How cold A/C?

[Lablanca2019]

With that (Temp) - as a general guide - makes me think the Evap is actually getting cold and the next step - which Forscan does not have - is to view the - Temp Door Actuator (position) is it actually driving to (LO) and staying there.
But if the Evap is actually 33.8 Deg or Lower - then the PCM is commanding the compressor clutch to disengage - this is the protection cutoff temp to prevent evap freeze up.

Will it drive (LO) without selecting (Max Ac) ?
Are there any popping sounds - under the dash?


This truly needs a scanner that can see all the PIDs in the FCIM as well as the PCM for the Climate Control System.

Need to see:
The Door Position PIDs - Mode - Temp and Air Inlet
The Temp Sensor's PIDs - EVAP - Panel Discharge - Floor Discharge and Humidity / Temp as well as the Ambient Temp Sensor

Basically - you have 60 deg air from the Vents - We need to know what the actual temp sensors are reporting - as these are being reported to the FCIM

So yes - we need to shift focus to the control side in the climate box.

For some reason iam able to get dtc for the fcim but not live data as for the codes I was expecting the recycle door circuit since it's unplugged what would be explain the others or would the recycle fault trigger the others ?

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[airline tech]

Ok for a quick ref with a Digital Therm
90 Deg OAT

At Idle

If I set - it to (LO) - I get 35.5 Deg air out of the vent
If I set it to (Max AC) - I get the same 35.5 deg air out of the vent

For summer - I normally leave it in (Auto) and set it to 69 deg, however I mostly am parked in a garage - both home and work and even when in the sun - the blower will ramp up

Now for the disconnected (Air Inlet Door - Actuator) - This is (HIGHLY) likely your issue, the FCIM cannot see the door position and cannot command the (Max AC) - although you have (Indication) its in (Max AC) its actually not,
Remember the (True / False) PIDs I mentioned - I suspect the full cold and max ac - issues are generating a - fault PID to go - True, meaning its affecting the - Clutch and Compressor - control.

And it would be the - Missing Message from climate control - most likely reading - True

I would fix this issue and the wiring - behind the scenes - in the control side of the FCIM - this is an important input

 

[airline tech]

For some reason iam able to get dtc for the fcim but not live data as for the codes I was expecting the recycle door circuit since it's unplugged what would be explain the others or would the recycle fault trigger the others ?

They are all the same - actuator

For some reason iam able to get dtc for the fcim but not live data as for the codes I was expecting the recycle door circuit since it's unplugged what would be explain the others or would the recycle fault trigger the others ?

The 2 PIDs for the Air Inlet and Recirculation - are for the same actuator
The single PID - Air Distribution - I believe is due to the - Air Inlet Door - issue as when Max AC is commanded - the distribution door moves to the (Panel) - it may be getting lost as to where its supposed to be - all tied to the feedback position of the Air Inlet

 

[Lablanca2019]

They are all the same - actuator

The 2 PIDs for the Air Inlet and Recirculation - are for the same actuator
The single PID - Air Distribution - I believe is due to the - Air Inlet Door - issue as when Max AC is commanded - the distribution door moves to the (Panel) - it may be getting lost as to where its supposed to be - all tied to the feedback position of the Air Inlet

I plugged the recycle door actuator back in and did a fcim module reset and cleared the codes .


Sitting in driveway

Ok for a quick ref with a Digital Therm
90 Deg OAT

At Idle

If I set - it to (LO) - I get 35.5 Deg air out of the vent
If I set it to (Max AC) - I get the same 35.5 deg air out of the vent

For summer - I normally leave it in (Auto) and set it to 69 deg, however I mostly am parked in a garage - both home and work and even when in the sun - the blower will ramp up

Now for the disconnected (Air Inlet Door - Actuator) - This is (HIGHLY) likely your issue, the FCIM cannot see the door position and cannot command the (Max AC) - although you have (Indication) its in (Max AC) its actually not,
Remember the (True / False) PIDs I mentioned - I suspect the full cold and max ac - issues are generating a - fault PID to go - True, meaning its affecting the - Clutch and Compressor - control.

And it would be the - Missing Message from climate control - most likely reading - True

I would fix this issue and the wiring - behind the scenes - in the control side of the FCIM - this is an important input

I went head and plugged the recycle door back in and cleared the fcim codes
At idle fan speed at max.. this is my high pressure if I leave fan speed at medium pressures hover in the low 260's.. (testing with doors closed recycle on)

 

[airline tech]

Ok:

So at (Max Blower Speed) the Evaporator absorbs more heat (Cabin Air) that heat is transferred out to the condenser (where the heat) is removed - and when you have a lower blower speed - less heat is being absorbed by the Evap - so less heat at the condenser.
This explains the - Pressure (Rise & Fall) with blower speed

You do have an important PID - showing
EVACC Derate - High Discharge Pressure - The PCM does not like the high pressure and is - limiting AC Compressor output.

So at this point - its looking like the system is overcharged and the PCM is limiting the compressor output to protect the system.
i think its spiking so quickly its hitting the derate (cutout) before it can command an increase on the Fan Speed Desired

Another possible is a restricted condenser - so far everything is pointing to the ability of the condenser to remove the heat.
So overcharged - flooding the condenser with freon amount it cannot handle
Surface area and internal porting - having difficulty of removing heat from 134
Internal restriction - Too much PAG oil or incorrect PAG Oil used

This is where (specific data) on the charge procedure will help - was it weighed (scale) or blindly until the gauge read full and how much and what type of PAG Oil was induced.

You may try a temperature map of the condenser with the (Therm)
Left to Right
Top - Middle and Bottom

 

[Lablanca2019]

Ok:

So at (Max Blower Speed) the Evaporator absorbs more heat (Cabin Air) that heat is transferred out to the condenser (where the heat) is removed - and when you have a lower blower speed - less heat is being absorbed by the Evap - so less heat at the condenser.
This explains the - Pressure (Rise & Fall) with blower speed

You do have an important PID - showing
EVACC Derate - High Discharge Pressure - The PCM does not like the high pressure and is - limiting AC Compressor output.

So at this point - its looking like the system is overcharged and the PCM is limiting the compressor output to protect the system.
i think its spiking so quickly its hitting the derate (cutout) before it can command an increase on the Fan Speed Desired

Another possible is a restricted condenser - so far everything is pointing to the ability of the condenser to remove the heat.
So overcharged - flooding the condenser with freon amount it cannot handle
Surface area and internal porting - having difficulty of removing heat from 134
Internal restriction - Too much PAG oil or incorrect PAG Oil used

This is where (specific data) on the charge procedure will help - was it weighed (scale) or blindly until the gauge read full and how much and what type of PAG Oil was induced.

You may try a temperature map of the condenser with the (Therm)
Left to Right
Top - Middle and Bottom

Thank you for this wealth of knowledge.. I'll be taking the truck back to the shop with all this information I know all this will get fixed.. just hate my work schedule only allows me to get it worked on.. on Fridays..

As far as the oil I believe he just pulled the r1234 and did a lengthy vacume using the factory oil.. as for fill method I wouldn't know untill I speak with him tomorrow..

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