
switch and thus adjust the temperahre at which
the evaporator is aperating. Pushing the ri&t hand
button adjusts t h e themtostatic switch, i n s u e s -
sive steps, for cooler operation. P u s h I n ~the 1eA
h ~ n d button adjusts the switch, i n sucl*~sivc
steps, fnr W a r n e r opmtinn.

- - - ---- -_ - : -
THERMOSTATIC THERMOSTAT
SWITCH CONTROL$ BY-PA55 BUTTON

The "MAW' and "AUTO*' buttons operate the

compressor. when the "AUl'n" button is an, the
desired car interior trnpwature is maintained attte
matically, the tcrnpenture k i n g dependant upon
the set tin^ of the thermostatic switch. Thc "MAN"

_ button b y - p s ~ e t h t th*nnmtatic switch and

permits the compmsor tn open* contintinusly for
maximum output.

NOTE: In bigb bumidily areas, c o n f i n d rse of

FE g . 6 A -1 -Polar Aire Contmls+6I CT-8801) rbc "'8iAh"" blrlrorr will carrse #Be vvapornfop to ice
q and c d off #be air flmb though tbcl e v o p m t o t .
sbouIJ the crrapormtw freerc up in *'MAFH opct-
ation, tbr wii sbosild h~ d ~ j r r l ~ ft m
~d~ d i d ! e l yby
pirsbitrg in the *%1.'10" button m bv t w r m i ~the ~
unit oj!.
In addition to these conlrols, thcre are adjust-
able air loursr~st ~ a c hside and at the fmnt of
the evaponrtor housing.
The "OFF" button in the bottom row of con-
trols turns the air eonditiaet ofi. The three other
buttons eon~rolthe blower motor for low, mdiurn,
and high speed, The blower must be turned on to
The top ttR0 buttons control the thermostaiic -rate the s i r conditioning system.
 REMOVAL AND INSTALLATION
With the exception of the cumpressor, replacement rather than repair uF the individual wit
is usually recernrnended. In the case of the compressor, replacement kits for certain compon-
e n t s are available.
Replacement of the blower and motor assembly, the compressor, ot the thermostatic switch
can be effected without l o s i n g the refrigerant.
Replacement of all other units ox lines i n t h e system requires discharging t h e refrigerant
before removal. After the parts are installed, evacuate, charge# and leak test lhe system.

- CONDENSER

1. Connect a manifold gauge set (Tool .4CL-53-31 4. Rcmove the c o n d e n s e r mounting screws and
to the c o m p r e s s o r service valves and discharge remove the condenser from t h e car.
th* system.
5 . To install, reverse the removal procedure.
2. Remove the hood lock support and grille.

3. Disconnect t h e two lnes from the condenser 6. After installation evacuate, charge, and leak
and plug the lines. t e s t the s y s t e ~ n .

f VAPORATOR

The evaporator assembly must b c removed from
the car before r e m o v i n ~the evaporator core from
the hausin g.
1. Connect a manifold gauge sct (Tool ACL-53-3) to
the compressnr uervice valves and discharge the
system.
2. Disconncct the two wires at the left side of
t h e evaporator housing.
3. Remove the evaporator housing Iower bracket
adjusting jam nut and disconnect t h e two drain
tubes.
4. Remove the two nuts and bolts retaining the
evaporator assembly t o the instrument panel
and set the unit on the Eloar.
5. Disconnect the two refrigerant Iines from the
evaporator housing and Temove the unit from
the car. Cap the fittings.
6. Remove the front panel, covers, and expansion
valve frmn the unit.
7. R e m o v e the thermostatic switch temperature
sensing tube from between the evaporator fins.
8. Remove the evaporator-to-base retaining screws
and remove the screen and evaposator from the
base.
9. Assemble t h e expansion valve to the evaporator.
10.Positinn the evaporator and screen on the base
nnd i n s t d l the two evapwtor-to-brrse mounting OUTLET
s c r e w s . (See fignw 6h-2.1 I A
I1,Insert the thermostatic switch scnsing tube
through the screen ~ n devaporator about the
c-nter of the evaporator.

12Jnutell Ihc cvaparator covers a d front paltel.

13.Sst the assembly on the mr floor*

14,Connect thu rcfrigerttnt Lines ~ n dfcak test.

Fig. 64-2-Evapcratar Corn- (61CT-8802)
15.Connect the two wires at the left side of the
evaporator hausinpl. instrument panel.

1G.Reinstall the evapurtrtor assembly tintlcr thc 17,Emcualc and charge ~ h c

system.

1. Connect n manifold aauge set (Tool Act-53-3) TEMPERATURE BULB t " 1

to the compressor service valves and discharge
thc system.
2, Disconnect the two wires nt the left side of the
cvapbra for housing.
3. Rernore the evaperatot housing Iowcr bracket EXPANSION
d j u s t i n g jam nut and disconnect the two drain
tnbes.
4, Ramow the twe nut$ nnd hotb retaining t h e
evaporator assembly t o the instrument panel
and sck lhc dnil on ihe floor.
5, Remove the frmt cover retaining screws and I N L FILTER
~ l N L ~ ~

remove fie cover.

6. Remave the bnck cover and the fan pmtecting
Fit-n.
7. Remove the main caver rctclininy scrcws tlnd
slide the cover up and off a the asembly.
8. Carefully slit t h e insdation covering the tm-
pemture bulb and remove the temperature bulb
clamp. (Refer t o fipte 66-3.)
9. Discannect the hi& pressure line from the
expansion va1ve.
10.Discomect the evaporator core tube from the
expanaion valve. Rcmovc thc cxpansian valvc
and cap the line fittings-
Il.lnsbl1 the expansion v a k e and letrk test.
12,Prmitim the tcrnpmtuw hulh to the lnw prks-
cure line and install the bulb clemp- I k RUYF
tbe bulb, line, and clamp ere elcan and that the
F i g . 6A3-Expansion Valve Connestions
(61CT-9903)
clamp is ti@.
13.PTrap the insulating rntltnial around the tc?rn-
perature bulb and low pressure line. Position
the rubber see1 over the connection.
14.Slide the evapomtor housing covet d m over
tL empuntar and install the setaining screws.
1S.I~~tallthe front covet, back ewer, and Im
proi~ctiunscreen.
16.Connect the two wires fit the left s i d e of thc
evaporator housing.
17.Reinstall the evapor~tor assembly under the
instrument panel.
18.Evamate and charge the svstem.
 1. Remove the four fmnt pane1 to evaporator how- 6. Remove the two switch retaining s m w s and
j n retaining
~ screws. remove the switch.

2. Pull the front pen*! awny from the housing and 7. When assmhling the new switch to the sctnator
pull the themto~latic: switch temperature sen - assembly, cogage the switcb &aft with the
sing tube Tmrn between the evaporator fins. actnntac tlnd install the whining screws.

3. Remow the control trim pbte mtaininp nut and

8. Install the switch and actnater assembly.
remove the trim plate emblem and bin1 plnte. i wires to tbi! thermostatic switch.
9. ~ o m c c the

4. Disconnect bhe wires from thc thermostatic L0,Posjtion the temycmrure sensing tube between
switch. the evaporator fins. Make certain that the sen-
sing ~ u Roes
k all the way through the evapora-
5. Remove the two actuator assembly retaining tor and makes grmd cwhct with the fins.
capscrews and remove the switch and actuntor
as~emhty. 1lJnstalI the cmtml trim p b l e and front panel.

.. '~,.#')..<~>'ir,,::"
.. I ,I.. . i,
i.,,.,. .I.+";,-<
. <-,.
,.
,.,. . -,. .._ . . ............
.-.,
;I., , .,
,, ,
.... ._. . ,- .

RECEIVER-DRYER

1. Connect rr manifold gaupe sat (Tml ACL-53-3)

to the comprefisor service vsfvcs and dischawe
the system.

2. Diswmect the two lines from the recetver m d

plug the lines. (See fimre 66-41,

3. Remove h c two m w n t i n ~clamp retaining nuts

tmd m o v e the receiver and mounting clamp.
4. To instaI1, reverse the remove1 pmcednre.
5. After instal1atksn evacuate, charge, and leak
test fhc system.

.
F i g bA-4-Receiver Dryer-(61CT-8804)

114
- ' I ..'..t,.I
, .,
, I . ;- *,
- . . . . . , , .,. ,, ,-.,,; , , ,,
, , , ,rr., ,. .

BLOWER MOTOR

I . Disconnect the cuapmtw assembly from the

instrument panet and lower supprt bracket end
set the unit on the floor.

2. l ? ~ o v ethe fan prdectim screen ~ n dloosen

and m o v e the b n blade assembly. (See fipre
6A-5.)

3. Remove the evaporetot how in^ front cover panel.

4, Disconnect the motor wires from the blower F A N PROTECTION

switch.

5. Remove the motm mounting screws end clamp

and m o v e the motor.
Fig. 6A-5-Rlowcr Molar Mounting-(61CT-8805)
6. Install the new blawcrmotat. Pms#inn the maunt-
ing clamp and motor ground lug under one of the
shaft. Cfteck for fan bltlde clmmce,
screws. Tighten h e mounting screws.

7. mneet
fie to the blower switch.
wim 10.Install the fan protection seen and check
blower operation.
8. Insfall the front cover panel.
11.Reinntall the cvaporabr asiscmbf y under the h-
9. Install the fan blade assembly on thc motor stnunent panel.

1. Disconnect the negative (ground) cable from the

battery.
2. Dismnnect the clutch feed wi* er the bullet
connector.

3. Enstall the manifold ~augeset (TmI ACL-S-3)

to the ccrmpressw service wlves. Front seat
the compmsoot service valves (fully clockwise)
and dischruge the compressor.

4. Remove two acrevPs fm each service v n l w and

remove the semi& va1vea fmm thc compressor.
Co-r the openings to prevent dirt and moisture
from entering the q s t e m ,

5. Loosen the m p - s o r mounting bolts end thc

belt tension adjusting bolt (See fiww 6 A d . )

6. Slide the compmssor twad the en~ine

- and
remove the drive belt. Fig. 6A-6-l3el t Kepiacement-(61~T-8plO63.
7. Remove the mounting bolts and the compressor. Z1.Use new gaskets and install the service valves
to the comptessor. Be sure to w c t the gaskets
8. To install, p o s i t i ~ nt h e c o m p r e s s o r t o the mount- with refrigeration oil before installing them.
ing brackets and install the attaching capscrews. Torque the service valve screws 4-6 Ibs. ft;
then, re-totque 10-12Ibs. ft.
NOTE: Relore installing h e comprrssm, 12.Purge the compressor of air and moisture. See
check the craakcase Jor ;be correct amount O / "PURGING THE COMPRESSOR".
oil. Add or semmc oil if Recessdry. G s a Sundso
'*JG", S s n Oil Cu*ny; Capella "E". T e x a s 13.Connect t h e clutch feed w i r e and the batte~y
O i l C o m p a n y : ot a refrigerant oil u-bib !be same cable.
sp~ci/3calions.
14.Check the ~ f r i g e r a n tsupply and leak test the
compressor fittings and c r a n k s h a f t oiI seal.
9. Position the drive belt on thecompressor pulley. See "REFRIGERANT 'I'KSTS".

10.Adjust the compressor drive belt tension to 90 15,Operate the c a r for about 10 minutes; then,
lbs,with a belt tension gauge. (Tool BT-33-73F). recheck the drive belt for proper tension.
Tighten the five mounting capscrews. Adjust the drive belt if necessaty.

MAGNETIC
CLUTCH

1. Disconnect the negative (ground) cable from the 8. Remove the S/8 inch bolt from the d u t c h as-
battery. sembly.

2. Loosen the compressor mounting bolts and the 9. To install, position the clutch assembIy on the
compressor shaft.
belt tension adjusting bolt. (See figure 6A-6.)
1D.Install the clutch retaining washer and bolt.
3. Slide the compressor toward the engine and re-
Torque the bolt to 18-22 lbs. ft.
move the drive belt.
1l.lnstall the compressor drive belt.
4. Remove the bolt and washer retaining the clutch
assembly to the compressor shaft. 12.Adjusi the drive belt tension to MI lbs. w i h a
k I t tension gauge. (Tool BT-33-73F). Tighten
5. Install a 5/8 - 11 x 2" bolt into the clutch the five mounting cepserews.
r e t ~ i n i n gbolt hole. 13.Cannect the dutch fced wire and the battery
cable. Check operation.
6. Turn the bolt clockwise until the clutch breaks
free of the compressor shaft. 14.0perate the car Sot sbout 10 minutes; then, re-
cherk the drive belt f ~ proper
r tension. Adjuat
7. Remove the clutch assembky from the car. the drive belt if necessary.
COMPRESSOR
DRIVE BELT

1. 1,oosen the five compressor mounting bolts and
the belt tension adjusting balt. (See figore 6A-6).
2. SIide the compressor toward the engine and re-
.
move t h e d r i v ~b ~ l t
3. Place the new belt in position. SIide t h e com-
ptessot toward the outside of the ear.
4. Adjust the drive belt tension t o 100-120 Ibs.
with a belt tension gauge. (Tad ET-33-73F).
Tiehten the f i v e rnnuntinp, r n p s s r e w
5. Operate the c~lxfor about 10 minutes; then, re-
check t h e drive belt for proper tension (90 IbQ.
Adjust i f necessary.

MANUAL FAST IDLE DEVICE

Some early vei~icIesequipped with

t h e HANG-ON air conditioning sys-
tem, have a hand operated throttle lo-
cated to the left of the evaporator.
(See figure 6A-7.)

This device is to be used only

when the transmission selector lever
ISin the NEUTRAL or PARK position.

To operate the hand throttle, psi-

tion the transmission selector lever
in neutral or park, depress the ac-
uelcrator for deslred faster idle speed,
pul! t h e knob and turn it 9 0' (ap-
proximately) clockwise to lock. To
relmse the knot turn it countec-
clockwise 90' (app~oximately).

The following i s the procedure for

adjusting the stop on the Bowden
cable:
1. Connect 8 tachometer to the engine.
2. Place the transmission selector F i g . 6A-7-Manual Fast Idle Device-(61CB-8801)
lever in NEUTRAL or PARK,
4. Use the hand thtottle to reach an engine 1.p.m. of 700. Se-
3. Turn the air conditioning unit cure the stop on the Bowden wire against the armor so that
"ON'? so that t h e compressor engine operation above 700 r.p.m. cannot b e achieved by
clutch is engaged.(In some cases, the hand throttle. (Turning t h e hand throttle ("T" handle)
it might be advisable to use EI 90O clockwise locks the fast idle, turning 90 counterclock-
jumper wire to the clutch.) wise releases it.}
 0-1959-bQ MERCURY
COMFORT COOL AIR CONDITIONER

The "Comfort Cool" Air Conditioner

(Suspended Type) is similar to the "Climate
Dial" Air Canditioner. The compressat, con-
denser, and receiver-dryet of both units are in-
stalled in the same location. However, the
Comfort Coo1 evaporator assembly is differ-
ent in shape and is separate from Lhe heater.
lt i s mounted under the center of the instru-
ment panel on the tunnel. (See figure 6B-1.)
It has no additional ducts and has controls
which are integral with the unit.

Fig, 66-1 -Cornfork Cowl Air Conditioner-(61MT-8802)

REMOVAL A N D INSTALLATION
With t h e exception of the compressor, replacement of the individual unit is usually w-
commended. In the case of the compressor, replacement of certain components are avail-
able.

Replacement of t h e blower and motor assembly, the blower switch, the compressor, or
the thermostatic switch can be effected without losing the refrigerant.

Replacement of a l l other an it^ or lines in the system, requires discharging the refdger-
ant. After the parts are installed, evacuate, charge, and leak test the system.

Following are removal and installation procedures for the evapotator and rube assembly
and its components.
For removal and installation of the compressor, condenser and receiver-dryer, use the
procedures given in Section IV concerning the respective model year.
 EVAPORATOR A N D T U B E A S S E M B L Y
REMOVAL
1. Disconnect the negative (ground) cable from the
barrcry .
2. Connect the test manifold gauge hoses to the
compressor service valves. Front seat both
valves and discharge the comptessor refrigerant
through the t e s t manifold and into the shop
exhaust system.
3. After the pressure 1s completely relieved, re-
move the two screws which retain the low pres-
sure service valve t o the compressor head.
Remove the valve (with hose attached) and
gasket. Cover the opening on the compressor
head.
4 . Disconnect the clutch feed wire.
5, Remove the refrigerant hose clamp at the left
radiator support.
6. Disconnect the high pressure hose at the receiv-
ACCFSSQRV T E R M t N A L OF
1GNITI;ON SWITCH
Fig. 6B-2-Evaporator Installation-(61MT-8803)
et self-sealing coupling.
7. Loosen the clamps securing the refrigerant
hoses to the left f e n d e ~apmn. Remove t h e tape
secnrlnp; t h e clutch feed wire to the refrigerant
hose.
8. Remove the grommet from around the refrigerant
hoses at the dash panel.
9. Pull both the refrigerant hoses up toward the
dash panel until sufficient slack in available to
alIow partial removal of the evaporator and tube
assembly inside the car.
10.Remove the glove box and the ash tray,
11 .Tape the lower edge of the glove box door to
prevent damage to the paint when removing
the assembly.
12.Remove the two nuts and bolts securing the
evaporator mounting brclckets to the instrument
panel, Remove the two mounting brackets, one
from each side of the evaporator case assembly.
(See Figure 6H-2).
A N D TUBE ASSEMBLY
13.Rernove the evaporator drain hose.
14.Disconnect the assembly feed w i at~ the circuit
breaker located under the dash panel. (Se figure
6B-2.)
NOTE: O n 1960 Mercury, the circuit breaker
i s located on fbe fuse panel.
1S.Disconnect the antenna lead at the radio.
16.CatefuIly work the evaporator and tube assemb-
ly out from under the instrument panel (toward
the tight side of the tunnel) to the floor. Remove
the assembly tlnd refrigerant hoses from the car.
CAUTfON: Drrring tetnovnl, avoid dnmage to
rbc refrigerant hoscs. heater borsden cables o r
sewa molors, and the box Juor.
INSTALLATION
I. Position the evaporator and tube assembly and
refrigerant hoses on t h e car floor.
2. Route both the refrigerant hoses and the clutch
Fig .bBJ-Ait Corrditioncr Components Installed in Engine Compariment-(G1MT-9904)
feed wire under the instrurncnt panel and out
thtough the opening in t h e dash penel. Use
caution when routing the teirigerant hoses.
3. Work the evaporator and tube a s s t s b l y up under
thc instrument panel from the tight side of the
tunnel.
4. Connect the asnernhly feed wirc to the circuit
breaker.
5. Connect the radio antenna lead.
6. Assemble the mollnting brackets to thc evaporator
case assembly, Secure the mounting brackets t o
the lawer instrument panel.
9. Route the drain hose through the grommet in the
floor and connect the uther end to t h e evaporator
drain tube.
8. Remove the tape from the glove box door.
9. In the engine compartment, route both of the
refrigerant hoses across the dash panel, under
the hood lock bracket, above the brake cylinder,
and a b n g thc left hand fender apron. (Refer to
Figure 6B-3).
lO.Install the low p i e ~ s u evalve and the reftigem?
hose to t h compressor, using a new gasket.
1l.Cmmer-t tlic high, pressure hose to the receiver
self-sealing c a u p l i n ~
12.Conneck the clrttch feed wire and secnre the
wire to the low ptwsure hose with tape.
13.Strcure rhcr refri~eranthoses in the clamps locat-
ed on the left hand fender npmn and radiator
support. (Refer tu lieure fiB-3).
I4.Tnstall the grommet around the reMgermt hwes
at Lhe dash panel opening*
IS.Cmncct Che battery.
16.Purge the compressor, leak test, m d c h a w
the system, if required.
17.Tnstall the glovc?h x and the ash tray.

1. Disconnect the mgativc (ground) cable lmm

the batteq.
HIGH P U E S S W I F H O S E LOW
PRESSURE H O S E
2. Remove the blower a d fhermastelic ywitch

3. Disconnect the mounting bmkets ftom asch

side of the e v a w ~ t o rcase. (Refer to fiw
hH-2).

4. Rmow twa evapomtor front cover attach-

i n g s c r e w s hum each side of thc csrsc au-
sembly. Rcmuve the front c o w e r .

5. Remove one nut eetaintng the blower switch

ta the assembly bracket. (See f i ~ u r e6K-4).
/
Pull the switch to the side of the bmcket
and disconnect the three wires. Remove the
EXPA3.IS1ON
Y A L V ~
B L O W E RS W I T C H
\H
f ERMOSf A T lC
SW11CH
switch.
Fig. 6B4-Evaporator with Front Cover Removed
(61MT4?805)

REMOVAL of the evspnratar ease. Wdet to fimte 6&-2.)

4. Remove two waporetor ftont cover attaching

1. Install the ManIfoId Gauge Set (TmI ACL 53-3) screws fmm each aide of the case assembly.
to the compressor service vel-s and diwharge &move the Emt cover.
the system*
5. Loosen and m o v e tht expansioa valve tem-
2. Remove the bloww and thermagtstic switch perature sensing bulb e h p .
knobs.
6- Disconnect the high pcessure hose at the ex-
t mountingbmelata from each s i d e
3. D i ~ m n e cthe pansion valve.
7, Disconnect the evaporator tube fitting a t the
expansion valve. Catefully remove the expansinn
valve and the temperature sensing bulb as-
sembly. (Refer to Figure 6R-4).
NOTE: Caps m srrirable protection shnuld be
imstalled om all open cvsnectiums ro prrvsni
dirt a d moistwe from etltering the S ~ S ~ C R I .
INSTALLATION
1. Install the expansion valve assembly.
THERMOSTATIC SWITCH
REMOVA t
I. Remove the evaporator and tube assembly from
the car.
2, Remove the bIowet and thermostatic switch knobs.
3. Remove the two evaporator front cover attach-
ing screws from each side of the case assem-
bly. Remove the front cover.
4 . Remove t h e evaporator top panel and insulatim.
5. Remove the two s c r e w s retaining t h e thermo-
static switch to the assembly bracket. (Refer
to Figure 6B-4.)
6. Pull the switch away from the bracket and dis-
connect the two wires. Remove the thermostat-
ic switch and temperature sensing tube assem-
bly.
EVAPORATOR CORE
REMOVAL
1. Discharge the system and remove the avapora-
tor and tube assembly from the car.
2. Renwve the blower and thennostatic switch
knobs.
2. InstaIl the cIamp securing the expansion valve.
temperature sensing buIb to the evaporator aut-
let pipe, makingsure that the contacting surface
is clean and that good fitm contact is obtained.
3. Evacuate, charge, and leak test the system.
4. Install the evaporator front cover.
5. Attach the mounting brackets to each side of
the evaporator case.
6. Instal the blower and thermostatic switch knobs.
INSTALLATION
1. InstaIl the thermostatic switch and tempetature
sensing tube assembly. (Insert the sensing
tube fmm the top of the evaporator.) Make sure
the sensing tube goes a11 the way into the wa-
porator and makes g o d contact with the fins.
2. Connect the two thermostatic switch wires end
attach the switch assembly to the bracket with
t w o screws.
3. Install the evaporator top panel and insulation.
4. Install the evaporator front cover,
5. Install the blower and thermostatic switch knobs.
6 . Install the evaporator and tube assembly in the
car.
3. Remove the two evaporator front cover attaching
screws from each side of the case assembly.
Remove the front cover.
4. Remove the two strips of tape seaIing the blow
er housing t o the evaporator case seams.
5. Remove the evapotator top panel and insulation. tor case assembly. (See Figure 6B-6.)
6. Remove the two screws retaining the blower and CAUTION: D s e care i n s~puruting the purls
thermostatic switch bracket to the evaporator to avoid damage to t h e plnstfc blower boasing.
drain pan. Remove the thermostatic switch sens-
ing tube from the evaporator. Set the bracket
10.Remove the two nuts retaining the evaporator
to the drain pan, Remove the evaporator with
with s w i t c h e s aside.
the expansion valve and refrigerant hoses at-
7. Remove the two drain pan supports. (See fig- tached.
ure 6B-$).
11.Remove the expansion valve temperature sens-
8, Remove two screws at each end of the assem- ing bulb bracket.
bly retaining the blower housing to the evapo-
12.Peel back the insuIation covering the evapora-
rator end plate.
tor tube to low pressure hosefitting, Disconnect
NOTE: On tbe lelt side. the upper screw re- the Iow pressure return hose ftom the evaporator
tairts tk mnim grnitnd ache. 'l be l m r r scretr, tube.
is located behind the axpaasion ualur.
13.Dismnnect the evaporator hrbe at the expan-
9. Separate the blower housing from the evapora- sion valve.

BLOWCU M O T O R HOUSIHG E Y A P O R A I O U TOP PhHEL

/
DRAIM P A N I
ORAIM HOSE

Fig ,60-5-Evaporator Housin g-Disassembled-(61m-8806)

 3. S-ue the expansion valve tempmature sens-
ILOWEIMOTO'R BLaWERMOTCIR ing b d b to the evaporator outlet line with the
wnfEL ~0j5kNC bulb bracket.
PLOWFR
WHEEL SHROUD 4. Pusition the evaportttor, with the expansion
\. - - MOTOR valve and refrigeraat hrmes attacked, on thc
evaporator drain pan. Secure w i ~ h iwo nuks.

5. lnstall the thennostatic switch setwing tube

into the svapomtnt core.

6. S e a l r e the h l n w c ~ and t hermastatic switch

b c k e l to the drain pan with two scrms,

7. InslalI thc blower housing on the evapotator

case assmbfy as follows:
A. K e t ~ i nt h e hlnwar ~ O U S ~t o~ the
R eveporntat
end plate with two screws a t aide,
B. On the left ~ide,secure the gmund wite
/
D R A I N PAM with the upper screw.
SWITCH SUPPORT
WOUNrlNC
8. Install the evaporator tap panel and insolation.
~ Y A P O ~ A T OCRO R E 9. InsMll the drain pan suppbrtr.
l0.lnstalI the evaporator front cwer.
Fig. 604-Removing Blower Motor and Housing
(61MT-8807)

12.Apply a strip of tape to both of the blowcr h o u s

1. Connect the low preRBute hme to t h e evapom-
in^ to wtlporatoe case mating seama.
tor tube. I3.11tst~llthe ~vapomtorand tube assembly En the
car.
2. mnnect Ihe evapratat t t ~ h eto the expansion
valve. Irl.Ewcutite, leak test, end charge the system,

bly. Remove the front cover.

REMOVAL
4. Remove the tarn etrip of tape sealing the
1. Remove the evaporator and tube ~ s s m b l pftom blower housing to the evepotator case s m s .
Ik car-
5. Remove the two drain pan supports. (Refer to
2, Remove the blower and thermostaticswitch knobs. Figure 6B-5.)
3, Remove the two evapmator front covcr attach- 6. Removethe scrcw at thc top of the blower hom-
ing S ~ ~ C Wfrom
S each side of the case aasem- in^ h a t retains the blower motor wiring clip.
7. Aemcve two S c m at each eend u l Ihc asscrn-
bly that xeteia the blower housing to the e v a p -
mtor end plate.

NOTE OR 1h !el! side, the T ~ P T .scrprc IP-

labs fbe motor grmuid r ~ i wd*d ndh~Imt?t*rscrem
i~ lnrut~dbehind tbc r x p u w s i t ~ nusrlve.

8. Separate the blower housing from the evzlpon-

tor case ax~ernbly.(See Figure 6E-6).
CAUTION: Use carp in srptzmtimg the p t t r
i u avoid d a ~ d p -tn rAt: plastic b i u r ~ / b
~r ~ ~ s h g .

9. Remove the blower switch mounting nut; ~ l l

the switch away from t h e mounting bracht entl
disconnect the red motor W ~ T FSiom the blower
switch.

1b.Remove the b b w c r wheel shroud h m each end

of thc bbwer housing. (Refer to Fippre 613-5).

1l.Remaw the four bolts m d nuts rcteiniae, the

blower motor and bracket amambly to the blow-
er honsing.

1 2 . h m each hIower wheel Allen set W r m ;

s l i d e the tlowcr wheels inwtlrd and m o v e the
rndor, brackets, and wheels irm the housidg. Fig* 60-7-Blower Meel In~tallation-[61MT-8808)

13.Remove the blower wheels from the mutor shaft.

5. l'iansfer the wire retnininp, clip from the old
14.Remove the btackets ftbm the motor.
motor 20 Ihc wires of the r e p l a m e n t motor, in
the s a m e location.

6 . Connect the red wire from the motor to the blow-

er switch. AssembIe the blower switch to the
assembly bracket.
7. k r e the retaining clip (mntnininb the motor
wires) ta Z
k blower b u s i n g with one screw-
1. Assemble the brackets to the replacement motfit.
8 . IlrstaII the blower h o u s i n ~on the evapbator
2. S l i k thc blower wheels on the matnr shaft and mse esscmbty es follows:
inrrtnll the assembly in the blow= housing. A. Retain the blower housing to the evapmmtm
Secure the matot and brackets to the blower end pletc, u a i n ~two screw^ at each side.
h o n s i n ~with fonr nuls end bolts. B. On the left side. Kecnre the p u n d wire
with the upper screw.
3. Position the blower wheels m the motor shaft C. Inatall the dnin pan suppu*.
so that there will k apprmimately 1/2" cleat-
encc between the ontct tip af the blower wheels 9. In~taltthe evaporator fmnt covet.
and the outer edge of the housing. CScc Fig~re 10.Enst~llthe Mower m d thennostaticswitch knab.
6B-7). Tighten each wheel AIlen set a m w .
If.Apply a s k i p of tape to both of the blower
NOTE: Ra#le bulb blvwer wbecfs 10 assmre housing and enparator case mating geernst.
r k t ao i r ~ t p ~ f m nexists.
ce
12.lautaU the evaporatm and tube sasembly in the
4. Install the blower whecl shreds. cm.
 C-1961 MERCURY
POLAR AlRE C O N D I T I O N E R
BLOWER C O N T R O L S TH ERIMOSTAT
\
The Polar Aire Conditionet uses the same corn-
ponmts as the ..it!I~ct dire unit Pxcept for the
evapordor which Is Jifiercnr in shape w d muunls
under the center uf the instrument panel. The unit
is separate from the heater, bos no additional a i r
ducts md hws ~wnttolswhich ate inteerat with the
evaporator housinp. (See f i ~ u r e6C-1.)
Thrrc arc t h r w sets of control buttons, The
center two buttons cclntrol the thcmrustcrtic switch
and adjust the tempemturn el which the evaporator
i l: op~rhting.Ptrshing the ri&t h,md button adjusts
the thermostat, in successive stcps, Eut c r m l ~ t
opcretion, Pushink thc left hand button ndjusts the
thermosttlt, in successive s t e p s , foe w m e r opera-
tion.
n e "OFF"', ''htTCO", end "3lAN" buttons
THERMOSTAT
opetatc the compressor. "OFF'" divconnsctv the
whole air conditioning system. "AUTO*' indicates
that t l ~ emit is set fot ~ ~ l t a r n ~t teimcp r r n t ~ t rcoo-
~
trol. '*hANYVndienlesthat the unit is sat for man-
ual control of the tmngeratuw.
N O T E In bigh butluidity mpas. rr~rrtinuaf rrsc u!
tl1r "~ZIA~Y'"haidon r r ~ i l fcause the rva/rtlmiox l o ice
rrp aad cur ofl rSe tiir /!r~as tbrotifb thc etrapmatnr.
chhhvrd ~ h crrspur##ot
r /r+tze UP ;A '*?hAKV"opera-
tithn. the w i t should be deirnstad i m w r d i a t ~ lby ~
/Pushing fbp '"AC'7'0" button or by rtmlrrning fbe srnif
u
.!
There are live ar outleh, m each side of the
lower face of thc c a w arid three on the front of the
case. The adj~rstshle nir outlet louvets allow
direction af cooled air as dcsircd.
REMOVAL AND INSTALLATION

With the exception of the compressor, replacement rather than repair of t h e individual
unit is usually recnrnrnended. In the case of ihe compressor, rcpair kits for certain compo-
nents arc available.

Replacement of the blawct and motor assembly, the compressor, or t h e thermostatic

switch can be effected without losing the refrigerant.

Rcplacernent of all other units or lines in the system requires discharging the refrigerant.
After the parts areinstalled, evacuate, charge, and leak test the system.

For removal and installation of the compressor, condenser, and teceiver-dryer, use the
procedures given in Section l Y covering the 2961 Model. Procedures for components of the
Evaporator Assemhty ate a s follows:

EVAPORATOR

The cvaporator assembly must be removed from
the car before lernoving the evaporatot core from the
housing,
1. Connect a manifold kauge set (Tool ACL-53-3)
to the compressor setvice vaives and discharge
the system.
2. Disconnect the evaporator assembly from the
instrument panel and set the unit on the floor.
6. Remove the evaporator-to-base retaining screws
and remove t h e evaporator from the base.
7. Assemble the expansion valve to the new evap-
orator.
8. Position the evaporator and screen on t h e base,
and install the retaining screws.
9. Push the thenostatic switch sensing tube be-
tween the evaporator fins.

3. Disconnect the two refrigerant lines from the

evaporator housing, and remove the unit from
the car. Cap all fittings.
4. Remove the front cover, top panel, and the
expansion valve from the unit.
5. Remove the thermostatic s w i t c h temperature
sensing tube from between the evapotntor fins.
1D.lnstall the top panel and front covet.
1l.Set the assembly on the car floor. Connect the
refrigerant lines and leak test the connections.
12.Heinstall the evapotator assembly under the
instrument panel.
13.Evacuate and charge the system.
E X P A N S I O N VALVE
1- Connect a manifold gauge set (Tool ACL-53-3)
to the compressor s e r v i c e valves and discharge
the system.
2. Disconnect the evaporator assembly from the
instrument panel, and set the unit on the fluor.
3. Carefully slit the insulatian covering the tem-
~ t e an3 remove the bulb clamp.
p ~ t a t ~ bulb
4. Disconnect the high pressure line from the
expansion v ~ l v e .
5. Disconnect the evaporator core tube from the
expansion valve. Remove the expansion valve,
and cap the line fittings.
THERMOSTATIC SWITCH
1. Disconnect the evaporator assembly from the
instrument panel and set the unit on the floor.
2. Remove the evaporator front covcr retaining
screws and remove the front cover.
3. Remove the tap panel retaining screws and
remove the top panel and insulation.
4 . Disconnect the wires fr0ln the s w i t c ! ~ternlinals.
5. P u I i thc scnsing tube from the evaporator fins
and pull it through the rubber gmmmet.
6. Remove the switch retaining screws. Pull the
switch from the actuating mechanism.
BLOWER MOTOR
I. Disconnect the evaporator assembly from the
instrument panel and set the unit on the f100r.
6. Install the expansion valve and leak test the
system.
7. Position Ithe temperature bulb to t h e low pres-
sure line and install the bulb clamp. Be s u r e
that the h u h , line, and clamp ate clean, and
that t h e clamp is tight.
8. Wrap the insulating materialaround the tempera-
ture bulb and low pressure line.
9. Reins tall the evaporator assembly under the
instrument panel.
10,Evacuate and charge Lh'nc systcni.
7. Install the new switch s o that t h e temperature
sen sin^ tube IS at the loft of the unit.
8. Route the temperature sensing tube throu* the
rubber grommet and down through the center of
the evapotator core. Make certain that the sm-
sing tube goes all the way through the evaporator,
and makes good contact with the fins.
9. Conne~t the wires to the thermostatic control
switch.
10.Install the top panel and front cover.
1I.Ins tall the evaporator assembly under the in-
strument panel.
It is not necessary to disconnect the reftigerant
lines.
2. Removc the evaporator front cover retaining attach to terminals 1 and 3 respectively of the
screws and remove the front cover. blower control switch. (See wiring diagram in
Figure 6C-2.
3. Remove the lop panel relairling s c r e w s , and re-
move the tup pancl and insulation. 7. Position the motor and gaskets in the mounting
bracket. Connect the motor ground wire under
4. Disconnect the motor wires from thc blower
one of the motor tetaining nuts.
cmtrol switch.

5. Remove thc blowcr mutur ond w h e e l s . 8. Install the top panel and Erant cover.

6. To install, route the red and orange wires of thc 9. Reinstall the evaporator assembly under the
new motor through t h e insulating grommet and instrument panel.

TO ACC TERMINAL
OF 1GNITION SWITCH

Fig. 6C-2-Polar Aire Electrical Control System-(61MT-8810)

MANUAL FAST IDLE DEVICE

Vehicles equipped with air conditioning, both posilioh.

FACTORY INSTALLED and HAND-ON UNITS,
htrve a hand uperattd throttle Located at the left of
the evaporator. (See Figare 6C-3.)
An adjustable stop on the Bowden cable, to the
rear of the bracket, eliminates the possibility of
inadvertentlq opening the throttle to the wide open
The purpose of the fast idle device is to reduce
engine operating temperatures and to improve air
conditioning performance during ex tended periods
of idling. This device is to be used only when the
transmission selector lever i s i n the NEUTRAL or
PARK POSITIOE;.
 To operate the hand throttle, position the Irans-
mission selector lever in NEUTRAL or PARK, de-
press thc aecclerator for desired faster idle speed,
puIl the knoh a d turn it 90 (approximately) cluck-
w i s e to lock. To release t h c knob, turn it counter-
clockwise 90 (approximately).
The following i s the procedure for adjusting the
stop on the Bowden cable:
1. Connect a tachometer to the engine.
2. Placc thc transmission selector lever in N E U -
Fig. 6C&Manual Fast Idle Device-(61YB-8801)
TRAL or PARK.
3. Turn thc a i r cooditioninq unit "ON" so [hat
the compressor clutch is engaged. (In some
cases, it might be advisable to use a jumper
wire t o the clutch.)
4. U s e hand thrnttIe to reach an e n ~ i n er.p.m. of
700. Securethe stop on Ihc Bowden wire against
t h e armor su that engine operatinn nbovc 700
r . p . m . cannot be achieved by the hand throttle.
 PRlOR MODELS

A-1955 LINCOLN

#
TEMPRhIURE CAATROL

r-
. \.,,.- )c-' .J
I. ,+Y' -.*--
--- 7
W#
A k-bd> L
[OW P R I S S U ~ E L O W PRESSURE H16H PRESSURE Hl6H P R E & U ~ ~
CIS LIIIUID LI~UIO 61s

Fig. 7A-1 -The Air Conditioning System-(LRiIOM-3689)

 The Air Conditioning System for the 1955 Lincoln consists of a Mechanical Refsigera-
tion System and an Air Duct System. The Air Duct System permits outside air, and air with-
drawn ftom the passenger compartment to b e filtered, cooled, dehumidified, and returned to
compartment. (Refer to figure 7A-1).

Two blowers, one on each side af the evaporator case, circulate the air in the passenger
compartment. The cooled air from inside the closed evaporator i s withdtawn by t h e blowers
and routed through connecting ducts to registers located along the roofside rails. Warm air
from inside the passenGc compartment is drawn into the evap~ratbrthrough two grills lo-
cated on the package tray and connected to the evaporator case by flexibIe rubber ducts.
There are also two outside air intake SCOOPS, one each quarter panel. These a i r scoops
are connected to the evapotator chamber by two flexible ducts. The outside air ducts may
by opened or dosed manually.

When they ate open the ducts account for approximately 15% to 20% of the total air cir-
culated by the blowers. The manual controls for the outside air ducts are located on the
packa~etray, beside each package tray intake.

The cont~olsfor regulating bbth cooling and air
circulation are mounted on t h e lower edge of the
instturnent panel.
Moving the temperature control lever to the
right increases cooling, Moving the lever to the
left decreases it. When the lever is moved to the
extreme left or of position, the entire Air Con-
ditioningsystem is off. When the lever i s lifted out
of the recess and moved to the rip;ht, both blower
motors automatically start operating in "low p a ~ i -
tion". The blowers maybe operated individually
in the "high position'? only by pulling out the
appropriate button on the control panel.

MODULATOR VALVE

In order to compensate for the variable speed of the engine driven compressor, a device
celled a Modulator Valve is pIaced i n the system to maintain a uniform low side pressure.
(Refer to figure 7A-1.)

This valve is Iocatcd in t h e by-pass Iine running from the condenser to the low ptessure
(fender apron) valve. When the engine-driven compressor speed increases and the low s i d e
ptessure drops, high pressure vapor is teturned to the low pressuta side through the modu-
lator valve and the by-pass Iine to control the low side pressure; thus controlling evapora-
tat temperaturn.

An iaopet~tivemodulstorvalve,like an inoperative expansion valve, can cause a serious

malfunction in the system. If the automatic feature of the modulator valve should stick open,
it w w l d allow too much circulation in the by-pass system. This would cause lowered high
pressure readings, and raised low pressure readings in the main system, which would re-
s d t in inadequate refrigeratien. If the refri~erationis excessive and there i s no control
when the manual Iwer i s moved, it could be the result of a modulatorvaIve sticking closed.
 Some units ate e q l l i p p d with un oil separetor and a sitcnrrer.

A portion of the c o m p m s o r lubricating oil is pumped through the system along wEth the
efri.p;emnt. To trap t h i s oil and return it to the cmnkc~sc,an oil separator maybc placed in
the low p r e s s u ~line just before it enters the cornpresqor.

To sileam the pulsating noise that is sometimes present in e whiprating system, a

silencing or muffler chamber mag be in the low pressure line.

Defiim of the compressor pulley pcr-

mits the sheaver: to fteer-wheel nn a ball
kering mount ofi the pulley hub for com-
pressor shutdown, Thc sheaves are lock-
ed to the h t ~ bfor cmpressfir drive by Fn-
settingtwo sp?ciCtl ~epscwwsthrwgh the
front face of th~! puIley. (See figure 7A-2).

.
Fig 7 A - 2 - ~ m p r e s s o r Pulley Cap Scrcws-(61LT-8804)
AUTOMATIC THROTTLE CONTROL

An automatic fast-idIe throttle control w a s

instatled on some vehicles equipped with
air-conditioning. This feature i s designed to
provide improved engine cooling and air con-
ditioner output a t idle speed in high ambient
temperature.
This throttle control c o n s i s t s of a vacuum
operated diaphragm connected through an
actuating rod to the throttle linkage on the
carburetor. Manifold vacuum, which is applied
to the diaphragm, is controlIed by an electric
solenoid. With the control installed, the engine
will idle a t appraximateIy 800 R.P.M. when-
ever the air conditioner is operating and the
transmission selector is in neutral. The engine
will return ta normal idle speed when either
the transmission selector i s moved out of
neutral position or the air conditioning system
is turned off.
When the air conditioner contml is moved
toward thc full cold position the blower low
position switch is automatically closed. Current
then flows from the "A" terminal of the ig-
nition switch through the blwree switch to
energize the coil in the fast idIe relay, (See
figure 7A-3 .) When the transmission selector
lever i s placed in neutral, cIosing the trans-
mission neutral switch, current flows from the
starting motor relay, across the points in the
fast idle relay (closed when the coil w a s ener-
giaed), to energize the fast idle solenoid.
This opens the vacuum passage to the diaphragm. TO BLOWER
MOTORS
The vacuum connection to the intake mani-
fold is made with a special connector. This
connector is tapped to teceive the vacuum lines
for the vacuum booster section of the fuel Fig. 7A-3-Automatic Throttle Control
pump, t h e power brake vacuum line and the va- Circnitq61LT-8806)
cuum line for the autometie thmttle conttol.
A plug is supplied for use when power brakes normal whenever the air conditioner is turned off or
are not installed. the transmission is shifted out af "neutral."
The connection to the throttle linkage is
made with a slotted clip that clamps o n the NOTE: Engine i d k should be checked and set fa
throttle lever and straddles the operating rod speci/icefions belore arrcmpting to adjrst ibs Ids!
of the control assembly. The end of the opera- idle device,
ting rod is threaded t o take a knurled adjust-
ing nut and a Iocknut. With the engine warm,
air conditioning system opera tin^, and trans- TROUBLE DlAGNOSlS
mission in neutral, the knurled nut should be
adjusted and lacked to provide the desired
idle s p e d of 800 R.P.M. The idle should then If the fast idle control does not operate, check
be checked to make sure that it returns to the system as follows:
I. Start engine, pfmce transmission selector lever
in neutral and-air conditkonet lever in full cold
position. Touch test I i ~ h tprobe to black wire
on fast idle solenoid. If light comes, on. move
air conditioner contml Ievcr fmm 4 c o f f ""'ful~
co1d7' a few times and l i s t m for a faint click in
the solenoid. If the solennoid i s opmtinp: remove
the mbMr vecuum host Imrn the diaplmgm con-
nection and conrtect to a vecuum gauge. Gauge
s h u l d read manifold yamem. If there is no
vacuum, check tubber hose and ennnectian to
m a ~ f u f d .If tl~ereis wcuutu, check diaphragm
connection for leaks. If diephmgm pmves to le
defective, q l s e e .
2. IT light &es not mme oa in first part oE step I,
movc probc to h c black lead on t h e fast idle
relay. If light c m e s on, replace black lead.
3. If light does not come on. rno* probe to green
The Low P m s u e Sewice Valve (Suction Side)
i s h a t e d on t h e right fender apron and has its
valve stem on the top side of the valve (upward
dimtion),
The lfigh Pressure Service Valve (Discharm
Side) is located on the right front side of the con-
den@crt.The valve is accessible thrnugh the upper
@lie opening. The valve stem is inverted and is
on (he bottom side of the valve (downward d i d i o n ) .
%fo~ installfitionof th* Prer;~ureTest Gauge
Msnifold (hianifdd G a u ~ c Set) always. "&IZCR
POMP DOWN PROCEDURE
When any assembly, except the receiver tank or
corner-so? i s ta ?ye replaced or serviced, most of
the refrigwant charge can be saved by pump in^ thc
system down. TMs b p s the gas i a the receiver
tank.
To reptace the meiver, the complete r!hawe
. ,teptace the compressor, it
must be e x h a ~ ~ r ; t dTr
is only necessary to close both high and law pres-
Rure valves, thereby =.vine rnmt of the systm
chtlqe.
1. Raise the car and remove the valve stem pro-
tector caps from both the receives inlet end
outlet valves.
2. Turn the stem on the reeeivcr outlet valve
clwhise until seated. (See figure 7k-4).
lead on fast idle relay. If l i ~ h comes
t on replace
fast idle relay.
4. If l i ~ h tdoes not come on, muve probe t o R m n
lead on tmnsmisfiion neutral swifch. If light
comes on, replace ween lead.
5. If this point ha3 been rt?sch*d and the trouble
is still not located, mturn to the fast idle re-
1 ~ 1 vand tolrch p m k to thc h I u ~lead. If the
light cwmcs on, replace k s t idle relay.
6. If light does not cume an, move probe to Mue
lead on the a i r conditioner low blower switch.
If light mmes on, replace blue lead.
7. If light does not come an, move probe to yellow
leed on air conditioning Euw blower switch. If
light mmes om, replace low hlowet switch.
8. If l i ~ h does
t not come on, move probe to yellow
Lend on ignition switch. If li&t comer: on, r+
Jttee yellow lead.
SERVICE VALVE OPERATION
SEAT" both the Law Feusure Valve and the High
Pressure Valve.
CAUTION: In tk p o c ~ d u r e s tbmughout f b k
manral. tbr rotation of the service valvr i s as
vierued from J ~ sPt e m side uf Ike r ~ d b w .
C RnuRe port caps andJw d k -
U a not ~ P ~ O Vrbe
conaccr any rcjtigrrant i&es mtiJ tbe service
udlves dre i m Jhrir )rmpm "FRONT SEAT" or
'"BACK SEAT** pusitiun. A b d y s rpen rbe RdaKr
port caps and re/rigtran; line% exhame care.
Fig. TA4-Closinn Receiver Qaklet Valvc-<4t'flS)
3. Lower the car and start the engine. Run the
engine on high idle for four minutes. At this
point, there should be na more refrigerant vis-
ible i n the evaporator sight gauge.
4. While the engine is still running, turn the stem
m the receiver inlet valve c l o c k w i s e until seated.
5. Shut off the engine.
EVACUATING A PUMPED DOWN SYSTEM
Whenever any part or assembly in the Air Conditioning System is removed for repair
replacement, there i s a good possibility that moist air and other contaminants will be drawn
in thmugh the open fittings. To get rid of these contaminants, the system must be thorough-
l y evacuated with a vacuum pump.
When the s y s t e m is in the "Pumped Dawn" condition, everything but the receiwr may be
evacuated by EoIIowing this procedure.
1. Clamp the Pressure Test Gauge Manifold (Tool
ACL 53-31to the iadiator air deflector.
2. Remove the protector c a p from the condenser
M Ive stem and make sure the s t e m is turned in
full counterclackwise direction (Back Seated).
3. Remove the cap from the condenser vaIve ser-
vice port and low pressure gauge hose.
4. Connect low pressure gauge hose to condenser
valve service port.
NOTE: Witb the s y s t e m blocked at the re-
ceives, if w i l l be nccessmy i o evacuate from
tbe high prt?ssrrre s i d ~ .The ualve m n g c m a a f
used in !be compressor would block evacuation
horn the Inrr, p p s s v r e side. Tba low firesssrr
gauge m u s t be r s e d , ns it is the only one eqmipp-
e d f a m m s u r i ! vacuum.
5. Make sure high pressure gauge valve is turned
in the full clockwise direction.
6 . Connect the center hose of the gauge manifold
to the vacuum pump. Start pump.
7. Turn lowpressure gauge valve counterclockwise
about 2 turns.
8. Turn condenser valve stem to i t s center posi-
tion.
6. To release the pumped down pressure, turn the
recei wr outlet valve countetclockwise until
mated. When the system pressure has ncutra-
lized, turn the receiver inlet vaIve counterelock-
w i s e until seated.
7. Replace the receiver valve stem protector covers.
or
9. Evacuate system to a minimum of 24" Mg. after
20 minutes.
10.Tutn low pressure gauge vaIve clockwise until
seated.
11.Release pump down pressure by turning re-
ceivet outlet valve counterclockwise until
seated. When system pressure has neutralized,
turn receiver inlet valve counterclockwise until
seated.
12.Disconn~ct vacuum pump, and turn low pres-
sure gauge valve countelclockwise about s
turn. Allow refrigerant from the system to purge
thmugh the gauge manifold for a few seconds
to clear the manifold of any air. Turn law-pres-
sure gauge valve clockwise until seated.
13.Check system pressures, and test for leaks.
14.If i t i s necesstlry, add a partial charge of re-
frigerant.
15.Ef Pressure Test Gauge Manifold is not going t o
be used further, it may be removed at this t i m e .
To remove, turn valve stems on both condenser
and fender apron valves counterclockwise until
back seated. Disconnect both gauge hoses from
service ports, cap hostls and ports. Replace
condenser and fender apron valve stem protector
caps.
REMOVAL AND 'INSTALLATION

The Low Pressure Service Valve (Suction Side) is located on the right fender apron and
has its valve stem on the top side of the valve (upward direction),

The High Pressure Service Valve (Discharge Side) i s located on the front side of the
upper right corner of the condenset. The valve is accessible through the upper grille open-
ing. The valve stem is inverted and is on the bottom side af the valve (downward direction).

Before installation of the ManiEold Gauge Set always "BACK SEAT" both the Low Pres-
sure Valve and the High Pressure Valve.

CAUTION: In he f i ~ c e d s n r stbrnugbovf this mnual, tbe roiatiotr of tkc service valve i s

as viewed /torn tbc stem side of tbe Mb e . Do sot remove tbe g a q e povt caps and/or dis-
connect a n y rejrigttrast lines until the s e w i c e valtles are in their proper "Front Seat"
ot '"BACK SEAT" posigion. Always open tbe gatrge port caps and refrigetanf dimes with ex-
heme care.

CONDENSER ASSEMBLY WITH MODULATOR VALVE ATTACHED

REMOVAL 8. Loosen clamp holding Bowden wire housing to

1. Clamp Pressure Test Gauge Manifold (Tool
ACL 53-3)to radiator air deflector.
2. Remove protector caps from valve sterns en con-
denser valve and fender apron valve. Turn both
valve stems counterclockwiseuntil back seated .
Remove service part caps.
3. Attach high pressure gauge hose to condenser
valve service port, and low pressure gauge
hose to fendet apron valve service port. Make
sure both valves on gauge manifold are turned
clockwise until seated.
mcdulator vaIve mounting bracket. SIip wire
down off pin an modulator valve actuating am.
9. Disconnect high pressure line at the f i t l i n ~on
rhe lower right hand comet of condenser aa-
sembly. Cap line and fitting immediately.
1D.Remove two bolts, nuts and flat washers hold-
ing hood lock suppart to upper radiator braces.
1l.Remove four bolts, nuts and washers holding
lower hood lock support braces to radiator
suppott and four nuts, bolts and washers hold-
ing hood lock support to fender apron.

4. Check system ptessure turning the valve stem
on the condenser end fendet apron valves to
their center position. Both gauges should read
between 50-80 psi.
5. If there is pressure in the system, pump the
charge down. See "Pump Down Procedure."
6. Disconnect by-pass line at the modulator valve
fitting, cap line and fitting immediately, Re-
move cap screw holding by-pass line clamp to
the top of the condemer.
7. Diswnneet high pressure hose at the condenser
valve fitting. Cap hose and fitting immediately,
12.Remove acorn nut holding hood lock support to
hood lock support rod.
13.Remwe hood lock support with two lower
braces attached.
NOTE: It w i l l br rrccessaty lo slip head lamp
wiring h r n nut OJ clips on the under side of
tbe hood lock ssrpporf.
f4.Remove six caps screws, 3 each side, holding
condenser mounting brackets to radiator sup-
port assembly. Remove condenser assembly
with rndulatorand condenser mounting brackets
attached.
 NOTE: When rephc i ~ gcondenser a s s e m b l y ,
rranster modulaior valve nnd consletlser mount-
ing b r a c k ~ i sto tzeru condenser.
15.H it is necessary to remove Pressure Test Gauge
Manifold, turn valve s t e m s on both condenser
and fender apron valves oounterclockwise until
back seated. Disconnect both gauge hoses from
service ports. Cap hoses and ports. Replace
condenser ~ l n dfender apron valve stem prolet-
tot caps.
INSTALLATION
If Pressure Test Gauge Manifold (Tool *CL
53-3) has been removed, install as TnIlows:
1. clamp manifold as~embly to radiator air de-
fledor.
2. Remove protector caps from valve stems on
fender apron and condenser valves. Turn both
stems eountetcIockwise until back seated. Re-
move caps from service ports.
3. Attach high-pressure gauge hose to condenser
valve service port, and Low-pressure gauge hose
to fender aPmn valve service Port- Make sure
both valves on gauge manifold are turned clock-
wise until seated.
4. Place condenser assembly, with mounting
brackets and modulator valve attached, in posi-
.tion on radiator support and attach with s i x
mounting cap screws.
5. Place hoad lock support, with two lower braces
attached, in position on fender apron mounting
brackets and install four attaching cap screws.
6. Install acorn nut holding hood lock support to
hood lock support rod.
7. Install fout bolts, nuts and washers holdf ng
lower hood lock support braces to radiator
support.
8. Install bolts, nuts and flat washers hold-
two
ing hood lock support to upper radiator braces.
Slip head Lamp wiring l o o m into clips on under
MODULATOR VALVE
REMOVAL
1. Clamp Pressure Test Gauge Manifold Tool
side of hood lock support.
9. Remove caps from high-pressure line and fit-
tin^- on bottom right corner of condenser as-
sembfy. Using a new copper seal, connect line
to fitting.
10.Remove caps from modulator valve fitting, and
by-pass line. Using a new copper seal, connect
line to fitting.
1I.Remove caps from flexible high-pressure hose
and condenser valve fitting. Using new copper
seal, connect hose to fitting.
12.Secure by-pass line clamp ta the tap of the con-
denser with cap screw and lock washet.
13.place manual temperatuw mntrol in the full
cold position. Rotate the modulator valve acb-
ating arm as far ss i t will go towards the right
hand side without forcing it, and slip the
Bowden wire loop up over the end of the aetu-
ating arm pin.
14.CLamp Bowden wire Rousing t o modulator valve
mounting bracket.
15.Rtplace dehydrator. See ernov oval and In-
stallation of Dehydrator Assembly."
16.1f system was pumped down, first evacuate.
See "Evacuating a Pumped Dawn System."
Release pumped down prwsure by turning rc-
ceiver outlet valve counterclockwise until
seated. When system pressure has neutralized,
turn receiver inlet valve counteieloekwise until
seated.
l'/+Test the system for leaks.
18.1f there was no system pressure, Evacuate,
Charge and Leak test the system.
19.Turn valve stems on condenser valve and fender
apron valve countetcfockwise until back seated.
2D.Remave Pressure Test Gauge Manifold, replace
prolector caps oh cendenser valve, fender apron
valve, and both valves on receiver. Cap service
ports, and manifold hoses.
(ACL 53-3)to radiator air deflector.
2. Remove protector caps from valve stems end
 service ports on condenser mIve and fender
apron valve. Turn both valve stems counter-
clockwise untiI back seated before removing
service pnrt pmtector caps.
3. Attach high-pressure gauge hose to condenser
valve service port and low-pressure gauge hose
to fender opmn valve service port. Make sure
both valves om gauge rna~lifolda t e turned clock-
wise until seated,
4. Check system pressure by turning the valve
stem on the condenser and fender apron velves
t o their center position.
5. If there is pressure in system, pump reftigerant
into receiver tank. See "Pump Down P m c e d u ~ ? '
6. Disconnect by-pass line at the moduIator valve
fitting, cap line and fitting immediately.
7. Disconnect clamp holding Bowden wire hous-
ing to modulator valve mounting bracket. Slip
wire down o f f pin an moduletor valve actuating
arm.
8. Remove two cap screws holding modulator
valve to mounting Grecket,
9. Disconnect modulator valve from short tube
on wndemer assembly. Remove modulator
valve.
10.If it is necessary to remove Pressure Test
Gauge Manifold, turn valve stem on bcth con-
denser and fender apron valves munterelock-
wise until back seated. Disconnect bath gauge
hoses from service ports. Cap hoses and ports.
Replace condenser end fender apron velve stem
pmtector caps.
INSTALLATION
If Pressure Test Gauge Manifold (Tool ACL
53-3) htls been removed, install as follows:
1. Clamp manifold assembly to radiator a i r de-
flector.
2. Remove protectm caps from valve stems. Turn
both stems muaterclockwise until back seated.
Remove caps from service ports.
3. Attach high-pressure gauge hose to condenser
valve service port and low-pressure gauge hose
to fender apron valve service port. Make sure
both valves on gauge manifold are turned elock-
w i s e until seated.
4. Connect modulator valve assembly to short
tube on condenser assembly. Use new copper
seal.
5. Secure modulatorvalve to mounting bracket with
two cap screws.
6 . Plcrce manual temperature control in the full
cold position. Rotate modulator valve actuating
arm as far toward the right s i d e of the vehicle
as it will go without fotcing it. Slip the Bowden
wire loop up over the end of the actuating arm
pin.
7. Clamp Bowden wire housing to modulator valve
mounting bracket.
8. Install a new dehydrator. See "Removal and
Installation of Dehydrator Assembly. I'
9, If system was pumped down, first evacuate.
See "Evacuating a Pumped Down System."
Release pumped down pressure by turning re-
ceiver outlet wlve counterclockwise until
seated. When system pressure has neutmlized
turn receiver inlet valve c o u n t e ~ l o c k w i s eu n t i l
seated.
10.Check for leaks.
Il.lf there was no system pressure, Evacuate,
Charge, and Leak test the system.
12.Tum valve stem on endenser valve and fender
apron valve counterclockwise until back seated.
13.Remove Pressure Test Gauge Manifold. Replaree
pmtector caps on condenser valve and fender
apron valve and both valves on receiver tank.
Cap service ports and manifold hoses.
 COMPRESSOR
REMOVAL.
1. Drain coolant from radiator and engine block.
2. Disconnet battery ground cable to prevent
shorts.
3. Remove protector ,-aps from veIve stems on
condenser valve and fender apron valve. Turn
valve stems clockwise until front seated.
4. Remove oil filler cap and oj1 I eve! indicator.
5. Disconnect heater nutlet tube at water pump
connection and remove cap sctew securink
heater tube clamp t o compressor.
6. Raise car and remove genetator as Eollows:
a . Remove radiator splash shield.
h. Loosen generator btacket to remove belt ten-
sion.
c.Loosen generator mounting m p screws.
d. Remove drive belts.
e. Remove Arm, Field and Gmund wires from
connectiens on generator.
f. Remove generator mounting cap screws. Re-
move generator.
7. Remove two cap screws securing compressor to
engine b b c k . Note wiring harness clip on front
cap screw.
8. Lower vehicle end disconnect flexible high-
pressure hose and flexible low-pressurehose at
the compressor fittings. Cap hoses and fittings
immediatelv.
9. Remove two cap screws holding compressor to
mounting bracket.
CAUTION: Support cmprcssot. asssmhly to
Recp it from Jailing u b e n cdp s o e w s me re.
moz)ed.
10,Remow compressor by lifih up heater
connections and out through engine compartment.
INSTALLATION
1. Place a heedless stud in one of the compressat
- holes. Place compressor
side bracket rnountin~
in position in engine compartment with stud
thmu& bracket for support.
2. Install one comptessor to bracket attaching
c a p screw. Remove headless stud and install the
second cap screw.
NOTE: S l i p oil dipstick rslbs brace over rent
cap screw b ~ / * r cInstalling.
3- Place compressor drive belts i n position over
compressor, gener~tor,and crankshaft pulleys.
4. Connect heater return line to water pump. Se-
c u r e heater tube clamp to compressot.
5. Connect flexible low-and high-pressure hoses
to compressor. U s e new copper seals.
6. Install oil fillet cover end oil level indicator.
7. Replace two compressor to engine block mount-
ing c a p screws. Make sure wiring harness clip
is pIaced on front cap screw before installing.
8. Install generator accord in^ to the following pro-
cedure:
a. Place in position in mounting bracket and
install rear cap screw.
b. Install front cap screw with spacer belweerr
gaseratot a d mounting bracket.
c. InstaIL Field, Arm and Ground wires.
d. Place drive belts in position on pulleys.
e. Adjust belt tension by pulling down on
generator assembly and tightening generator
mounting cap screws and generatot bracket.
f. Replace radiator splash shield.
9. Purge the compressot of all air and moisture.
10.Turn Qe valve stems an both the condenser
and the fender apron vaIves munterclockwise
until back seated.
I1.Install a new dehydratot aaaemblg. See "Re-
mow1 and Installation of Dehydrator Assemb-
I1
1~.
12.p'essure test See " P ~ s s u r eTesting
System."
13."Leak Test" System.
14.If bubbles or foaming can be seen in evaporator
sight gauge with engine running on high idle,
add n partial charge of refrigerant.
15.If there i s no chars in system, Evacuate,
Charge, and Leak Test.
 LOW-PRESSURE V A L V E
REMOVAL
1. Check system pressures, Leave pressure test
gauge manifold attached.
2. If there is still a charge of refrigerant i n system,
pump it down into the receiver tank. See "Pump
Down Ptocedum."
3. Loosen the fitting attaching the Iine from the
evaporator to the fender apron velve and allow
any refrigerant to bleed off. Disconnect and cap
line and fitting.
4. Disconnect the fitting attaching the flexible
hose from the compressor to the fender apron
valve. Cap hose and fitting.
5. Remove two cap screws holding fender apron
valve to fender apron. Remove valve assembly.
INSTALLATION
I. PItrce fender apron valve i n position and attach
to fender apron with two cap screws.
2. Remove caps and using new copper seal, attach
flexibIe low-pressure hose running ftom com-
pressor to fender apron valve.
DEHYDRATOR A S S E M B L Y
REMOVAL
I. Chcck system pressure.
2. If there is a charge ofrefrigerant in the system,
pump it into the receiver tank. See "Pump Down
Procedure".
3. Loosen connections at both ends of short tube
running f r o m receiver to dehydrator. Allow any
chatge remaining in the system t o exhaust.
4. Disconnect short tube Esam dehydrator, cap Iine.
Turn tube down out of the way and tighten
teeeivet connection.
5. Loosen two bolts which are used to clamp de-
hydrstor in dehydrator mounting bracket.
6. Disconnect dehydrator outlet fitting and cap
line,
3. Remove caps and nsing new copper sesl, attach
line running from evaporator tn fender apron
valve.
4. Remove valve s t e m protector cap, and check to
make sure valve stem is turned full countet-
clockwise until back seated.
5. Install new dehydrator. See "Removal and In-
stallation of Dehydrator Assembly".
6. If system was pumped down, evacuate and re-
lease ptessurc as follows:
a. Open receiver outlet valve.
b. When pressure neutraIizes, open receives
inlet valve.
7. Ptessure test the system.
8. Check for leaks.
9. If there was no charge in the system, Evacuate,
Charge, and Leak Teat the system.
10.Make sure both condenser and fender apron
valve stems are turned eounterelockwifie until
back seated. Remove manifold gauge hoses,
cap hoses and sewice ports. Replace valve
stem protector caps on condenser, fender apron
end both receiver valves.
7. Remove dehydrator.
INSTAL LATION
1. Place dehydrator in position in dehydrator
mounting brackets. Make sure arrow showing
direction of flow points toward rear of vehicle.
2. Remove caps from the outlet connection on
dehydrator and also from tube: le~ldingto evtlp-
orator. Using a new copper seal, connect tube
to fitting.
3. Loosen the fitting on the receiver end of the
tube Leading from receiver to dehydratat.
4. Remove the caps from the dehydrator inlet fitt-
ing, and the dehydtator end of short tube. Using
new copper seal, connect tube t o fitting.
5. Tighten connection on receiver end of short
tube.
6. Tighten dehydrator bracket clamp ~ c t e w s .
7. If s y s t e m w a s pumped down, evacuate and re-
lease pressure as follows:
a. Open receiver outlet valve.
b. When pressure neutralizes, open receiver
RECEIVER TANK WITH
Any t i m e the receiver tank is removed, it will be necessary to install a new dehydrator. For
this reason it is recommended that the receiver and dehydratot be removed a s a unit. The de-
hydrator may be replaced more easily when the unit is off.
REMOVAL
1. Clamp Pressure Test Gauge Manifold (Tool
ACL-53-3) on radiator air deflector.
2. Remove valve stem protector caps on condenser
and fender apron valve and make sure both
stems are turned counterclockwise until back
seated.
3. Remove caps from service ports on condenser
and fender apron valve, and from high and low
pressure gauge hoses. Attach high-pressure
gauge hose to condenser valve service port,
and low-ptessure gauge hose to fender apron
valve service port.
4. Make sure both valves on Pressure Test Gauge
Manifold are turned clockwise until seated.
5. Turn both fender apron and condenser vaIve
stems to their center position,
6. Turn both gauge valves counterclockwise about
turn and release system pressure through t h e
center hose.
CAUTION: There w i l l be u certdin amount o]
oil discharged a l o n ~witb the ~efrigarunt. Po
net nllour this oil to spray on painted sarfuces.
7. Turn the stems onthe condenser and fender
apron valve counterclockwise until back seated.
Turn manifold gauge valves clockwise until
s e a t e d . Replace cap on center hose.
8. Raise cat and disconnect inIet line fitting to
i n let valve.
c. Replace valve stem protector caps.
8. P r e s s u r e test system.
9, Check for leaks.
10,If there was no charge in the system, Evacuate,
Charge, and Leak Test the S y s t e m .
DEHYDRATOR
receiver and nutlet line fitting on dehydratot.
Cap lines and f i h t i n ~ s ,
9. Remove cap screws securing receiver tank to
frame. Remove receiver and dehydratot assemb-
ly.
10.To remove dehydrator:
a. Disconnect dehydrator inlet connectlon. Cap
line.
b. Loosen debydra tor mounting clamps.
c. Remove and discazd dehydrator.
INSTALLATI ON
I. Install dehydratot in dehydrator mounting clamps
on receiver tank. Do not tighten mounting
clamps.
NOTE: Make sure ~ h n rdebydratm i s insrailed
s n that rrrrotu, indicadina direction o/ Ilnrr,,
points totcnrd tsar o/ receiver tank, ( e ~ dwith
safety p l a f ) .
2. Remove caps from inIet side of dchydrahr and
dehydrator inlet line. Using new copper seal,
connect line to fitting.
3. Position receiver assembly mounting brackets
over holes in frame and secure with cap s c r e w s .
4. Remove caps from receiver inlet fitting and in-
let line. Using new copper seal, attach line to
fitting.
5. Remove caps from dehydrator outlet fitting and
outlet line. Using new copper seal, attach line
to fitting.
6. Tighten dehydrator mounting clamps.
7. Cheek compressor oil lcvel.
8. Lower car and F:acnate, Charge end Leak Test
the system.
9. Turn vatvc sterns on cnndensrr valve and fender
EXPANSION VALVE
REMOVAL
1. Check system ptCbSUff!.
2. If there is pressure i n system, pump thc gas
into the meiver tank. See "Pump Down Pro-
cedure".
3. Remove the screws holding evaporator cover to
evaporator fmmt. Lift covet from Iowet cups
and remove.
4. t w s e n Line from sight gauge to expnsinn v ~ l v a
a t sight puge BUing end ellow any pressure
in ~ p t m to bleed off. Disconnect and cnp Line
and fitting,
5. D I s m n & small equallrer tint litting.
Fig. 7A - 5 4 v e r a l I Vier of Evaporator Assembly-(4t-737)
apmn valve counteclmkwise mtil back seated.
Repbce pmtector mps.
1b.Dlsmnnect manifold g ~ u g ehoses frvm service
p*, cap hMm and ports.
11.Replace receiver velve stem ptoteetot caps.
6. Dis~onneetexpansion vaIve mauifald fmm ex-
pansion valve. Cap both fittings.
7. Remove Rcrew hnldinp, amall capillary tohe
clamp to expansion valve mounting bracket.
liemove clips h d d i n ~temperature bulb to evap-
orator cote msnifvld.
&. Remove! two semwg ~ n clamps
d holding expan-
sion valve to mounting bi-ackel. Remow verve,
( S e e figure ?A-5.)
9. I a new valve ig to be installed, it will be nec-
essary to transfer short tube which tuns from
the expansion valoe t o the sight Eauge. Use
new copper seal when attaching line to new
valve.
 .If i t is necessary to remove Pressure Test
Gauge Manifold, turn valve stems an hot11 con-
denser and fender apron valves counterclock-
wise until back seated. Disconnect bath gauge
hoses tom service ports, Cap hoses and ports.
Replace condenser and fendet apron valve s t e m
protector caps.
If Pressure Test Gauge Manifold (Tool ACL-53-
3) has been removed, install as folIows.
I. Clamp manifold assembly to radiator air de-
flector.
'. Remove protector caps fram stems On
fender apron and condenser valve and turn both
stems counterclockwise until back seated. Re-
move caps from service ports.
3. Attach high-pressure gauge hose to condenser
valve service part and low-pressure gauge hose
to fender apron vaIve service port. Make sup
both valves on gauge manifold are turned elock-
w i s e until seated.
4. Place expansion valve In position i n expansion
valve mounting bracket and secure with mount-
ing clamps.
5. Attach capillary tube c l i p to expansion valve
mounting bracket.
6. Clip temperature bulb toevaporator care tubing.
EVAPORATOR CORE
REMOVAL
1. Clamp Pressure Test Gauge Manifold (Tool
ACL-53-31 to radiator air deflectot.
2. Remove ~ r o t e c t o r caps from valve stems and
service ports on condenser valve and fender
apron valve. Turn both valve stems counter-
clockwise until back seated before removing
service port caps,
3. Attach high-pressure gauge hose to candenser
valve service port and low-pressure gauge hose
to fender apron valve service port. Make sure
both valves on gauge manifold are turned clock-
7. Remove caps from expansion valve fitting and
short Line running from sight gauge to expansion
valve. Using a new copper seal, attach line t o
fitting.
8. Remove caps from expansion valve manifold
and expansion valve fitting. Using new copper
s e a l connect manifold to expansion valve.
9. Remove caps from small equalizet line and
fitting on expansion valve. Using new seal, con-
nect l i n e to fitting. (See figure 7A-s).
10.lnstall a new dehydrator. See "Removal and In-
stalIation o f Bchydrator Assembly'"
1l.If system was pumped down, evacuate and re-
lease pumped down pressure by turning receiver
outlet valve c w n t e r c l o c k w i s e untiI seated.
inensystem equalize, receiver
inlet valve.
'2*Test entire sys tern leaks-
13.If there was no system pressure, ~ v a c u a t e ,
Charge. and Leak Test the system.
14.Install the evaporator cover to evapotator frame.
1S.Turn valve stems on cnndenser and fender apron
valves counterclockwise until back seated.
16.Removc Pressure Test Gauge Manifold, replace
protector caps on condenser valve, fender apron
valve and both valvcs o n receiver. Cap the
service ports and manifold hoses.
w i s e until seated.
4. Check system pressure by turning the valve
stems on the condenser and fender apron valves
to their center position.
5, 11 there is pressure in the system, pump the
charge down. See "Pump Dawn Procedure."
6, Remove spare wheel.
7. Remove 9 s h e t metal screws holding evapo-
rator cover to evaporator housing. Lift up and
remove cover.
8. Remove filter assembly.
9. Loosen fitting attaching small manifold to ex-
pansion valve and allow refrigerant left in
system t o bleed off.
1O.Distonnect and cap manifold and expansion
valve fitting,
11 .Discannect fitting attaching evaporator care
tubing to low-pressure return line. Cap l i n e and
fitting.
12,Remove clips holding temperature bulb to evap-
orator core tubing, and clamp holding capillary
tube to expansion valve mounting bracket. Move
capillary tubing and temperature bulb down out
of wny.
13,Disconnect small equalizer line from expansion
valve. Cap l i n e and fitting.
I4,Remove screw holding evaporator tubc clamp to
mounting bracket. (See figure 7A-5.)
15.Remove four bolts, nuts and lock washers at-
taching evaporator core t o evaporator case. Re-
move core assembly by sliding it forward out of
evaporator case.
16.IX is necessary to remove Pxessure Test
it
Gauge Manifold, turn fender apmn and conden-
set valve stems counterclockwise until back
seated. Disconnect both gauge hoses from
service ports. Cap hoses and ports. Replace
condenser and fender apron valve stem protector
caps.
INSTALLATION
If Pressure Test Gauge Manifold (Tool ACL-53-
3) has been removed, install a s follows:
1. Ciamp Manifold assembIy to radiator air de-
flector.
2. Remove protector caps from valve stems on
fender apron and condenser valve and turn both
stems countercSockwise until hack seated. Re-
move caps from service ports.
3. Attach high-pressure gauge hose to condenser
valve service port and Low-pressure gauge hose
to fender apron valve service port. Make sure
both valves on gauge manifold are turned clock-
wise until seated.
4. Slide evaporator core assembly into position on
mounting brackets in evaporator case. Securc
to brclckets with four bolts, nuts and lockwash-
ers.
5. Remove caps from small manifold assembly and
expansion valvc fitting. Using new copper seal
connect manifold to valve fitting.
6. Remove caps f ~ o mevaporator core tube fitting
and low-p~essureline. Using new copper seal,
connect line to fitting.
7. Remove caps from small equaIizer l i n e and
fitting on expansion valve. U s i n g new copper
seal, connect line to fitting.
8. Place evaporator core tube c h m p in position on
mounting bracket and secure with metal screw.
9, Clip temperature control bulb to evaporator core
tube. (See figure 7A-5,)
10.Install filter assembly.
1l.Replace dehydratot. See "Removal and Instsll-
ation of Dehydrator Assembly".
12.If system was pumped down, evacuate and re-
Iease pumped down pressure by turning teceiver
outlet valve countercIockwise until seated.
When system pressure has neutralized turn re-
ceiver inlet valve counterclockwise until seat-
ed.
13.Test the entire system for leaks.
14.If there w a s no system pressure, Evacuate,
Charge, and Leak Test the system.
15.Turn valve stems on condenser valve and fender
apron valve c o u n t e r c l ~ c k w ~ until
s e back seated.
16.Remove Pressure Test Gauge Manifold, replace
protector caps on condenser valve, fender apron
v a l v ~and bath vdves on receiver. Cap service
ports and manifold hoses.
17.RepIace evapotatot hoses and cover asaernbly.
18.Replaee spare wheel asaernbly.
 SIGHT GAUGE
REMOVAL
1. Clamp Pressure Test Gauge Manifold (Tool
AC t-53-3)to radiator a i r deflector.
2. Remove protector caps from valve stems and
service ports on condenser valvc and fender
apron valvc. Turn both valve stems counter-
clockwise until back seated before removing
service port caps.
3. Attach high-pressure gauge hose to condenser
valve service port and low-pressure gauge hose
to fender apron valvr service port. Make sure
both valves on gauge manifold are turned clock-
wise until seated.
4. Check system pressure by turning the valve
s t e m s on t h e condenser and fender apron valves
to their center position.
5, If there is ptessure i n the system pump the
chatge down. See "Pump Down Procedure".
6. Remove spare wheel.
7. Remove 9 sheet m e t a l screws holding evaporator
cover to evaporator housing. Lift cover up out
of clips and remove.
8, Loosen sight gauge inlet fitting and alIow re-
frigerant left in system to bleed off.
9, Disconnect inlet line from sight gauge. Cap line
and fitting.
10.Disconnect sight gauge from short outlet line
running to expansion vatve. Cap line and fitting.
(See figure TA-5.)
11.If it is necessary to remove Pressure Test
Gauge Manifold, turn valve stems on both con-
denser and Eendet apron valves counterclock-
wlse until back seated. Disconnect both gauge
hoses from service ports cap hoses and ports.
Replace condenser and fender apron valve s t e m
protector caps.
If Pressure Test Gauge Manifold (Tool ACL-53-
3) has been removed. inatall as follows:
1. Clamp manifold assembly to radiator air de-
flector.
2. Remove protector caps from condenser and
fender apron valve stems and turn both sterns
until back seated,
3. Attach high-pressure gauge hose to condenset
valve service port and low-pressure gauge hose
to fender apron valve service port. Make sure
both valves on gauge manifold are turned cloek-
wise until seated.
4, Remove c a p s from one fitting on sight gauge,
and from short tube leading to expansion valve.
Using new copper seal, connect gauge to tube.
5. Remove cap from other cnd of sight gauge, and
from inlet line. Using new copper seaI, connect
line to fitting.
NOTE: flake sure glass is positioned so that
i t rndy be s e e n rhough u l b d o r ~ irr erinpnraior
cover.
6. Install new dehydrator assembly. see "Remov-
al a n d InstalIation of D~hydratorAssembly".
7. If s y s t e m
was pumped down, evacuate and re-
lease pumped down pressure by turning receiver
outlet valve counterclockwise until seated.
When system pressure has neutralized, turn re-
ceiver inlet ~alvccounterelockwise
until seated.
8. Check for leaks.
9. If there was no system pressure, Evacuate.
Charge, and Leak Test the system.
10.Turn valve stems on condenscr and fender apron
counterclockwise until settted.
11.Remove Pressure Test Gauge Manifold, replace
protector caps on condenser valve, fender apron
valve, and both valves on receiver tmk. Cap
service ports and manifold hoses.
12.PIace evaporator cover in position secure with
9 sheet metal screws.
13,Replace spare wheel.
 FILTER
The air drawn into the evaporator unit by the blowers must first pass thmugh an air
filter. This Eilter i s a permanent type which may be washed in clear cold water and reused.
1. Remove spare wheel.
2. Remove 9 sheet metal screws holding rvapo-
retor cower to evaporator case. Lift covct free
of clips and remove.
BLOWER A S S E M B L I E S
1. Remove spare whee 1.
2. Remove t h e 9 sheet metal s c r e w s holding evaP-
orator cover to evaporator housing. Lift cover
up out of bottom clips and remove,
3. Loosen clamp holding flexible outlet duct to
blower housing.
4. Remove sheet metalscrews hold in^ black ground
1. Remove 5 sheet metaI s c r e w s holding blower
motor mounting plate to blower housing as-
sembly. Remove plate with motor and blower
wheel attached,
2. Loosen allen screw holding wheel to motor
shalt. Remove blower wheel.
OUTSIDE AIR I N T A K E SCOOP A N D DUCT
1. If right-hand mop and duct assembly i s t~ be
removed. remove spare wheel.
2. Remove 9 s h e e t mete1 screws holding evaporator
cover to evaporator ease. Lift cover up out of
clips and remove.
3. Remove two screws, one on each end, holding
flexible duct running from fresh air intake flue
3. Slide filter assembly out of frame on top of
evaparator cote.
4. To replace, reverse remuval procedure.
wire to body panel.
5. Disconnect remaining wires from blower motor
at bullet connection.
6. Remove four attaching wing nuts, and remove
blower assembly.
7. T o install, reverse removal procedures.
3, Remove two nuts holding mounting plate to
motor assembly. Remove mounting plate.
4. To assembly, reverse disassembly procedure.
NOTE: 11'brn a s s e m b l i n g , muke
sure !be ttcr~
b h s k ground rl~ires me mounted m d r r one o/
the blowet moaating plate a ~ r a bing
c screuls,
to evaporator case. Remove flexible duct.
4. Remove four nuts and washers holding outside
air scoop and duct to rear quarter panel. Re-
move scoop, screen and scoop s e a l from the out-
side of quarter panel. Remove duct with flue
attached from the inside of quarter panel.
5. T o install, revese temoval procedure.
 R . BLOWER MOTOR

a. BLOWERSWITCH

3 0 A M P . CIRCUIT B R E A K E R

\IGNITION SWITCH

AIR CONDlJlQ
CONTROL SWI

3 0 AMP CIRCUIT B R E A K E R L . BLOWER S W l f C H [ H i ]

1. BLOWER MOTOR
I G N I T I O N SWITCH AIR C O N P l t l O H E R
I CONTROL SWlTCH

M A I N LIGHT SWITCH

Y YELLOW
fiR BROWN R
0-B ORANGE-BLACK B A N D
0 ORANGE
R RED
B BLACK R . BLOWER MOTOR

'
R . BLOWER
SWITCH (HI)
A ALL LETTERS CIRCLED A S S H O W N
INDICATE CONNECTORS

BR

f i g . 7Ad-Wiring Diagram-1955 Lineoln,(61LT-8807)

 8-1956 LINCOLN

The Air Conditioning System. installed in thp 1956 Lincnln, is similar ta the 1955 in-
stallation with u h e n ~ e snad immovernenls as fc~lfews:

TWELVE (12) VOLT ELECTRlCAL COMPONENTS

USED IN THE SYSTEM

All el~ctriealcomponents of the air conditioning ayqtem are designed for 12 volt clpcr-
ation such as blower motors, circuit breaker, compwssor clutch windings, etc.

RECEIVER-DEHYDRATOR

The dehydmtot assembly, fomsrly located

in the line adjacmt to the receiver t d , is
now constructed as an internal part of t h e re-
ceiver tank assembly. (See figure 7B-1). Dr-
hydmtor replacement will require removal ~ n d
replacement of the complete rcceivc~deh~drator
assembly.

Dehydrtltoreplacement usual1y aceampan ies

pump down and repait of any a i t mnditionine;
svstem, OR 19% Lincoln models, which in- Pig, 75-1-Hecejver Dehydrator AssembJv-
corporate a combination reeeiver-dehydratot
(61LT-8808)
tank essemhly, replacement of the dehydrator
necessitates replacing the cornplets receiver-
dehydmtor tank assembly, tbus preventing the
use of a pump down procedure and eliminating called for pump down, it will be neccswry to retcesc
thc n e d for n shut-off valve nn each end of the entire charge instead. Ufie 6+5 Ibs. of Freon t o
the meiver tank. For m y procedure which charge the s p t c m .

MAGNETIC CLUTCH

The 19% Lincoln air conditioning mmptesisar npeated clutch for campressor shutdawn nther
incorporals a drive pulley with an electricalIg than the discbnnect pulley used oa 1955 Lincoln.
(See fimre 7R-2). The control drcuit ener-
gizer; the clutch to o w t e the comptessot
whenever the air conditioning system is turn-
ed "m." With the a i r conditiming turned
"OFF," the clutch sheaves f r e e wheel on
the hub, atlowinp: the compressor to remain
idle.
The cumpressor has a tapered shaft to
acmpt the electrically operated clutch ss-
smbly. (See figure 78-3). For thin reaffon
the 1956 LIficoln Fompressor 3s not inte*
changenbIe with the 1955 service compressor.
The component parts of these compressom
are alike, heweorr, and existing service kits
and procedures appIv to each cornponw ex-
cept thc drive pdley.

Proper operation of the clutch assembly

CLUTCH W A F T
m a y be easily checked because its opemtion S N A P RING RETAINER
can be seen and heard, When the dutch feed
wire is energizd, the front face of the clutch Fig. 7B-2-EIectrically Operated Clatch-
assembly snaps tcafwed end umts tightly
(62LT-8809)
against the sheaves.
Clutch failutr: is nsualiy caused by poor
crnrtact between the bxashes (See figutc 70-3)
and sliprings (See figute 7B-21,This ttssem-
bly can be r e m o d with the compressor
m m t d on the car by removing the special
lacking capscrew and itE; R ~ E C ~washer
RI
from the end of the eomptessor c a b h a f t
(See figure 7 M ) and jarring the elr8tr.h BG-
sembIy loose from the tapered compressor
shaft.
Tfie brushes ere semi& us a brush hold-
er assembly (See figare 7R-5)and ib bracket
is attached to the compressor front b e a r h ~
housing with two No. 8-32 a m = ~ n d lock-
washers.
The sliptine are an internal prt of the
eltrtclrassemblv (See fi p t e 7B-2).If he slip-
rings h a w kame grooved or pitted they may
be polisbed as needed provided the bearing
is protected by tape or other pouitive mmns
to prevent entry of dust or dirt. II the alip- F lg. 7B-3-Compressor Assern bly. Clutch Removed-
ring= arc a m a g e d sevehy. the entire clutch (6lLT*8810)
assmblg must be replaced.
the dutch assembly, the! side thrust imposed by the
Wen h t d E l n g the clutch assembly, ex- belts will prevent propet seating of the ~ l u t c hhub on
treme care must be tekm w assure that it is the tapered shaft and result in a failed elutch, wifh
properly aligned on the t e p m d compressor the clutch hub slipping within the inner race of i t s
shaft and that its retaining bolt i s tihtened intern1 ball bating. The clutch hub is a -1 ~Iip
as much as possible k f a r e the drive belts fit to its bellbearing and is dependent upon the m i f o r m
are installed. If nn attempt is made to first expansion af the huh when it is dnwn onto the t e p e d
install the belts ~ n then
d install end tighten shaft to provide the proper opcmtion fit.
 I'nllnwlng l a the warnmended sequence for
installing the clutch assembly:
I. Assurc that the brush holder assembly is p m p
erly installed. Place the clutch assemhly nn the
tnrnpressr3r & a f t and tart tlw locking capscrew
and rsrsher to bold the clutch assembly i n placc.
4. Install the eompresaor drive belts to aid in pre-
2. Connect the feed wire and enotgize the clutch
to prcvcnt frcc wheeling.
3. Tighten the locking capscrew as much as pas-
sjblc while holding the clutch assembly ta pre-
vent turning. Since this is a special self-Ineking
capscrew with a nylon ins& i n the threads, it
will offer some resistance to turning.
venting mmptessot totation, and tighten the
locking capscrew to 18-22Ibs. Et.

WIRE CLll

I
I

LOCK

BRU

Fig. 7BJCcKemoving the l.ocking Cap Screw and Fig, 7B-5-Bmsh Holder Assembly-
Wasl~cr-(61LT-8811) (6lLT-8812)

GENERAL INFORMATION
Iniemol cumpunents of the rumpressor assembly remsin unchanged over the 1955 corn-
pressor.

I t i s possible to isol~tethe oil separator, mmprmaor and flexible high and low pressutc
l i n ~ r ;from tbe rest or the system t y turning d ~ ecoddenser and let~detapron valvuu wll the
wey in until they seat, thua,whm sewicing these assemblies i t will not be n-msary to
release the chernc.

After servicing, it is merely necessary ta "purgeM the s e d c d part. then open both
vsIves fully to testore the system to use. To purge, loosen the line fitting furthest away
f r m the fender apmn valve cia the asscmbiy being serviced. Open the fender npmn valve
and d l o w ERS t o PSCRpt? for B few seconds. Tighten the fitting.

The expansiw valve in the evaporator is mldered into the line for mote pasitive c m -
n-ion. It is possible to service ~ h cassembly; however, all soldered joints should be
thomughty tested for leaks after installation.
 L . B L O W E R MOTOR

WIRING COLOR CODE

R. BLOWER SWtTC
BLACK
BROWN
FAST IDLE RELA
BLUE
STARTlNC MOT0 GREEN
ORANGE
ORANGE-BLACK BAND
RE0
YELLOW

MEUTRAL SWITCH

GWtTLON SWITCH
COMPRESSOR CLU
I5 AMP. CIRCUIT BREAKER
AIR C O N D I T I O ~ E R FAST IDLE S O L E N O I D
CONTROL SWITCH

S T A R T E R RELAW

1 5 AMP ClRCWlT BREAKER

-AIR CONDITIONER
CONTROL swcrcn

HlflON S W I T C H

TO BATTERY T E R M I N A L BATTERY TERMINAL

CONNECTORS
O F ClRCUIT UREAKER OF S T A R T E R RELAY

Fig. 7B4-Air Conditioning Wiring Diagram-1956 Lincoln461LT-8813)

 NG COLOR CODE
0.0 BLACK-ORANGE B A N D
BR BROWN
0 ORANGE
0-B ORANGE-BLACK BAND
0-6 ORANGE -GREEN BAND
R RED
R.8 RED-BLACK & A N D
R-BL RED-BLUE BAND
W-R WHITE- RED BAND
Y YELLOW
X-B YELLOW-BLACK & A N D

1
HEATER BLOWER SWITCH

A ~ RCONDITIONING

1. A / C BLOWER

NEUTRAL SWITCH & SOLENOID

Fig. 7Bd-Heater and Air Conditioning Wiring Diegram-ContinentalMark I1 -(61LT-88141

 C-1957 LINCOLN
The A i r Conditioning System, a s installed i n the 1957 LincoIn,
is simiIar to the 1956 installation with changes as follows:

T E M P E R A T U R E CONTROL S Y S T E M

A different tempetature control system is used compressor.

for the 1957 Lincoln A i l Conditioning System. The
modulator valve i s no longer used. To control the
car interior temperature, the compressor clutch is
cycled on and off. When the clutch elecho-magnet
Isenergized, the clutch engages and couples the
compressor to the engine.
When the clutch magnet is not energized, the
clutch 3s disengaged end the compressor pulley
turns lteely on ball beatings without driving the
The magnetic clutch controt i s accomplished
through the use of a control switch on the instru-
ment panel, a thermostatic control switch and an
icing switch. See figure 7C-1.
The thermostatic control switch i s mounted to
the evaporator and blower housing with its sensing
unit mounted in the return air stream of the left
peckage tray air inlet. This therrnasfet is adjust-
able by positioning the instrument panel control.

MAGNETIC
CLUTCH
%%en t h e tmpetaturt! of the air in the retarn air
duct lecomes lower than the setting of the switch.
the switch opens the mapyetic clutch electriccri
circuit, d i n ~ n p g i r t gthe comprpfinar. When the tm-
pcmtute in tl~rreturn air duct rises to the upper
limit tlt which thc switch is pvsitivncd, the switch
C ~ O R ~ and
S energizes the m a p t i c clutch. T h i s
engages the compressor with t h engine ~ and starts
thc cooIin~e c t i a egain.
The icing switch is mounted to the Ieft side of
the cvaporatnr and blower h n u ~ i n gwith its cepiE-
lary tube position4 in the evqmmtor fins. The
purpose of the icing switch is tn pevent ffirmatinn
of ICP in the evnpomtor core, The icing switch i s
wired in series with ille compressor clutch (See
figure 7C-I), Whcn the evaporutor fin temperature
deceases to e mint where ice could form, the
icing ewitch will open the clutch circuit until the
fin temperature rises to a predetermined valve.
Ttit system is contro1Ied lrom a single knob on
the instrument pencl. R s t e t i n ~thc knob from thc
OFF position puts the sy~ternin operetion on Iow
blower speed. Pulling the h o b out one notch oper-
ntes the sptem on high blower #wed,

REMOVAL AND INSTALLATION

COMPRESSOR A N D SERVICE VALVES
A four (4) ~ L i n d e r"V" type compressor is used in the 1457 Lincoln ajr conditioning
system. [See figure 7C-2).This compressor is equipped with an internal oil seperatm end e
positive disphcement oil pump which provides lubrication to all moving pHrts and the ail
scel wvity. Also, due to the comprcssots internal design, a self-contained sound haffle i s
avaifahle, thus eliminating the n& for an exterior muffler. The high and law presuure set-
vice v~Ivt?sare mounted to the compressor assembly. These mlws w e e fomerly mounted
to t h c lender apron und condenser. (See Figurn 7C-2.)

REMOVAL 6. Remove the campmsar fmm the vehicle.

1. Close both the high and low pressure

valves and cawfully 'Coosen the high
L O W PRESSURE V A L V E
p w ~ s u msewice cap m the high pressure
valve to rclieve the pressure. I
2. Remove the two cap screws secufin~encb
scwiee valve to the mmpmsor. Rcmovc
the s c r e n and ~asketfrom the low pres-
sure valve end the gasket from the hi&
pressure valve.

3. Disc~nncct the clutch feed wire at the

bullet connector.

4. Loosen the four b l t ~securing the com-

prasor to the monnting bracket and re-
move the drive k l t from the compressor
pulley .
5. Remove four bolts, nuts, lockwashers,
and eight flat waehetfi ~ecuringthe c m - Fig. 7C-2-Lincoln 4 Cylindet A/C Campmwmr
pressor to mounting bracket. (61LT-8816)
 INSTALLATION
I. Place the compressor on the mounting bracket
and secure with four mounting bolts, lockwash-
ers, nuts, and eight flat washers. Tighten the
nuts finger tight.
NOTE: Check tbe compressor oil level befme
i ~ s t a l l i a gthe compressor i n t be car.
4. Instar1 the low prcssure valve screen and the
service valves, tighten to 10-13 Ibs. Et. Use new
gaskets on the service valves.
5. Purge the compressor. Refer to "Purging the
Compressor" in Section 11.
6. Open the service valves {back seated). Start
the engine and operate the air conditioning
at maximum cooling for f i f t e e n minutes.

2. Install the drive belt and adjust tension. Tight- 7 . Check the sight gauge for bubbles with the
en the compressor mounting bolts ta 22-28 lbs. system operating a t maximum cooling. If bub-
ft. bles appear, partially charge system.

3. Connect the ctutch feed wire at the bullet con- 8. Stop the engine and check for leaks and com-
nector. pressor oil leveI.

CARBURETOR FAST IDLE CONTROL

The carburetor fast idle control, installed o n obtained.

some 1957 air conditioned Lincolns, is an acces-
sory which provides better engine cooling, mote 3. Tighten the lock nut securely to prevent the
efficient air conditioning and adequate generator knurled adjusting nut from coming loose.
output during proIonged periods of cngine idling.

The carburator East idle control, operates by

vacuum and is electricaIly c6ntrolIed. A toggle
switch, mounted to the left and approximately 5
inches below the ash receiver on the instrument
panel, controls current to actuate a solenoid on the
control assembly. With the switch an, vactlurn is
allowed to act on a diaphragm, pulling thc shalt of
the control assembly up, engaging the carbutetor
linkage.

If properly adjusted and with the fast idle con-

trol switch in the "ON" position, the engine will
idle at 800 RPhl: when the transmission seIector
lever is in the "NEUTRAL" position.
F o s t Idle Control Adiusfment:

The fast idle conttol adjustment should be

made with the transmission selector lever in the
"NEUTRAL" position and the fast idIe control
switch in the "ON" position.

1. Loosen the lock nut on the control assembly

shaft. (See figure 7C-3).

2. Adjust the knurled nut on the control assembly

shaft until an engine idle speed of 800 RPM is Fig. 7C-3-Carburetor Fast Idle Control-(61LT-8817)

156
 L . BLOWER MOTOR
THERMOSTATIC S W I T C H 7 1
R . BLOWER MOTOR

IGNLTlON S W I T C H
AIR CONDITIONER
CONTROL SWITCH

ICING SWlTCH
1

CLUTCH

IGNI

-01
BATTERY TERMINAL OF
STARTER RELAY

WlRlNG COPE W I R I N G

Y YELlOW
II
0 I
R
R . B L O W E R MOTOR

I
BR BROWN
0 ORANGE
0 BLACK
G GREEN
R RED
V VIOLET

Fig. 7C-4-Air Cendj tianer Wiring Diagram-1957 Lincoln-(61LT-8818)

 D-1957 MERCURY

The Air Conditioning system is a front mounted unit, with a11 of the major components of
the system, except the evaporator,contained in the engine compartment. (See figure 7D-1.1 The
evaporator unit is installed on the rear s i d e of the firewall under the right s i d e of the in-
strument panel. A valve (damper) and ductwork on the under side of the evaporator unit allow
air to be directed either through the evaporator core for air conditioning, or through the heater
core for heating. The selection of heating or air conditioning is ah the discretion of the driver.
A blower, common to both systems, provides either fresh air or recirculated air, depending on
whether heat or air conditioning is desired,

LOUVER R E G k S T E R S A I R CONDNrlONING CONTROl

EVAPORATOR

E X P A N S I O N VACV

Y E R - D R Y E R TANK

LIQUID SIGHT GLASS

Fig. 7D-1 -Air Conditioner Installed-1957 Mercury-(61MT-8824)

REMOVAL AND INSTALLATION

EVAPORATOR

R EMOVA'L 1. Remove the ash tray.

Perform the following operations inside the cer. 2. Remove the radio speaker griEle and speaker.

158
3. Remove the clock.
4. Remove the radio.
5. Jhpe the ends of all loose wires.
6. Disconnect a l l Bowden cables (not at the in-
strument panel).
7. Remove the right defroster duct h o s e from the
autleton top of the evaporator case. Remove the
defroster duet hose from the outlet on the left
s i d e of t h e evaporator case.
NOTE: O n early paduction models, a metal
h c ! w a s ~ s e dinsttud u j R rrrbber duci hose n l
the ieJt side of fbc evaporator case. I t may be
nec~ssary l o remove the right radio silpport
B r n c k i # u r e m w c bbe s c ~ a useclrring
~ rbe duct
to the rsaporator case.
Perform the folIowing operations in the engine com-
partment of the car:
1. Discharge the air conditioning system.
2. Remove the blower motor and blower duct from
the cat, as an assembly, in the folIowing mann-
er:
a. Disconnect the blower motor wires and the
two flexible ducts connected to the blawer.
b. Remove two hex head sheet metal screws
securing the blower baffle plate to the blow-
er- duct. The baffle plate and s c r e w s are
located on the underside of the blower, above
and adjacent to the heater core water hose
connections.
c. Remove two blower duct-to-dash retaining
nuts located on the left side of blower end
m e retaining nut located under fhe rubber
blower-to-dash fresh air duct.
d. Separate the blower assembly fmm the dash
and disconnect the blower damper Bowden
wire cable control. Remove the blower duct
assembly.
3- Drain the engine coolant from the radiator.
4. Disconnect the heater hose at the firewall.
5. Disconnect the air conditioner lines at the fire-
wall and cap both lines and the fittings at the
evaporator.
6. Remove the baffle plate securing the heater
lines in the firewall.
7. Remove one hex head nut and Iockwasher from
the stud adjacent to the evaporator connections.
This will allow the evapora tmuni t to be removed
from the passenger compartment side of the
firewall.
Perform the folIowing operations inside the car:
1. Disconnect the wires from the thermostatic
switch on top of the evaporator unit.
2. Remove the retainer screw f r m the bracket at
the left end af the plenum chamber.
3. Detach the plenum chamber from the bottom of
the evaporator unit and remove the plenum cham-
ber from the car.
4. Pull the evaporator unit away from the firewall;
then, lift it out of the car. Be careful not to
damage the drain hose which is attached to the
bottom of the evaporator unit and which must
be pulled from the floor pan a s the unit is re-
moved.
INSTALLATION
Install the evaporator-heater unit and blower
assembly in the reverse order of the removal pm-
cedute. To be sure that heater-sir conditioner
functions satisfactotily after assembly. The Eollow-
ing operations should be performed where they
apply, a t the t i m e a assembly.
1. After installation of the evaporator assembly,
be sure that the damper channel s e a l s extend
beyond the firewall sufficiently to mate with
the mounting surface of the blower motor duct
assembly.
2. Seal around the evaporator lines, at the open-
ing in the firewaI1, after the fittings are tight-
ened. Body caulking componad may be used.
3. Be sure the evaporator drain hose is open at
the bottom.
4. Carefully adjust all Bowden cables so that they
operate fteely and with sufficient travel to as-
sure positive operation. k some cases, it may
be necessary to bend the cable retaining bracket
to align the Bowden cable with the control.
5. Pay particular attention to the adjustment of the
Bowden cable which operates t h e thermostatic
switch o n top of the evaporator assembly. This
cable must be adjusted so that with the air con-
ditioner control lever in the "off" position, the
themastatic switch is also in the fuIl "offa'
pos it ion.
6. Inspect the control assemblies at the instrument
panel to be sure they are operating freely with
nu binds or restrictions. Be sure the control
lwers are not sprung or bent due to previous
hard operation.

E X P A N S I O N VALVE

The expansian valve can be removed with the evaporator either i n er out of the car. If
the evaporsttor is out of the c a r , the removal is very simple. The procedure given llcte is
for temoving the expansion valve with the evaporotot i n the cat.

1. Discharge the a i r conditioning system.
2. Disconnect the high and low ptessure lines at
the firewall and cap both lines and the fittings
on the evaporator unit,
3 . Remove the plenum chamber.
4. Disconnect the bowden cable from the crank
thc lower left side of the evaporator unit.
5 . Remove the s i d e shield covcring the expansion
valve from the left aide of the evaporator.
6 . The fittings securing the expansion valve to t h e
evaporator unit can now be loosened. The ex-
pansion valve is replaced in the reverse order
of removal. Be sure that the s i d e shield is
at properIy sealed when i t is installed. Thoroughly
Ieak test the unit before charging.

THERMOSTATIC SWITCH
The thermostatic switch can be replaced with the evaporator unit in the cat. It is neces-
sary t o remove the radio speaker grille and the radio speaker to gain access to the switch.
Care should be taken to he sure that the switch cable is adjusted properly when the new
switch is instafld. The capillary sen sin^ bulb must be carefully inserted in the evaporator
core to be sure it makes positive contact with t h e fins. If possible, insert i t so that it does
not go i n t o the same hole from which it w a s removed. Be sure that i t goes Into the core at
least two inches and is pIaced at least one inch tam any side.

COMPRESSOR
1. Isolate the compressor. Raise the car on a 4. Lower the car and complete the operation in
hoist o t an jacks. the engine compartment. Disconnect the mag-
netic clutch wire at the bullet connector. Dis-
connect the low pressure service valve and the
2. From underneath the car, remove the generator
discharge hose Erom the compressor.
adjusting bracket bolt. Loosen the two gener-
ator to compressot mounting bolts. Swing the
5. Remove two compressor mounting bolts. Loosen
generator inward and disengage the two belts
the angle bracket bolt and remove the eompres-
from the generator and compressor pulleys.
s o r from the engine.

3. Disconnect three leads from the generator; re-
move the two generator mounting bolts and re-
move the generator from the car, Remove the
cornpresso~to cylinder block bolt and the cam-
pressor to lower bracket bolt.
6. With the compressor on the work bench, remove
the clutch mounting screw and washer and te-
move the clutch from the shaft (use a wheel
puller if necessary). Remove t h e key from thc
shaft.
7. Remove the retaining bolt and the "S" shaped
bracket from the compressor. Invert the CQm-
pressor and rcmovc thc lwclvc retaining bolts,
compressor adapter plate, and gasket. Scrape
the old gasket from the adapter plate.
8. R e m o v e the shipping base and screws from the
repIacemcnl compressor. Position Lhc ncw gas-
t ir~stallthe a d a p l e ~plate wit11 ille twelve
k ~ autl
retaining screws.
9, Carefully remove any b u r s or dirt that may be
on the new compressor shaft; then, install the
key i n the shaft.
10.Force the clutch on the shaft with the bolt and
large washer by screwing the bolt into the cen-
ter of t h e shaft. Torque to ts-22 Ibs. ft. Enstall
the "S" shaped bracket to the compressor.
I / #kc ?dew cow]~rcssar wns shipped ~ c i ! La bul!
and ir.ash~ri n the c ~ or
d {be cmnksbu,it, rpmot-.e
and sidcard the bolt d t ~ drrse n bolt I L i r h d uplow
CONDENSER
1. Discharge the a i r conditioning system.
2. Remove the hood.
3. Remove the grille PO radiotor bxacket center
support.
4. Disconnect the lines between the condenser
and compressor and between the condenser and
RECEIVER-DRYER
1. Discharge thc air conditioning s y s t e m .
2. Disconnect the line from the condenser to thc
receiver and the line from the receiver to the
expansion valve, at the receiver. Immediately
cap both lines.
3, Carefully inspect both lines over their entire
len@h to be sure there are no kinks or dents.
If replacement is requited, it should be done
when thc rcceiver i s being replaced.
11,Position tllc n e w compressor to the engine
b l w k and install the two cornpressor mounting
bolts. Tighten thc mounting bolts and the angle
bracket bolt.
12.Raise the car on a hoist of jacks and install the
cornprcssor to cylinder block bolt and the com-
ylesaor to lower bracket bolt. Connect the thret
leads to the generator and install the generator.
Install the genetatot adjusting bracket bolt but
do not tighten it. Engage the two belts with the
generator pulley and compressor clutch and
adjust the belt tension. Tighten the generator
adjusting bracket bolt; then, tighten the two gen-
erator to comprfxgor mourlting bolts.
13.Lower the car and connect the low pressure
service w l v e and the discharge hose to the
compressor, using new gasket.
14.Check for leaks, putge the compressor and con-
necting hose and cut it back into the system.
the receiver-d yer. Cap both tines immediately.
5. Remove four bolts securing the condenser to
the radiator bracket and remove the condenser
from the car.
6 . Replace the condenser in the reverse urder of
removal.
4, Remove four nuts securing the receiver-dryer
to the front splash pan and take the receiver
from under the car.
CAUTION: Always wear goggles wben ruorkiq
on tk ait canditioning system. T b i s i s especial-
l y importaat il t h e cm is on a hoist S O thdt tbe
recrir)er-dry* i s nboue cl ye l e r ~ e l .
5, Replace the receiver-dryer in the reverse order
oE removal. Be sure all fittings are tightened
securely.
 HEATER CORE
Late production ntodelv have heater cotes that can be removed simply hy removing the
four screws in the bottom of the evaporator unit with the unit in the car. Hawever, i t is
nectssaty to temove t h e plenum chamber first.

On early production units, the heatex core is te-
moved as fallows:
1. Discharge the air conditioning system.
2. Remove the evaporator unit from the car.
3. After t h e evaporator is removed from t h e cat, it
is necessary to separate the evaporator upper
case and c o i l s from the lower case and side
pan, in order to remove the heater core. To do
this, proceed a s foIlows:
a. Remove fifteen hex head sheet metal screws
located around the base of the undercoated
upper case.
b. Remove seven hex head sheet metal screws
securing the side pan to the Iower case and
temove the s i d e pan.
c. Remove four hex head sheet metal screws
am each s i d e of the lowet case.
d. The upper case, complete with evaporator
coils, expansion valve, and connections can
then be removed from the lawer case by lift-
ing the assembly upwards and to the s i d e
to disengage the expansion valve from its re-
taining clamp.
e. Remove the damper hinge shaft clip and the
hinge shaft and damper mIve.
f. Remove ten hex head sheet metal screws se-
suring the heater case and damper chanr~cl.
assembly to the underside of the lower case.
g. Insert a thin blade putty knife between the
top of the damper channel and the top SLIT-
face ofthe lower case. Tap the blade to each
side of the damper channel ko allow the fot-
ward edge of the damper channel to clear the
mounting flange of the lowet ease.
4. After the damper channel is removed from the
lower duct, the heater core can be Iifted out.
5. Replace the heater core and assemble the lower
duct and evaporator upper case in the reverse
order af disassembly.
NOTE: It will ba necessary t o sed! all joints
and around a11 screw heks wban the unit i.q a s -
sembled.

BLOWER A N D MOTOR
The blower motor and blower can be removed with the blower housing in the car. Remove
the motor cooling hose. Disconnect the blower motor wires at the bullet connectors. Remove
the seven screws in the blower motor housing and pull the blower a d the motor f r o m the
housing. The sirocco cage i s secured to the motor shaft with an allen screw.

ADJUSTMENT CABLE CONTROL

Figure 7D-2 shows the cable Ienptbs , identification, and application. The heater con-
trol on the instrument panel operates the blower motor damper and the heater water m a -
ttol valve, located on the fmnt of the plenum chamber. The cable to the blower motor
dampet should be adjusted so that. with the heater cantml lever i n the fnll "off" posi-
tion, the damper is positioned to shut-aff the air intake through the cowl register. The
cable to the water contml valve should be adjusted t o that, when the heater control lever
is m w e d to the full off" psition, the vacuum valve is in the full "off" ( l e v e r on the
side of the valve in the up position) position just as the cmtrol d o s e s the blower motor
damper.
The ait conditioner control on the instrument panel speratea the thermostatic switch and
damper inside the evaporator lower duet. T h e damper actuating crank is on the Ieft side of
the evaporator lower duct assembly. When the crank is moved away from the passenger
compartment toward the fitewall, the damper is positioned so that air I s directed downward
through the heater core. W i t h the damper in this position, the air conditioner control Iever
is in the full "off" position. When the air conditioner control lever is moved toward the
"Max" cooling position, the first 1/2 to 3 / 4 inch of travel causes the damper to be posi-
tioned so that air i s directed upward through the evaporator core. The balance of the con-
trol lever trttvel is for adjusting the degree of coolink desired by positioning the thermo-
static switch.

The thermostatic switch is located on t q of ~ the evaporator case to the r i ~ h of

t the out-
let of the right louver register. It is necessary to remove the radio speaker gtiIle and speak-
er in order tu adjust the Bowdm cable at the switch. The switch cable should be adjusted
so that the s w i t c h lever is in the full "off'$ position when t h e air conditioner control Iever
is in the full "off" position. You can tell when the thermostatic switch is "off" by listen-
ing for the click that is made as the switch lever is moved to the left (toward the centerline
of the car). The cable should be adjusted so that the switch lever has full travel fmm the
"'off" position t o the "Max" cooling position.

If full control lever traveI i s not possible, it may be due t o the cable housing extending
too far through the cable retaining btacket on the control plate behind the instturneat panel.
If this occurs, it will be necessary to loosen the cable retaining bracket screw and posi-
tion the end of the cable housing flush wifh the edge of the cable retaining bracket. The
cable m n then be adjusted to operate properly.

If a control leveris s p m k or bent, it should be replaced. Once the lever is bent, the geo-
metry of the control essembly is disturbed and herd operation may result or full range op-
eration of the control involved might not be possible.

CllHCM RINGS - COLOR CODE

PART NAME

Fig. 7P-2-Control CabIe Identification

 THERMOSTATIC SWITCH

AIR CONDITIONER

WIRING COLOR CODE

R RED
8 BLACK
BR BROWN
0 ORANGE
Y YELLOW
Y-B YELLOW.BLACK B A N D

I G N t T I O N SWITCH
BLOWER MOTOR

AIR CONDITIONER
BLOWER SWITCH\

COMPRESSOR CLUTCH

BATTERY TERMINAL
OF M A I N LIGHT SWETCH

T H E R M O S T A T I C SWITCH
@ ALL LETTERS CIRCLED A S SHOWN INDICATE CONNECTORS

Fig. 7D-3-Air Conditicming Wiring Diagram-1957 ~ercur~-(61MT-8832)

 COMPRESSOR
SERVICE

A l l c o m p r e s s o r service opalwtiatts, except belt and clutch replacmncat, can be perrormed

only alter the unit has been isolated from the =st of the system.
The eomptesmr its not eompketely ~prviceabfe.All necessary repairs cm be made by re-
placement of Urc cornytesaor s h ~ l seal l ~ or the cylinder head md vdve plate. If these ptirts
will not mtw normal cvmpressor service, replace the mapressor.
The compressor service operations are similar re~atdlessof y ~ a ror compressor model.
ilawever, i t i s important to use the correct pafta for each cnmptesam.

After the cornpewor bas b e n inshlIed on a vehicle and opcratcd for 15 minutes, the oil
lml s h w u l be checked. The oil level should d s o be checked whmcvm a component of the
nit conditioning system is repIaced.

I. Rut the engine at 1.500 rpm, blowers hi&, con- 6. Tighten the high pre-ure ~lerviceport cap*
tml on m s x i m m cooling. The ambient tempt-
atura ~hotildbe 60PFor ahve end (he m m p m - 7. Open both service w+lves.
sure crankcase warm l o the touch.
B. Run the unit at maximum cooling, 1500 rpm for
2. Stop the engine md closc both service r a l w s 5 minutes. If bubbles appear in the sight @ass,
(fmt scated). Relieve the refrigerant praaEnre add a partial charge to the system.
by loosening the hip$ preRaure ~erviceport cap
elidlly. W a i t 15 minutes aftw the high pres-
sure cap has h e n loosened before checking
the oil level. T h i i~
~ to allow the reftigctrmt 12
to evaporate out af the tcfrikertttim oil, giving
a true xetlding,

3. Remove the oil fillet plug and insert a clean %

in& steel rad until it lmttoms, (it may be nec-
- s a y to rotate the compressor shaft Zo permit
the md te bottnm), The oil level should be with-
in spcificetions a h v e fhe ba&m fif the rod. (See
tigum 8-1.)

AH c ~ ~ i ndipstick
e works turf1 lor fbis dp~di-
cetio~.

4. Add oil as -ired f m a s e d d cm and in-

f fillet p h g .
~ t d the

5. Open thc suction valve dightiy to allow the re-

rigcrank pwssure to purge all sit and maiahre Pig. 8-1 -Checkink Compressar oil Level
from the cornpwssar. (6ILM 4309)
 PLAT
1. CIem the cylinder haud and crankcase In rhc
area of the cylinder heed of dl dirt.
2. boiaie the cvmpressot horn the rest uf the
system. Refer to ''Isoleting 7 % Compressor"
~ 5. Remove the cylinder head and valve plate
i n k t i o n 11.
3. I?move the capscrews securin~the high and
tow pressure sefvice valve^ to the compressat
cylinder head.
6. Examine the reed d v e s for damage. Rcplaee
NOTE: Compnssors tbsf do not have sa-
wice v a I w e x nr outlets aftarbrrd l o the cylinder
bead, i t i s wt necrrssmy t o temoup t h m . Hotrr-
auer. ia some cases, it may be necessmy to
remow rBe c o m p s s o r or orher compolreltrs
/mm lbc CIW far acccusihflify.
4. Remove the crtpsetews securing the cylinder
head to thc compiecsox.
LLNCOLN 4 CYLINDER COMPRESSOR The
cylinder heads end valve plates are not inter-
Fig. 8-2-Compressor Cylinder Head and Valve Plate Disassembled-Typecaiq61LH-8811)
166
changeable. Wen viewed fmm the ear, the left
cylinder Lank is No. I and the right No. II. The
cylinder brrnks may be identified by the numbers
-
I and II cast in Ihe clutch md of the c a n k c a s ~ l
flan~e.
semtly from the compmsot. Remove the old
pskcts or pieces of gs&eiki?rC h ~ may
t stick to
the sasket surfaces. Figure 8-2 shows a &in-
der bead and valve plate disassembled,
thc valve plate assembly if the ueIvcs or gas-
ket surfaces ste damaged. If thc valve plate
asamhly is to be reinstalled, it should be
washed in clem solvent and d r l d w i t h corn-
p r c s s f air only.
CAUTION: T k kc retrliers lrrrrd rep&
sknilkd not be r e m u e l ns bey a r ~imtulied in
s paritculdv p s ilir~n. Incmecf pns ifinning of
oy tk mlrre reeds cn retai*er.* w i l l redarcc rb+
cupucfl y of rbe comprrrs.rm.

1. Dip thevalve plate gasket i n clean refrigeration
oil and place i t on the compressor block so
that all hoIes are L alignment.
NOTE: The gaskets /or the No. I bdnk of #be
1937 L i n c o b 4 cyEider compressor cam be
identified by tbe word "TOP" printed in red
ink on tbc gasksi. The No. 11 hdah gaskets b a v ~
the wmd "TOP'* printed in greea h b .
2. Install the valve plate assembly to the com-
pressor block with the discharge valves and
retainers up.
3. Dip the cylinder head gasket in clean refrigera-
tion oil and place i t over the valve pIate as-
sembly.
4. Install the compressor cylinder head to the
compressor. On the 1957 Lincoln 4 cylinder
compressor, install 2 stripper bolts i n the holes
at the extreme endec of each cylinder head. Turn
the stripper bolts in by byhand until dl parts are
aligned.
NOTE: Tbe stripper b e l t s Rave a sborter
tbread length mad n larger diometer sboulder
fbat $be remaining bead bolts.
5. Torque the head bolts evenly to 15 lbs. ft.
LINCOLN 4 CYLINDER COMPRESSOR: Torque
the head bolts gradually in the sequence shown
in figure 8-3 to 21 lbs. ft.
6. If the compressor was removed from the cat,
reinstall the compressor,
7. Install the law pressure (auction) service valve
screen and instal1 both compressor semice
valves. Torque the alta~hingcapscrews 10-13
lbs. f.
8. Purge all air and moisture from the a m p r e s s o r .
'*
Refer to "Purging The Compreaeor in Section
11.
9. Operats the engine for 15 minutes at 1500 rpm
with the a i r conditioning unit on maximum cool-
ing and the blower on high. Check the liquid
sight glass for bubbles and partially charge the
system, if necessary.
10.Leek test the aree around the compressor.

T H R E E ROWS OF F I N S TO THE T G P

STRIPPER B O L T STRIPPER B O L T
b / C COMPRESSOR HEAD B O L T
TIGHTENING SEQUENCE

Fig, 8-3-Compressor Head Tightening Sequence-1957-4 CyIlndet-(61LM-B&lO)

1. Remove the compremor from the car.
2. Remove the clutch and Woodruff key.

3. Carefully clean the area around the seal.

4, Remove the capsewws securing the seal UBWER

plate t o the cmnkcsrrc and m o v e the ~ e a l # H A F TSEAL
plate, (Pipre 8-4 fihowfi the shaft seal re-
moved.)

5. Remove the ~ ~ b b sea!

f i ring and ~ t i n e r
from the seal plate.

6. Remove the tubber shaft sea1 by pulling

out the spiprin g and seal.

7. Examine the carbon seal cing for cracks

and scmtehs. Examine the rubber shaft
seal for we- md deterioration. Inspect
the plate end 6h;haft surfaces for nicks,
Fig. 84-Compressor Shaft Seal Disas~ambled
buns, and scratches. Polish with crtlcns
1957-61-(61LhQ-BSLO)
cloth and replace parti3 as necessorg.

8. I n s t d l the real spring seat and spring.
9. Apply a mall quantity of clean compressor oil
to thc crankshaft area where the nlhber seal
will fit.
1n.h~tatlthe ntbber shaft seal with Ihc Iargc
diamctcr end to the front of the compressor,
six c a p s e e w s . Tiaten the capscrews e w d g
to avoid distortion. Torque 10-13 fk.ft.
14.lnstdl the Woodruff k q and clutch assembly on
crankshaft and torque the retaining capscrew to
18-22 lbs. ft.
1S.Check the oil level end add oil if necessary.

1l.Dip the carbon seal ring i n clean compressor 16.Install the compressor on the vehicle.
oil and install it in the seal retainer with the
I7.0perate h e system for 15 minutes and recheek
fFat surface toward the retniner seat. the ail level in the compressor,

1 2 . ~ a~-qu~antit1y ~of clean compressat oil I8.Check the shrft s e d a d mskst visually and
sealing surface of the seal plate. with a leak detectnt.

13.Hold the seal plate gasket in place with a small li).Check sight glass with the engine running at
quantity of clean compressor oil, then, intitall 1500 rpm, bfowcfi on high, and the control at
the c e t b n fieel ring and ~ t m f i e rassembly and maximum cooling. I f bubbles appear, partially
seal plate. Secure the seal plnte in place with charge the system.

the compmsat cat and

Figure 8-5 shows the compressor Sh& ~ e d
the clutch and key from the cornpewor shaft.
disassembled.
Use a wheel puller to remove the clutch.
 NOTI<: I / a pailley i s ~ e d ~, P ~ O I J~ PP I J O
I/#" allrt~ sri smrws from ~ b rprlley
hub. Both srlsncuos are in Jbe sum^ Bolt.
one on rap a[ 1Be afber. Remoue sbr pulley
tuiib u grar or rilbe~lf*rfler.

Remove fie magne'tic clutch bash assemb

lp, if so equipped. hiark the location
of the bmah ssscmbly attaching h o l e m
the eompressar housing.

rmrnpma the bellws seal assembLy with

tool ACE-58-20 md -move the snap ring.
(See fipgre 8-6.)

Remaw the bellows seal assembly from

h e compressor shaft.

Fig. 8-5-Compressor Shaft Seal Disassembled

195558-(61LT-8831) 5. Remove thebearing support plete mounting

screws. Attach tml ACE5820 to the

bemring biuppurt plate, evinp the kwa
threaded hoIes in the p l d c .

6. Remove the baring support pIate fnnn

the comprmsot.

CAUTION: Do ma; Jmce the Beatisg sup

port plate from irs sea1 with ~ A c w e O/
twa sctcuqs tbrougb tbe t h e a d r d holcs in
rbe plate. I'bis will prJ i n d w [orc~ VR
the crank renr ~ C P T ~ R A~ Z. W Q ~ Ssse the
rcmoviln~tc~al,

7, Prcss the b a r i n g pIatc cerbon seal Irom

the plate and remove t h e "0" ring. Clean
all old gasket material from the baring
pltrte m d rhe compressor.
8. I-ubricate the n w ?wh~ftsen1 parts in
elem refrigerant oil. Install the new "0"
ring In the beating plate and carefully
i n s a t the new e a ~ b w treal into place.
9. Attach Taal ACE58-20 to the bearing
support plate. Position the besting sup-
part gasket and force the bearing suppoft
plate into position. (Sea l i w 8-7.) When
Fig. $&-Removing the Compressor Shaft Snap Rlng
--(61MT-8831)
the plate is nearly in position. rotate i t so that the
brush assembly mounting holes ale in their correct
position,
1O.lnstall Iwo bearing support plate attaching bolts to act
as guides and sear the plate with tool ACE-5.E-20.
11.Remove the tool and install the remtliniag baring
support plate attaching bslts. Tighten the bits e m -
[Y.
 12.Poaition the Gellows seal amernhIy on
7 - T F = v
the mmpmssar shaft. Inst all tovl ACE-58-
20 and compress the bellows; then, install
-
.

the snap ring. (See figutc 8-6.)

a
I I
j 1 3 . 8 m v e the tc~la d instdl the brush
ssaembly a d clu1d1 ur the pulley.

( /-.$* Toque f tthe

14.Install tn 18-22 ft.
Ibs.mounting
clutch bolt and

6 S M A L L BOLT
THREADED IN 1S.Check the oil level and add oil, if aeces-
'c 'w/
"/
Yf'.
SnAEr ~ N D
S T -

16.Instdl the comyrcssor in the car.

17.0perete the system for 15 minutes and

rechedc the compressor d1 level.
7001A C E - ~ S - ~ ~
1\ 18.hak m t the system md check the
liquid sight glass. Add a pard9 charge,
Fiu. 8-7-Instal ling the Bearing Suppon Plate if newssaw.
-&SklT-M3O)

The magnetic clutch may be disassembled yprr toQ the pwceluk imsulafor,
~ ~ A ~ I J R bearjmg
end the bearing r e p l a d if nceesasry, (See rao/aeo. and pulley rbeuue.
figure M,)Thin may be accomplished by us-
ing the foliowing piwedrue: 7. To assemble, reverse disassembly pmxdnte. Wipe
~ x c e s sgfease from m u n d the clutch bearing.
1. Remove the elntch from thc compressor.

2. Remove 3 contact ring assembly mtaining

screws a d the terminal screw and remove
h c contact ring assembly, CLUTCH DRIVE
PLATE ASSEmFilr

3. Remove the map ring retainhg the clutch

drive pLate i n the pulley haring.

4. Ptem the clutch drive plate out of the

pulley beariag while supporting the pulley
by the belt sheave. Use Tool No. 6052
(Replacer-Cylinder Heed Water Outlet
Plug).

5. Rcmovt the snap dug retaining the b a t -

ing h the p n l l q . S N A P RlNG

6. Pmes out the pulley baring from the

pnilgr using Tool 6261-C-1 md 6052
(Rmovet m d Replacer, Camshaft Rear- screws (31-4
ing). Press h m the front of the pulley
towards the tear. He carelvl i f f fbe dis- Fig. 8-8-Magnetic Clutch Disa~.ssembId+aton
assembly d asstnrhly oprratiorrs m p c - (60X-7825)
 The clutch may be disassembled and the H U B A N D CLUTCH A S S E M B L Y
bearing ~epIaeedif neccssaty. This can be
accsmpliished using the follow in^ pmcedare:

1. Remove the clutch fram the m m p ~ e s s o r . BEARING

TO P U L L E T
2. R e m o w the snap nlng retaining the S N A P RING
clutch and hub in the bcaring. (See fig-
ore 8-9.)

3. Press the clutch md hub out of the

pulley bearing. while auppoltin~ the
pulley by the belt sheave.

4. Remove the snap d n tetaining

~ the b a r - Fig. B-9-Magnetic Clutch Disassembled-Warner
h g in the pulley. (GILT-88343
t o w d s the reut.
5. mrrs rmt the pulley haring frum the
pulley. Ptess from the front of the clutch 6. To assemble, reverse the disassembly ptocedute.
 REFRIGERANT SUPPLY TEST
A quick check of t h e relrigerant supply can be made by observing the flow of refrigerant
through the sight glass.

To check the refrigerant supply, place a large fan i n front of the radiator to aid incool-
ing the engine. Set the control for maximum emling and the blower on high. Operate the
engine a t 1500 1.p.m. and abserw the sight glass w h i l e the cornpressar is opmating. There
should be no bubbles in the sight glass with the compressor in operation. Bubbles will
appear when the compressor s t a r t s but should clear after a few moments.

If bubbles continue to appear in the sight glass, check the system for leaks. R e k r to
"Leak Test." Repair any leaks found and charge the system. Refer to "Charging the Sys-
tem" and "Partially Charging The System ."

THERMQSTAflC SWITCH TEST

Check the inlerior temperature of the car. It
must be above 45O F. to test the thcmosttltic
switch. Sat the air canditiming control for m a x i -
mum cooling and turn the ignition switch on. It is
not necessary to have the engine running. The
magnetic clutch should engage. Ef i t does not en-
gage, connect the two switch lead wires together.
If the clutch enEagocs, replace the thermostatic
switch. If it d w s not engage, check the witjng and
clutch.

MAGNETIC CLUTCH TEST

Disconnect the magnetic clutch lead w i t e at the bullet connector n e a r the cornprcssor.
Connect a jumper wire to the "BAT" terminal of the voltage regulator. Touch the othw
end of the jumper wire to the clutch Iead wire. The dutch should engage.

If the clutch does not engape, check the lead wire connection and the brushes. 1f the
clutch still does not engage, replace the clutch.

OPERATIONAL CHECK
An operational check of the system can be madc to determine the system pressures and
temperature for purposes of detemining iE and where trouble might exist in the system.
The pressures developed in the system indicate whether or not the system is functioning
propetly and the outlet air temperature is a good averall check as to the cooling system
efficiency, The checks should be made under the following conditions and in the following
manner.

TEST CONDITIONS

Ilmd ................................................,..Raised Make the test in a garage where the sun load
Engine Speed ..................................... 1500 rpm w i l l not be factor. It is advantageous to place a
Air Conditioning Control ....Set at Maximum Cooling large fan shead of the radiator to maintain satis-
.
.
Blower Switch ,.................. ........ High Speed factory engine temperatures.
Test Manifold Gauge Set ......................Installed
 Using a jumper wire, connect the compressor
clutch lead to the battery or a hot lead s o the
comptessor w i l l tun continuously.
I. Statt the engine andallow the s y s t e m to operate
for five minutes until t h e temperature becomes
stabilized.
2. Place the thermometers in the air outlet registers.
3. Observe the low and high system pressures on
the manifold gauge set. I{ the Rartgr needles
/ I u c t i ~ t e e x r e s s i z ~ e l y due to con~pressor pul-
sation. turtr ibe s e r v i c e valves sForraly counter-
rlocktl:isr ~ ~ tt ih l Ilutlering ~ ceases. DO no1
turn the vnlves far enowgh to close t h ~opening
to the gauge hoses.

1958-59 LINCOLN 1960 LINCOLN

Pressure P.S.I.
System Discharge Air
Temperature A t
Outlet Registea
---- .

1961 LINCOLN CONTINENTAL 1957 MERCURY

Air Temperatwe A i
h t k t Registers
 Trouble shooting and repair of an air conditioning system will be facilitated by using the
two trouble shooting charts, wiring diagrams and other infomation which follows. (Figute 9-1 is
a Diagnosis Chart oE troubIen and their probable causes. The Sequence Chart, figure 9-2, in-
dicates the order in which air conditioning components should be checked for a given trouble.)

ICHECK AMGIVETIC CUnM, A l l W

S E W 0 OPERATION. BELTS, VACUUM MOfORS

Mu Owmrr NORMAL

MM: m R MMW,
SERVICE VALVE SEnIUG AIR PASSAGES
SFRVO hPElUTlON
VACUUM MUTOYS

IH sltnr WSJ

OPEN SEWICE CHECK. REPAIR

ADJUST SERVO OR L U I I . CMRGE COMPLFTE LOSS
VACUUM MOTDRS
TIOWU om avn
n~wu

mw 5

CHECK SYSTEM REPAIR AND

PRE$$URES REalAROE
-mu om

I
s u m PRCSwa8 LOW
mrcn~rmmrswrt O.K.

cnm
I
K)II IIE-
I SVCIIW ~ S I U I I E nlan
WSCBAM PACSSUUE 0.n.
I I Dl-C-I
WC?ION mEssuM HIGH

cnm
Low
II
COMR~ESJO~
STRICIIM.15. WEPAR ,L BULB C*DNTACY
A$ W E C f i W REPAIR A5 N E C E S S M

! I
I
ntounu OVER

Fig. 9-1-Air Conditioning System Diagnosis Chart49~-8813)

 INSUFFlCIENT COOLING-CLUTCH ENGAGES
1. Check the eornpxessor drive belt tension. Ad-
just the tension to specifications.
2. Thoroughly clean the exterior of the condenser,
removing anything that could interfere with the
air flow through the fins.
3. Place a large fan in front of the radiator and
mn the engine at 1500 r.p.m. The control must
be set lor maximum cooling and the blower on
high. Feel the low pressure line leading to t h e
compressor service valve. The Line should
be cool. If it i s warm, the system is not work-
ing at full capacity.
4. Check the refrigerant supply. Refer to "Re-
LOW PRESSURE BElOW NORMAL
This indicates a reatrietion between the re-
eiver and the low pressure service valve. If the
gauge actually shows a vacuum, the expansion
valve is prebably tightly closed.
Shut the system down and allow it to warm to
room temperature. Redart. If the evapombr dis-
chatne air now become momentarily cool, the ex -
frigerant Supply Tests".
5. Check the receiver-dyer tank. With the unit in
operation, feel the inlet and outlet receiver
lines. The temperature of the lines should be
the same. If they ate nat, the receiver ia ob-
structing the refrigerant flow and m u s t be re-
placed.
6. Inspect all tubing and hoses for sharp bends and
kinks which could obstruct the f b w of refriger-
ant. Replace a11 damaged lines and hoses.
7. Remove the ~ervlcevalve stem caps and check
the service valves. They must be back seated
(full counterclockwise).
pansion valve was freezing because of m a i s t u ~in
the system. Correct the malfunction as follows:
1. Discharge the s y s t m .
2. Replace the receiver-dryer.
3. Evacuate the syrtem.
4. Charge the systwr and make an opemtiond
check.
 Low pressure teadings which ate too low can
also be caused by a sticking expansion valve or
a restriction in the line (between the receiver
outiet and the suction service valve).
A restriction in a line or at a connection
should make that portion of the line noticeably
coldet than adjacent sections or cause the sec-
tion to froat up.
Allowing the system to stand and wamup
(as in checking for a freezing expansion valve)
w i l t not affect a sticking expansion valve.
High and low system pressures within 30
pounds of each other indicate an abnormal com-
pressor condition. Replace restricted lines; clean
or replace the expansion valve; or repair or re-
place the compressor a s necessary.

LOW PRESSURE ABOVE NORMAL

A low pressure rwrding higher than normal indicates that the expansion valve is not clos-
ing. This allows large amounts of liquid refrigerant to fIow to the compressor. The compressor
will usually be noisy and the erankcese and bead will be cooIer than normal.
This expansion valve condition can be caused by poor contnct between the expansion wlve
sensing bulb and the evaporator outlet tube. Check to see that the bulb is properly clipped to
the tube and the insulation is properly installed before replacing the expansion valve.

HIGH PRESSURE BELOW NORMAL

There is a normal diffeential of 6 or 7 to 1 across the compressor, between the high side
and l o w side. Ifthe high side pressule is low and the low side pressure is higher than normal,
check the expansion valve to gee if it i s closing. This could also indicate that the compressor
is not working properly.

HIGH PRESSURE ABOVE NORMAL

High head ptessure is usually caused by t m
much oil in the compressor, too much refrigerant,
air in the system, high ambient temperatures, or
a dirty conderser, Abnormally high pressures are
generally evidenced by a pounding noise in the
compressor.
I t is normal for a compressor ta pound a Iittle
(until the system stabilizes itself) affet it has
just been placed into opertltion, also the high
p r e ~ s u t ecan notmally be as high as 300 p.s.i. in
ambient temperatures of 1 1 0 ~F.
Correct the oil lewl or p u r ~ ethe system at the
high pressure service valve ta relieve an over-
charge of refrigerant.

INSUFFlClENT COOLING OPERATION OF AIR CONDITIONING

SYSTEM DUE TO LACK OF REFRIGERANT
Any time bubbIes ate found in the sight glass (indicating a partial loss of charge) or when
the eystem is, opened ta perfom repairs, a leak test should be performed.

U s e the flame-type leak detectar {Tool ACL-53-2). Adjust the torch to a very small flame
and test all around each connection (espzcially the compressor shaft seal). Refer to "Lmk
Test".

CAUTION: Work is a w e l l ventilated area. ' I b e presencc of any gas will spoil a leak test.
Pinme plus refrigcraa gas cornbit~es10 form poisonous gas. Do no; ittbaie the jnrn~~cs,
DIAGNOSIS PROCf DURES

CHECKING MODULATOR VALVE

Improper pressure reading and inadequate cool-
ing, could indicate that the maduIetvr valve is
stuck eithet open or shut.

1. Yolve Stuek Open 2. Vnfve Stuck Shuf

With engine runnine a t high i r l l ~ ,thew will be With engine running at high idlc, thctc will be
rninlmum cooling. Changing position of tern- maximum cooling. Changin~the position of the
perature control lever will have little nt no manual control will have little or no effect on
effect on pressure readings. the pressures.

CHECKING THE EXPANSlON VALVE

Little or no cooling and improper ptessure read-
ings could indicate that the expansion valve is
stuck either open or shut.

1. Vulve Stuck Open 2. Volve Stuck Shut or Particlly Shut

W i t h engine running at idle, the compressor
may knock from liquid slugging and any cool-
ing will take place in the upper portion of the
evaporator core and the return line leading to
the compressor.
TROUBLE SHOOTING CHART
TROUBLE CAUSE
With the engine running at high idle and the
temperature cmtml lever in the full cold posi-
tion, little or no cooling will teke place in
evaporator core.
INDICATIONS REMEDY

(1) Insufficient cool- (a) Low charge of IC- (a) Sight gauge will (a) Check for leaks, and
ing, t.
f~gertln show bubbles and chatge system until
low pressure gauge bubbles disappear
will show excessive- and pressure returns
l y low readin@. to normal.
(b) Defective expen- (b) Excessively high and @I Pump system down and
sion valve. excesrcively low pres- replace expansion
sure reedings. valve.
(c) Obstruction i n air (c) Blowers w i l l not (c) Check and clean sir
circulating systtm. circulate correct filter, check for
amount of air. block4 grille on tear
seal package hay.
Cheek flexible air
ducts for tears or
restrictions.
(d) Defective modda- (d) High pressurn read- (d) Replace valve-
tor valve. ing below normal;
low pressare read-
ing a b v e normal.
 TROUBLE SHOOTING CHART

TROUBLE CAUSE INDICATIONS REMEDY

(2) No Cooling. (a) Loose or broken (a) Pressure readings (a) Tighten o r redace
drive belt. will be the same on belt.
both the high and
low pressure gauges
at any engine speed.
(b) Inoperative valves (b) Pressure readings (b) Repair compressor
in compressor will vary only slight- (Note: Check ex-
ly on both the high pansion valve t o
and low pressure make sure it is not
gaugesatanyengine stuckintheopen
speed. psitbn.)
(c) Break In any part (c) No pressure in any (el Replace defective
of closed refrigeta- part of the system. part, install new de-

(3) Compressor is
high, and compres-
sor knocks notice-

part. Refill with spe-

cial mmptessor oil.
(c) Repair or replace
compressor.

ly high readings. Test Gauge Mani-

fold until pressure
becomes normal.

(4) Ho blower 6-r-

ation, or blower shotted or open erate Intermittently electrical system, re-
field or armature or will not operate pair ot replace de-
intermittent. aiffdings, elee- fective parts, replace
trical connections
are Imse or dis-
connected, elec-
trical wlring is
shorted or open
or panel switches
are inoperative.
Burned out fuse.
 SPECIFCATIONS

1 9 5 8 LINCOLN A N D CONTINENTAL

COMPRESSOR: EVAPORATOR:

Location.. ............. On Left Cylinder Bank Location .............. Two Used-Mounted Behind
Type ................... 2 Cylinder Splash Shield in Each
Bore.. ................. 1.875 Inches Front Fender
Stroke ................... 1.810 Inches
Displacement ..........10 Cubic Inches pet rev.
Valve ...................Reed Type BLOWER:
Pulley Ratio ..........
.971 to I
Oil Capacity .......... 10 Ounce Location .............Two Used-Mounted at
-
Oil L e d .............. 1% 1% Inches Evaporator Housing Behind
Fender Splash Shields
CONDENSER: Type .................. Centrifugal

Location ................ Front o Radiator Current Draw

High Speed ........ 4-6 drnpere~Per Blower
RECEIVER-DRY ER: Low Spctd .........
2-3 Amperes Per Blower

Type ..................... Cylindrical Steel Con-

tainer CLUTCH:
Location.. ............. .Top of Condenser
Type ................. Magnetic
REFRIGERANT: Current Draw ....... 1-2 Amperes
Type ................... Refrigerant 12-Chemical
Formula CCLtFI

Presently manufactured under

Tmde Names of.......Freon 12 (DuPmt Cb,);
Genetran 12 (General
Chemical Co.);
Isotron 12 (Penfi Salt Co.)
Total Charge ......... 4 tbs.

ELECTRICAL

COMPONENT
PROTECTIVE
DEVICE 1 LOCATION

A/C and Heater Servo

AJC and Heater Blowets

- 6 Amp Circuit
Breaket
20 Amp Circuit
Breaker
Center of Cowl
Center of Instrument
Panel
&
 1959 LINCOLN AND CONTINENTAL

COMPRESSOR EVAPORATOR

~ o c a t i o i ...............
. On left cylinder bank Location ....................... 2 used-mounted
Type ..................... 2 cylinder behind splash
Bore ...................... 1.875 Inches shield i n each
Stroke ...................1.810 Inches fmnt fender
Displacement ......... .10 Cube Inches per rev. BIA3WER (EARLY PRODUCTION]
Valve.. .................. Reed Type Location.. ......... .
... .... 2 used-mounted
Pulley Ratio ........... .971 to 1 at evaporator
Oil Capacity ........... 10 oz. housings behind
-
Oil LeveI ................ 1% 1%Inches fender splash
shields
CONDENSER Type. ...........................Centrifugal
Current Draw
Location ................ Front of Redia tor High Speed ................. 9 to 11 amp. per
blower
' RECEIVER-WRYER Low Speed .................. 3 t o 5 amp. pet
blower
Type ....................Cylindrical Steel
Container BLOWER {LATE PRODUCTION)
Loation.. ....... .,......Topof Condenser
I,ocation ..................... 2 used-same as
REFRIGERANT above
. Type ..................... Refrigerant 12- Type ........................... Centrifugal
Chemical Fonnula Current Draw
CCL F High Speed ................. 9 ta 11 amp. per
2 S
Presently manufactured blower
under Trade Names of .Freon 12- Medium Speed ............. 4 to 6 amp. per
@nPont Co.); blower
Genetron 12- Low Speed ................. 2 - 4 Amp. per
(General Chemical); blower
ISO~MY 12- CLUTCH
(Penn SaIt Co.). Type.,.......................... Magnetic
Total Charge...............4 pounds. Current Draw ..................1 to 2 amp.

ELECTRICAL

1 COMPONENT PROTECTIVE
DEVICE
LOCATION

A/C and Heater Servo 6 amp circuit Center of Cowl

breaker
Servo Control Switch SFE 7.5 Fuse Fuse Panel
A/C and Heater Blowers 30 amp circuit Center of Instrument
breaker Panel Assembly
 1960 LINCOLN A N D CONTINENTAL

COMPRESSOR: EVAPORATOR:
Location .............. On left cylinder bank Location ............. Two Used-Mounted behind
Type ....................Zcylindet Splash Shield in each Front
Sore ..................... 1.875 Inches Fender
Stroke ................... 1.810 Inches
Displacement ..........10Cubic Inches per rev. BLOWER:
Valve.. ................. Reed Type
Pulley Ratio ........... 1.15 to 1 Location .............Two Used-Mounted at
Oil Capacity ..........
10-Qunce Evaporator Housing Behind
Oil Type ............... Suniso *5G or 4G or Cap- Fender Splash Shields.
ella *E or D Type ................ Centrifugal
Oil Level .............. 1% - 1% laches Current Urdw
*Preferred .
High Speed.. ..9-Il Amperes Per Blower
Medium Speed -4-6 Amperes Per Blower
CONDENSER: Low Speed .... .2-4 Arnpetes Pet Blowet

Lowtion.. .............. Front of Radiator

CLUTCH:
RECEIVER-DRYER:
Type ................. Magnetic
Type ................... Cylindrical Steel Con-
tainer Current Draw ........ 1-2 Amperes
Location ............... Above Cmdenser

REFRIGERANT:

Type .....................
Refrigerant 12-
Chemical Formula
CCL F
a a
Presently manufactured
under Trade Names of Freon 12-
(DuPont Co.);
Genetron 12-
(General Chemical Co.);
Isotmn 12-
(Penn Salt Co.).
Total Charge ......... 4 pounds

PROTECTIVE
COMPONENT DEVICE LOCATION
4

Air Conditioning Blomr 30 Amp. Circuit Breaket Power Box

Motor (Non-recycling type)
 1961 LINCOLN C O N T I N E N T A L

COMPRESSOR: EVAPORATOR

Location .............. On left cylinder bank Location .............Center of dash under

Type ................... 2 cyIinder inst mment panel
1 Barc .................... 1.875 inches
Stroke .................. 1.810 inches BLOWER
Displacement ......... 10 Cubic inches per rev.
Valve ................... Reed type Location .............
Center of dash in
Pulley Ratio .........
1.15 to 1 engine compartment
O i l Capacity .......... 10 Ounces
Oil Type. ............... Sunis* SG* or 4G or Capella T!'P~................. Centrifugal
E* or D.
Oil Level. .............. I!&.1%Inches Current Draw
*Pteferred Hiah Speed .........
10-12 Amperes
Medium Speed ......
7.5 - 8.5 Amperes
CONDENSER L o w Speed.......... 6 7 Amperes
Location ...............Front of radiator
RECEIVER-DRY EF! CLUTCH
Type ................... Cylindrical steel con- Type ................ Magnetic
tainer
Location ............... Right s i d e of condenser Current Draw ........1-2 Amperes

REFRIGERANT
Type .................... Refrigerant 12-Chemical

Presently manufactured under

Trade Names of .......
Freon 12 (DuPont C o . ) ;
Genetron 12 (General
Chemical Co.);
Isotron 12 (Penn Salt Co.).
Total Charge .......... 2% Ibs.

ELECTRICAL
 1958 MERCURY

COMPRESSOR EVAPORATOR

Location.. ............ On Icft c yIindcr bank Lacution ...................... Under Right side
Type .................. 2 cylinder of instmmen t
Bore.. .................. 1.875 Inches panel I
Stroke.. ................1.810 Inches
Displacement ........10 Cubic hches per rev. BLOWER
Valve. ..................Reed Type Location...................... Right side of
Oil Capacity ......... 10 Ounces cowl under
Oil Type .............. Suniso 5G* or 4G hood
or Capella E* or D. Type........................... Centrifugal
-
Oil Level .............. 1% 1% Inches Current Draw
"Preferred High Speed.,............... .11 amps.
CONDENSER
Location Front of Radiator
..
Low Speed.. ............. . 7.7 amps.
RECEIVER-DRYER CLUTCH
Type..,, ................ Cylindrical Steel
Containet Type ........................... Magnetic
Location ...............Top of Condenser I Current Draw .............. ..I to 2 amp
REFRIGERANT
Type ..................Refrigerant 12-
Chemical Formula
CCL F
2 3
1 Presently manufactured
under Trade Names of.... Freon 12-
(DuPont Co.);
Genelron 12-
(General Chemical);
Isotron 12-
(Penn Salt Co.).
Total Charge .........3% pounds.

ELECTRICAL

PROTECTIVE
COMPONENT DEWCE LOCATION
L L L ~

Air Conditioning Blower 20 Amp. Circuit Breaker Fire wall in engine compartment
 1959-60 MERCURY

COMPRESSOR Presently manufactured

Location.. .............
..Onleft cylinder bank Under Trade N a m e s
Type .....................
2 Cylinder of ............................... Freon 12 (DuPont Co.);
Bore .....................-1.875 Inches Genetron 12 (General ,
Stroke ................... 1.810 Inches Chemical Co.);
Displacement. .......... 10 Cubie Inches per Isotren 12 (Penn Salt
revolution CO.].
Valve .................... Reed type T0t~11Charge.. .............
....3 lbs.
Pulley Ratio ...........
1.25 t o 1 EVAPORATOR
Oil Capacity ...........
10 0 2 . Location ......................... Mounted on engine side
Oil Type ................ S l ~ n i s o5G* or 4G nr of Fire Wall
Capclla E* or D.
Oil Level ................ -
1?h 1% Inches BJ,DWER
*Preferred Location ......................... Mounted next ta heater
CONDENSER housing behind right
T,acation ................
Front of Radiator front fender splash
shieId
REC EIVER-DRYER Type ............................
Centrifugal
Type .....................Cylindrical Steel Current Draw
Cwtainer High Speed .................... 9-11 Amp.
Lacatj on ............... Tnp of Condenser LOWSpeed.. ............
., ...4-6 Amp.

REFRIGERANT 1 CLUTCH
Type.. ................... Refrigerant 12- Type ...................,
. ....Be Magnetic
Chemical Formula
Cutrent Draw ...........

ELECTRlCAL

20 Amp. Circuit Breaker

Air Conditioning
Blower Motor 20 Amp. Circuit Breaker
CHang-Un) I lnst rument Panel
 --

AIR CONDITIONER: (General Chemical Co.);

Isatron 22 (Penn Salt Co,)
CDMPRESSOR Type ......................
Refrigerant 12
Displacement .................... 10 Cu. Inches Chemical Formula CCL F
i f
O i l Capacity, ...................... 10 Ounces
Oi 1 Level .......................... 5 Inch
Total Charge ............2% lbs.
Oil Type ........................... Suniso *5G ot 4 6 EVAPORATOR
or CapeIla *E Location ..........................Mounted on
or D. Passenger Side
* Prefered of Dash Panel
M,OIYER
CON DENSER Current Draw :
Location ..............Front of Radiator IIigh Speed ........................ 13 Amp.
Medium Speed ....................
7 Amp.
RECEIVER-DRY ER Low Speed ........................ 5 Amp.
Location ................ Left Front Side of Location ...........................
Mounted Next to
Candenser IIeater Core Housing Inside
Type ..................... Cylindrical Steel Container Passenger Compartment
Type.. .............. .
.
........... CentdEugal
REFRIGERANT
Presently Manufacturd under CLUTCH
Trade Names of.......Freon 12 Type ................................ Magnetic
(DuPont Co.); Genetron 12 Current Draw ..................... 1 .2 Amp.

ELECTRICAL

PROTECnVE
COMPONENT DEVICE LOCATION
20 Amp. Circuit On JnstmmenP
SeIect Aire Breaker Panel Lower Suppart
3AG15 or AGC15 Cartridge in
Polar dire FUSE Feed Wire
J
 COMPRESSOR Presently manufactured
Location ....................On left cylinder bank under Trade N a m e s
Type ....................... 2 Cylinder of .........................
Freon 12 (DuPont Co.3;
Displacement .............. 10 Cubic Inches per Genetron 12 [Gencral
revolution Chemical Cn.);
..
Valve.. .................. ...Reed type lsotron 12 (Penn Salt Co.).
Pulley Ratio .............. 1.25 to 1 Total Charge ............. 3% lb.5..
Oil Type .................... Suniso SG* or 4 G or
Capella E* or D. EVAPORATOR
"Preferred Location ................. Under right side sf
instrument panel
OIL LEVEL
LEHIGH COMPRESSOR BLOWER
Vettical Shunting .........1!/4 inches Location ..................Right side of caw1
....
Horizont a1 Mounting. .7/8 inches under hood
O i l Capacity ............... 10 ounces Type .......................
Centrifugal
Current Draw
TRCUMSEH COMPRESSOR High Speed.............. I1 Amp.
Oil Level ................... 1%inches Low Speed ............. 7.7 Amp,
Oil Capacity ............... 12 ounces
CLUTCH
COMPRESSOR BELT Type ...................... Magnetic
Tension .................... .% inch Deflection Current Draw ............ I - 2 Amp.
Midway of Pulleys
CONDENSER
Location ................... Front of Radiator

RECEIVER-DRYER
Type ........................ Cylindrical Steel
Container
Location .................. Right side a condenser

REFRIGERANT
I
Type.. ...................... Refrigerant 12-
Chemical Formula
CCL F
a 1

I ELECTRICAL I

COMPONENT
PROTECTIVE
DEVICE
1 LOCATION
Air Conditioner 20 Amp. Circuit Breaker Brake Pedal Support Bracket
Servo Motor .
6 Am P Circuit Breaker L e t Cowl Side Pmel
 1959 ERSEL

COMPRESSOR Presently manufactured

1,ocation ....................On left cylinder bank under Ttade Names
Type .........................2 Cylinder of.................................. Freon 12 (DuPont Ca.);
Bore ........................ 1.875 Inches Genetron 12 (General
%rake.. ..................... 1.810 Inches ChemicaI Co.);
Displacement .............. 10 Cubic Inches per lsotron 12 (Penn SaIt
revoIution Co.).
Valve ....................... Reed type Total Charge ...................3% Ibs.
Pulley Ratio.............. 1,25 t o 1
Oil Capacity ............. 10 02. EVAPORATOR
Oil Type .................... Suniso SG* or 4G or Location.. ....................... Mounted on passenger
C a ~ e l l aE* or D. side of fire wall.
Oil Level ................. 3 '4 - 7 i 8 Inches
'Prefetred BLOWER
CONDENSER Location ......................... Mounted next 2 6 heater
Location ................... F m t of Radiator care housing inside
passenger compartment.
RECEIVER-DRYER
Type ......................CyIindrical Steel Type ...........................
Centrifugal
Container Current Draw I

Location.................. Leftwideofcondenser Highspeed .................... 9-11Amp.

Low Speed .....................
4 6 Amp.
REFRIGERANT
Type ........................ Refrigerant 12 - CLUTCH
C h m ical Formula Type .................... . ..... Magnetic
CCL F
a 2
Current Draw .................... l - 2 Amp.

ELECTRICAL

PROTECTIVE
COMPONENT DEVICE;: LOCATION
Air Conditioning Blower 20 Amp. Circuit Breaker Brake pedal support bracket.
 Location ............... On Left Cylinder Bank
Type ....................2 Cylinder
Bore.. ...................1.875 Inches Type ..................Centrifugal
Stroke ................... 1,810Inches C u r m t Draw
Displacement ..........
10 Cubic Inches per rev. High Speed ........
9-11 Amperes
Valve ................... Reed Type Medium Speed .....6-8 Amperes
PuIIey Ratio .......... 1.25 to 1 Low Speed ........ ..4-6 Amperes
Oil Capacity ........... 10 Ounce
Oil Type ............... .Sunisa *5G or 4 0 or Cap-
elIa *E Qr D
-
Oil [,eve1.............. 3/4 7/8 Inches
* Preferred Type ..................Magnetic
CONDENSER
Location ...............Front of Radie tor Cutrent Draw ........1-2 Amperes
RECEIVER-DRYER
EVAPORATOR:
Type ...................... Cylindrical Steel Ccn-
Location ............. %buntedon Passenger
Lacation ................ Left side of condenser Side of Dash Panel
REFRIGERANT
Type. .....................
Refrigerant 12-Chemical
Formultl CCL F 1,ocatian.. ........... Mounted Next to Heater
Presently manufactured under

Magnetic Clutch Brush HoIder Bolts

Compressor to Maunting Bracket Bolts

 P R I O R MODELS

MERCURY LINCOLN
1957 1953 1954 1955 1956 1957
------
REFRIGERANT
Cha rp;e 3+4 l b s . 7 lbs. 6% lbs. 6% lbs, 6% Ibs. 6% lbs.
* * * * * *
COMPRESSOR
I Belt Deflection IAP* %" 5'" I ~ I I/ZH ~,q*
Oil Capacity (ounces) ** 9 26 12 12 12 18
Oil Level (inches) %t % to 1 74 t o f % to 1 ?A lo 1 % ta 1
1%"-2"tt
CIRCUIT PROTECTlOH
TYPE 20Amp. (2) 20 Amp. 30 Amp. 30 Amp. 15 Amp. 20 Amp.
C.B. Fuses Fuse C.B. C.B. C. B.

MARK n
20 Amp.
C.B.

Location Center On Fuse Fn Line On Fire On Fire At CoatmI

of Block From Igni- Wall Wall Switch
Dash tion Switch

* Refrigerant: Refrigerant 12 -Chemical Formula CCL F -

Presently manu-
-
factured undet Trade Names of ~ r e o n k (fD u ~ o n tCo.); Gene-
tron 12 (General Chemical Co,); and I s a h n 12 (Penn Salt Co.).

** Oil Type: Suniso # 5G or 4G, or Cappella # E or I)

# Prefemd
 HANG ON UNITS
1960-61 COMET
AIR CONDITIONER:

CURRENT DRAW: (Amps.) Pulley Ratio ................. ,905: 1

BLOWER: Total Charge .................2 lbs.

High Speed .................... 6-8
Medium Speed ................. 4 6 REFRIGERANT:
Low Speed ..................... 2-4 Refrigerant 12-Chemical Formula CCL,F2 -
Presently manufactured under Trade Names
CLU'SCH ........................ 1- 2 of: ..............................
Freon 12
(DuPont Co.); Genetmn 12
COMPRESSOR: Initial Resct (General Chemical Co.);
(New) (Used) Isotron 12 (Penn Salt Co.).
Belt Deflection ..........100-120 90
tbs. lbs. FUSE. .............3AG-15 ...... Cartridge in
Oil Capacity (02.)......... 10 Feed Line.
Oil Level (ln.) ..............I%*'
Oil Type ..................... Suniso *5G ar 4G
or Capella *E or D
* Preferred
- --
1959-60 MERCURY .. .-
AIR CONDITIONER: I

CURRENT DRAW: (Amps.) Oil Type .................... Sunism *5G a t 4G or

Capella *E or D.
BLOWER * Preferred
High Speed .................... 7-8 Pulley Ratio .............. Same as Pmductie
Low Speed ................. 4.5 5.5 -
Totel Charge ............... 2% Ibs.
CLUTCH 8s
COMPRESSOR
Belt Deflection ............... Same as produet- REFRIGERANT:
ion unit, Refrigerant 12-Chemical Formula C C t PFa
............
Oil C ~ p a c i t y(In.) Same as pmduct- Presently Manufactured under Trade Names
Oil Level (In.) ................
ion unit.
Same as product-
of:.............,..............
Freon 12
(DuPont Co.); Genetron 12 (Genemf
ion unit.
Chemical Co.); Isotmn 12 (Penn Salt
Co.>
ELECTRICAL
PROTECTIVE
COMPONENT DEVICE LOCATION

Instmment Panel
Blower - 1959 20 Amp. C.B,
reinforcement

- BImr - 1%0 20 Amp. C. B. On Fuse Panel

 1961 MERCURY

AIR CONDITIONER:

CURRENT DRAW: (Amps.) Oil Type ...............Sunis0 *5G or 4G or

Capella *E or D.
BLOWER * Preferred
High Speed .................. 7-9 Pulley Ratio ........ Same as Selectaire
Medium Speed ................4-6 I
Low Speed ................... 2-4 Total Charge ......... 2% lbs.

CLUTCH t REFRIGERANT:
COMPmSSOR R e f r i ~ e r a n t12-Chemical Formula CCL F -
z
Belt Deflection ............... Same as Selec-
Presently manufaetutd under Trade Names
S

taire.
of: ......................Fteon 12 (DuPont C o . ) ;
Oil Capacity (02.) .......... Same as Selec- Genetron 12 [Geneml
taire. Chemical Co.); Esatrm 12
1 Oil Level (In.) ............... Stimc as SeIec-
(Penn Salt Co.).
taite.

I ELECTRICAL
PROTECTIVE
COMPONENT DEVICE LOCATION

BIwer 3 Ati-15 Fuse Cartridge in Feed W i r e

TOOLS

B E L T TENSION GAUGE
PROTECTIVE GOGGLES
( B o r t o u ~ b sl y p s C
ACL-53-8

P"%
,r.53.1
. :
- -
--

;ACUUM Pump

R A T C H E T WRENCH 58-20 M A N I F O L D GAUGE S E T FREON C Y l l N P E R V A L V E A D A P T E R

REMOVER-INSTALLER
8 f A R l N G STOCK P L A T E TOOL