304 Hvac Presentation With Notes v4.1 Rev 2-26-16 Sps

Welcome to Course 304
Kenworth HVAC Systems
1
Mission Statement
Mission Statement:
Providing knowledge and problem solving

skills that contributes to the success of our
Dealer Network and partners.
~PACCAR Dealer Training
Confidentiality Statement
©2015 PACCAR Corporation

Confidentiality Notice: This document and the
information contained herein is proprietary.
It shall not be reproduced, copied or disclosed, in
whole or in part, or used for manufacture without
the written permission of PACCAR.
You are hereby notified that any distribution of this
information is strictly prohibited.
Introductions
• Name
• Dealership Name
• Other certifications
• Course Expectations
• What experience do you have with HVAC?
4
Part 1 – General Info
5
Course Logistics – Dealerships
Class Times
• Day 1-2: Start at 8:00 AM
Finish at 4:00 PM
• Day 3: Start at 8:00 AM

Finish about 1:00 PM
• Ten (10) minute breaks approximately every hour

• Breakfast: doughnuts/bagels/juice/coffee each morning
• Lunch : Catering by Dealer selected provider around 11:30AM
• If you have a health issue that requires a fixed time for meals or special dietary
requirements, please notify the instructor.
• Okay to bring your “stuff” from the hotel on Thursday

• Tell us if you have an early flight
13
Class Information & Rules
• Please put your cell phones on silent, if you must

take a call, please get up and leave the classroom.
• Safety glasses and foot protection must be worn

in the shop.
15
Course Outline - Day 1*
• Introductions and Pre-Test

• Theory of Operation
• System Components
• Safety
• General System Information
• Recovery Procedures
• Performance Testing & Mechanical Troubleshooting
• B-Cab
* Course Outline is tentative and may change.
16
• T2000/T700
• T680/T880
• Hands-on Testing & Troubleshooting
• Worksheet in small groups
• Performance testing T680/T880 (Hands-on)
17
• K270/K370
• T170/T270/T370
• KIMS System
• Review
• Final Exam – Certification Test
18
Kenworth Models
Class 8 – Heavy Duty, Off Highway: over 80K GVW

• Wide Cab
• T2000 - > T700
ALL ARE
• B-Cab
• T800, W900, T600 -> T660, C500, T440 DIFFERENT
• NGP (Next Generation Product)
• Kenworth: T680, T880
• Peterbilt: 579, 567
ELECTRICAL
• COE SYSTEMS!
• K500: On highway, off highway
• K100: Google “BJ and the Bear”, no longer produced
• MONSTER TRUCK
• 963: Off highway heavy duty up to 400,000# GVW
19
Kenworth Models
Class 7, 6, 5 – Medium Duty

• T370, T270, T170 ALL ARE
Conventional Cab, built in Saint Therese, Canada
• T370 Class 7: 26,001 - 33,000 GVWR DIFFERENT
• T270 Class 6: 19,501 - 26,000 GVWR
• T170 Class 5: 16,001 – 19,500 GVWR ELECTRICAL
• K370, K270 (LFNA: LF North America) SYSTEMS!
Cab Over Engine (COE), Cab built in Holland rest in Mexico
• K370 Class 7: 26,001 - 33,000 GVWR
• K270 Class 6: 19,501 - 26,000 GVWR
20
Pre-Test
21
Pre-Test - Answer Review
Part 2 – Theory of Operation
23
Terms to Remember
• BTU ( British Thermal Unit )

• This is the amount of heat (energy) required to raise 1
pound of water 1 degree F
• Latent Heat
• The extra heat (energy) necessary to change a
substance from one state to another
• Latent Heat of Evaporation ( liquid to vapor )
• Latent Heat of Condensation ( vapor to liquid )
24
• WHY IT WORKS
• There are several of nature’s laws that are used in
engineering an air conditioning system:
25
1. Heat Energy always travels from something that is
hot to something that is cooler
HOT Cooler
2. Positive relationship between Pressure and Boiling

Point
Pressure Boiling Point

Pressure Boiling Point
26
3a. When R-134a changes from a liquid to a vapor it
absorbs an extra amount of Heat
Liquid Extra Heat IN VAPOR
3b. When R-134a changes from a vapor to a liquid

the extra Heat energy is released
VAPOR Extra Heat OUT Liquid
27
First Law of Thermodynamics
Energy can be changed from

one form to another, but it
cannot be created or
destroyed. The total amount of
energy and matter in the
Universe remains constant,
merely changing from one
form to another.
Hermann Ludwig Ferdinand von
Helmholtz (1821-1894)
28
4a. When you drop the pressure, you drop the
temperature as well
Pressure Temperature
4b. When you raise the pressure, you raise the

temperature
Pressure Temperature
29
Ideal Gas Law
n = The amount of
refrigerant in system
P = System Pressure
𝑃𝑉
𝑛= T = Refrigerant
𝑅𝑇 Temperature
V = System Volume
R = Gas Constant
30
Ideal Gas Law
n = The amount of
refrigerant in system
P = System Pressure
𝑃𝑉
𝑛= T = Refrigerant
𝑅𝑇 Temperature
V = System Volume
Quantities in orange do not change! R = Gas Constant
31
Ideal Gas Law
n = The amount of
This is just a refrigerant in system
number, and it
doesn’t P = System Pressure
change…
𝑅 𝑃
𝑛 = T = Refrigerant
𝑉 𝑇 Temperature
V = System Volume
Quantities in orange do not change! R = Gas Constant
32
Ideal Gas Law
So let’s make
this easy, and
just say it is P = System Pressure
“1”…
𝑃
1= T = Refrigerant
𝑇 Temperature
Air Conditioning is achieved by the

manipulation of pressures and
temperatures!
33
Part 3 –System Components
34
Description of Components
Sanden compressors Circulates oil and

use a 12 volt clutch refrigerant through the
(in most applications) system and assists
expansion valve to
create high pressure
35
Condenser:
• Changes high pressure gas to a high pressure
liquid and in the process gives off heat to
atmosphere
36
Receiver-Drier:
• Stores refrigerant until needed
in a high pressure liquid form
• Removes moisture
• Removes contaminants
37
Expansion Valve:
• Changes high pressure liquid
to low pressure liquid and
controls amount of
refrigerant to the evaporator
38
39
Evaporator:
• Changes low pressure liquid into a
low pressure gas by absorbing heat
from cab air
40
Evaporator - The
low pressure
Receiver/Drier -removes reduces the boiling
moisture from the Thermal Expansion Valve - point of the liquid
system, stores R134a, The high pressure R-134a R-134a. As the R-
making sure there is loses pressure rapidly and 134a boils it
always a supply to the cools as it expands into changes from a
expansion valve, and acts the evaporator . It also liquid to a vapor
as a filter to remove acts as a restriction to and absorbs the
contamination from the allow the compressor to warm cab air
system raise pressure in the
TXV
system before it.
Condenser- Because
the boiling point is now Compressor - The
higher, R-134a changes compressor draws the R-
from a vapor to a liquid 134a from the evaporator,
and releases the heat compresses it and raises the
picked up in evaporator pressure and concentrating
to the cooler outside the heat so the cool vapor
air becomes a hot vapor.
41
Liquid Thermal
Mechanical energy in
energy out (heat
absorbed)
High Pressure (pressure
released)
TXV
Thermal energy out
(heat released)
High Pressure Low

Gas Pressure
Gas
Mechanical energy in
42
(pressure increased)
Part 4 – General System Information
43
EPA Section 609 - Clean Air Act
• Jan. 1, 1992 - Must use approved recycling

equipment when doing repairs to refrigerant
system
• Technician must be properly trained and certified
• January 1, 1993 each person must submit a

certification - name and address of person
certified and serial number of approved machine
44
Safety
• Consult SDS sheets before working around refrigerants and
oils.
• Wear Eye Protection when working around refrigerants.
• Liquid Refrigerant can cause frostbite on exposed skin-

avoid contact to skin, eyes, and throat.
45
Safety
• Refrigerant oils can irritate - avoid contact to skin, eyes, and
throat with these oils and their fumes.
46
Safety
• Never mix refrigerant types or R-134a with oxygen - It can
cause an explosive gas mixture.
• Never expose refrigerant to an open flame - Refrigerants

are flammable. R-12 gives off phosgene gas , R-134a
creates hydrofluoric acid.
47
Safety
• Always work in a well ventilated area and use an exhaust

removal system.
48
Safety
• Do not overfill recovery tanks - fill to 60 % of weight in
approved containers and keep refrigerant tanks out of
direct sunlight.
49
R-134a Refrigerants
• Require special O-Rings - Kenworth uses HNBR O-rings
(Hydrogenated Nitrite Butadiene Rubber) (may be
tinted green). Lubricate O-rings with system specific oil.
• Require special oil - Either POE (Climate Control

Compressors) or PAG (Sanden Compressors) oil is used
with R-134a and should not be intermixed. Oil comes in
smaller light resistant containers - make sure oil is always
light yellow in color.
• DO NOT lubricate slim-line seals on T680/T880 and T-

series MD with oil. These must be installed on clean, dry
fittings.
50
R-134a Refrigerants
• Requires a special Receiver/Drier - The drier should be an
XH7 or XH9 which has a different desiccant package. The
fittings are reversed from the R-12 dryers.
• Require different service tools - (manifold set, recovery

unit, leak detector) Service ports are different sizes: low
pressure is 13mm and high pressure side is 16mm.
• Requires charging by weight - do not use sight glass to

try and “Top Off” an R-134a system. If retrofitting an
existing R-12 system, the system will require less of a R-
134a charge (15-20% less by weight).
51
R-134a Refrigerants
• Container is different color - R-134a containers are sky
blue and the fitting is different than R-12 containers
• Require special hoses - R-134a hoses will be labeled SAE

J2064 (has special inner liner)
52
Green House Gas Refrigerant
• Refrigerant HFO 1234YF

• $$$$- about $100 per pound
• 8 to 10 % LESS Efficient
• More Flammable than R134a
• No manufacturers in trucking industry are using it
• Only 1 automotive brand using it (Cadillac)
53
Things to Remember
• Reusable refrigerant containers must be tested

and certified every 5 years
• R134a containers and tags are identified by a sky

blue color code
54
Recovery Process
1. The equipment must have shut off valves within 12 inches of hoses service
fittings. With the valves closed, connect the hoses to the vehicle’s service
fittings.
2. Follow the equipment manufacturers recommended practices for use of

machine. Recover the refrigerant until the system shows a vacuum instead of
a pressure. Turn off machine and wait 5 minutes minimum. If the system
goes back into a pressure, repeat recovery process to remove remaining
refrigerant and continue until the system holds a stable vacuum for two
minutes.
3. Close the valves on the recovery machine’s service lines and disconnect
them from the system’s service ports. If equipment has automatic shut off
valves, make sure they are working properly.
55
J2211 Additional Procedures
Verify the system has a refrigerant charge before recovery to prevent

recovering non-condensable gases .
Evacuate the system to a minimum of 4 inches of Hg.
If components show signs of icing during recovery, mild heat can be applied
to ease recovery process.
After refrigerant is completely recovered, measure and replace any

recovered oil with the same amount and type.
Note: if gauges are used with recovery process after disconnecting the
manifold set , remove any remaining refrigerant from the hoses by
connecting them to the recovery / recycling unit.
56
Storage Containers
Use only DOT CFR Title 49 or UL approved

containers. Look for DOT-4BA or DOT-4BW on a
tank
R-12 containers are white and R-134a tanks are Sky

Blue.
Never use disposable refrigerant containers to

recycle or recover refrigerant into.
Before recycling refrigerant into any approved

container, evacuate the container to 27 inches.
To prevent overfilling, fill a container to 60 % of its

gross weight.
57
Checking for Non-Condensable Gases
1. Container at 65°F or above for at least 12 hours, and keep out of direct
sunlight.
2. Connect pressure gauge that calibrated in 1 psi increments
3. Measure the air temperature within 4 inches of the container with an

accurate thermometer
4. Compare the pressure to the charts to see if the pressure is at or below the
limits shown. (KM811227 Section 3E)
5. If pressure exceeds the limit at a given temperature then slowly vent the
vapor from the top of tank into the recovery or recycling unit until pressure
drops to acceptable range. If pressure doesn’t drop recycle the refrigerant in
the tank.
58
Checking for Non-Condensable Gases
59
Charging Procedures
• Make sure the engine is off but the A/C system is on.
• Find the correct charge weight for the truck model in the manual
and fill the charge station or punch in the correct weight in the control
panel
• Open the low and high side manifold valve on the station.
• Push the charging button or turn the charging valve.
• Let the station charge through the low and high side hoses.
• Close the high side manifold valve.
60
Charging Procedures
• As an important safety measure before starting the truck: Never
run the truck engine with the charging station high side manifold valve
open. The truck’s compressor may pressurize the charging station tank,
causing an explosion.
• Start the truck engine and let it idle @1500 RPM.
• Open the low side manifold valve and allow the compressor to suck
any remaining R-134a out of the hoses.
• The truck is now fully charged. Read the gauges to determine how
the system is working
• Remove the charging hoses.
• Test the A/C system for proper performance.
61
OIL Charge for HVAC system
Component Oil Charge

Evaporator 2 ounces
Compressor 2 – 4 ounces (drain
compressor)
Condenser 1 ounces
Receiver Dryer 0.5 to 1.5 ounces
AC Lines .5 - 1 ounce per line
62
OIL Charge for HVAC system
Signs that a A/C system is over-charged with oil

include:
• Poor performance
• Early compressor failure
• Low side line sweating after evaporator core
• Excessive oil drained when recovering

refrigerant
63
Heater and A/C Operation
“B” Cab System T2000 / T700 and

NGP Systems
64
CCOT- Cycling Clutch Orifice Tube
(Similar to the Peterbilt System)
65
Part 5 – Performance Testing &
Mechanical Troubleshooting
66
And then the #@$&*
thing just quit working
67
Repair Strategy
• Verify Complaint
• Visual Inspection & Record Pressures
• Recover Refrigerant
• Make System Repairs
• Evacuate the System
• Recharge the System
• Performance Testing
68
Resting Pressures
RESTING PRESSURE-is the pressure when the AC
system has been turned off for 15-20 minutes and
equalized. (Chart 7-13)
ARE THE PRESSURES EQUAL ? : Unequal pressures

usually means that a restriction in the system is
preventing the high side pressure from flowing into the
low side when the clutch is off.
High pressure - means the system is contaminated

(usually with air)
Low pressure - usually means most of the refrigerant

has leaked out. Charge with at least 50 PSI and leak
test. (KM811231)
69
Resting Pressures
70
Operating Temperatures
Performance testing:
Fan on high
Doors or windows
open
Switch on fresh air
Manual over ride

switch on (Engine fan
running)
Run engine at 1500 rpm
71
Leak Testing
1. Make sure A/C system has at least 50 psi refrigerant charge.
2. Make sure detector is rated for type of refrigerant used.
3. Calibrate tester close to where you will be working
4. Hold the tip about 1/2” below where you want to test and move the tip
slowly (moving too fast may push R-134a away).
5. Follow the entire route of the A/C system
6. Test the evaporator by using the blower to clear out residual R-134a, then
wait about 5 min. for more to accumulate and check by inserting test probe
under a dry drip tube.
72
Leak Testing (Nitrogen)
1. Nitrogen should be used to charge the A/C system when using soap
solution to look for leaks.
2. Shop air should NEVER be used to check for leaks. Compressed air can
cause serious damage to the A/C system and possible bodily injury.
3. After charging the system with approximately 60-70 psi of nitrogen,

apply the soap bubble solution to all connections.
4. Bubbles will be generated at any leak site(s).
73
TIB 01-48 Leak Detection Fluorescent Dye
Dye Leak
Dye - Factory Installed

as of 10/29/01
74
Dye Fluoresced under UV Light & Glasses
75
Performance Test - Compressor
Fast cycling can be caused by:

• system overcharge
• system contamination
• system undercharge
• bad freeze switch
• checking system at cooler temperatures
Faster cycling times are caused by low pressure side reaching low
pressure switch cut out pressures under low load conditions (low
ambient temperatures) . Sanden recommends no more than 4 clutch
cycles per minute and the suction pressure to be 7 psi or above.
76
Performance Test - Compressor
It is OK to bypass
low pressure
switch to do
performance test
once you are
sure system is
approximately at
right charge.
77
Performance Test
A system with too much refrigerant overfills the

condenser and severely limits its cooling capacity.
Lack of heat transfer increases pressure on both sides.
May result in fast compressor cycling.
78
Performance Test
An undercharged system has too little volume of

refrigerant to move around. Therefore, it isn’t able
to create adequate pressure.
79
Performance Test
Non-condensable gas contamination is usually air

in the system, severely limiting the condenser’s
cooling capacity. The lack of heat transfer
increases pressure on both sides. May cause fast
cycling due to high pressure switch.
80
Performance Test
Liquid line restriction causes a pressure drop and

premature evaporation. As a result the evaporator may
become starved for refrigerant and pressures fall on low
side. The system may also have frost formation after the
restriction - in most cases high side pressures may be high
depending on where the restriction is.
81
Performance Test
High side vapor restriction - when the condenser is

blocked, pressure increases and the condenser backs up
with refrigerant. Since the rest of the system has plenty
of refrigerant, the low side can cool for some time. This
problem usually leads to compressor failure.
82
Performance Test
Condenser air flow restriction reduces the

condensers ability to exchange heat with the outside
air. The heat build-up in the system causes increased
pressures on both the low and high sides.
83
System Troubleshooting
84
Evaporator Performance
Affects low side pressure and how well air that is flowing through the evaporator
is cooled. Check the evaporator performance after the first fifteen (15) minutes of
operation.
• Get in truck with windows rolled down.
• Insert thermometer in center vent while A/C system is operating. Compare reading to
chart to see if within specs.
– A general rule is the difference between ambient and duct temp should be 25 -
30 °f.
• Check cold in and cold out lines to evaporator - there should be about a 5 - 15°f
differential. (Temperature differential is heavily dependent upon ambient conditions,
temperature & humidity).
• Check air flow coming from evaporator for plugged evaporator or air filter (usually
normal pressures)
• Check evaporator drains to make sure water is dripping and evacuator valves are on.
85
Condenser Performance
• Check temperature in (top) and out (bottom) -

should be 10 to 15 degree difference. Too much
temperature drop could indicate a restriction
• Check air flow and obstructions (oil coolers and

winter fronts), bent fins, bent tubes and tight
fittings
• Check to see if engine fan comes on and at

right pressures
• Check to see that the hood closed correctly.
86
Saturation Point of Refrigerant
Many refrigerant gauge sets have an
inner scale that reads the saturation
(boiling) point of the refrigerant. For
the purposes of condenser and
evaporator testing, use an average
value based on the pressures during
compressor cycles. (High side for
condenser, Low side for evaporator)
Example:
Gauge reads between 100 and 300 PSI during

compressor cycling. Using an average of 200 PSI
for the high side pressure, from outer scale –
refrigerant changes state at 132 degrees F (inner
scale) – use this temp for condenser performance
testing.
87
High Side Pressure Chart
High side Temperature at

pressure which change of
state occurs
90 psi 83 degree F
125 psi 100 degree F
88
Inspecting the A/C System by Temperatures
• When the system is functioning
correctly:
• The pipe between the evaporator
(5) and the compressor (1) should
be cold
• The pipe between the compressor
(1) and the condenser (3) should
be hot
• The pipe between the condenser
(3) and the evaporator (5) (via the
dryer 2) the pipe temperature
should be between hot and cold.
89
• Based on the average high
side pressure:
• the temperature of the high
pressure line should be
above the saturation
temperature entering the
condenser
• the temperature of the high
pressure line should be
below the saturation
temperature leaving the
condenser.
• THIS IS CRITICAL for system
performance.
90
• There should be a ~10 degree
F change across the
evaporator core inlet and
outlet. (This can vary based
on where the temperature
readings are taken relative to
the TXV.)
• The temperature drop from
the center vent should be at
least 20 degrees F.
91
Faulty Compressor
• High Side and Low Side show similar pressures
• Compressor starting to make noise
• No cycling of compressor clutch - no cooling
92
Compressor Performance
1. SYSTEM OPERATING PRESSURES: Hook up manifold set to check operating
pressures (check chart for proper range).
2. VALVE PLATE TEST: Connect manifold gauge to service ports. Run compressor for
5 minutes at idle and stop. Observe time for discharge pressure and suction pressure
to equalize. If less than two minutes in a TXV system a valve or gasket may be
damaged.
3. CHECK COMPRESSOR OIL: When compressor is replaced or when refrigerant is

evacuated.
93
Compressor Clutch Performance
1. Measure available voltage

at the clutch (SYSTEM
VOLTAGE or above 11.5 volts)
2. Measure current draw.

(3.6 to 4.2 amps at 12 volts)
3. Measure Clutch air gap

should be 0.016 - 0.031 inch. 3
94
Sanden AC Compressor Warranty Information
C-C-046
Release Date: 8/5/2015
Sanden Compressors have a supplier extended warranty for 3

years/350,000 miles or 560,000 kilometers.
***** Sanden will NOT support extended coverage on

PACCAR MX EPA13 engine with the clutch bearing
failures*****
Effective 3/10/2010, Kenworth requires a completed copy of

the Sanden Compressor Check Sheets be returned together
with the failed compressor to Sanden for evaluation.
95
Expansion Valve Operation
96
Thermostatic Expansion Valve Performance
1. Perform a visual inspection for broken fittings or damaged head.

Touch the lines to the evaporator (hot in and cold out).
2. With the engine at 1500 rpm, check pressure on supply and suction
lines.
3. After expansion valve is removed it can be checked by trying to blow

5 - 10 PSI through inlet port
If the expansion block has failed open:
the pressure will be about equal on both sides (high

side normal and low side high - compressor running –
low side sweating)
If the valve has failed closed:
The pressure gauges will show high side high and low
side very low or vacuum
97
Hot Water Valve
Kenworth has utilized hot water valves in many HVAC systems.
There are two basic types: Cable operated and Electronic
Cable Operated – T-Series MD prior to Jan 2016, K-Series MD, B-Cab prior
to July 2004
Electronic – B-Cab after July 2004, T-Series MD after Jan 2016

98
Water Valves Leaking
• Complaint
– Water valve rubber seal becomes wedged in valve which doesn’t
allow the driver to shut off the heat
• Cause
– Coolant or Coolant Additives causes rubber to swell
– Chassis Affected
– Legacy models
• Correction
– New part being implemented in the July time frame
– Gen 2 valve does not have a belt to extrude, the housing
has a higher strength material developed specifically for
Organic Acid Technology (OAT) coolant which eliminated
stripping/cracking
– Gives enhanced performance using with all typical
automotive coolants at elevated temperatures and
pressures commonly seen in emissions engines
– 100 chassis have up-fitted with the new part
99
Heater Control Valve Components - Belt Style
34 Components
Screws (15)
Bushing
Harness O-rings (4)

Actuator Brass roller
pin (4)
Cover
Yoke Belts (2)
Brass
Housing roller pin
100
Heater Control Valve Components – Gen II
11 Components
Screws
Actuator
Cover
Harness O-ring(s)
Valve Stem
Housing
Part # 1000278269BSM
101
Basic Electrical Principles
• For current to flow there must be a good, complete circuit with the
least amount of unwanted resistance as possible.
• Wherever current originates it must return to the original source.
• There will always be voltage up to the point of an open in a circuit.
• Voltage is divided up by total resistance in the circuit (both wanted
and unwanted)
• All voltage should be used up after the load
Remember: The mechanical components are just half of the

HVAC system. Modern controls include several electrical
components.
102
Part 6 – “B” Cab (1.9m cab)
W900 / T440 / T660 / T800 / C500 / 963
103
B-Cab HVAC Changes By Years
• April 1994 to Feb. 2001: use R115-5646, sleeper P94-1333

• March 2001 to Dec 2001 (two HVAC relays and electronic
controls & actuators): use P94-1084
• Dec 2001 to June 2004 (two HVAC relays and electronic
controls & actuators): use P94-1391
• July 2004 to Jan 2007 Added in the linear power module and
electronic actuated water valve (NBI): DO NOT use P94-1459,
use P94-1587
• NAMUX 2 with 07 emissions engine (eliminated binary switch
and added in high and low pressure switches at expansion
valve): use P94-1698
• NAMUX 3 for 2010 engines and sleeper: use P94-1852 / P94-
1958
104
105
B-Cab: Apr 1994 to Feb 2001
• Pneumatic (air) actuated mode controls
• Cable actuated heater control valve
• 4 Blower fan speeds (Off, Low, Med, High)

controlled by a resistor block
• 1 HVAC Relay (coil grounded through fan switch)
• Binary Pressure Switch
106
Climate Control Compressor
Standard Piston Type

Compressor
• Pistons lubricated with oil

from bottom of the case
• Oil level should be measured

each time the system is opened
• Vertical Mount, curved dip

stick
• Horizontal mount, straight

dip stick
107
Compressor Applications
“B” CAB T2000 T300
CLIMATE SANDEN SANDEN

CONTOL
P.O.E. PAG PAG
OIL OIL OIL
108
B-Cab Controls
Reference Section 6 page 2 109

Actuator Control
Early B-CAB uses a

pneumatic system
for door and vent
controls
110
Freeze Switch
Both B-Cab and T2000 use the freeze switch in the

ground side of the HVAC relay control circuit. The freeze
switch opens at 31.5° F and closes at 40°F.
(The B-Cab freeze switch is located in the blower

housing, on the engine side of the fire wall)
111
Testing Thermostatic Switch (N/C)
If freeze switch fails
closed, compressor
runs all the time and
never cycles –
evaporator freezes up
eventually
If freeze switch fails

open, the compressor
will never engage.
If wrong calibration, we
will not meet duct
temperature
112
Pressure Switch
B-Cab uses a binary switch on the power side of clutch:
• Low pressure setting

opens at 26 psi
• High pressure setting

opens at 400 psi
113
B-Cab: Mar 2001 to Dec 2001
• Electrically actuated mode controls

• 2 HVAC Relays
117
Blower Controls
118
Mode Actuator Specifications
Face Mode, Position 1
11 – 12 volts – signal wire to ground
Bi-Level Mode, Position 2

9 to 10 volts – signal wire to ground
Floor Mode, Position 3

6 – 7 volts – signal to ground
Blend Mode, Position 4

2.5 – 3.5 volts signal to ground
Defrost Mode, Position 5

0 to 1 volts – signal to ground
Fresh Air Position (+) 11-12 volts(A to B)

Recirc. Position (-) 11-12 volts(A to B)
119
B-Cab: Dec 2001 to June 2004

• 2 HVAC Relays
120
• B Cab Upgrade HVAC Changes

• March 5, 2001 through December 2001
121
HVAC Control Panel
CABLE DRIVEN HOT
NEW MIXED MODE - WATER VALVE CONTROL
DEFROST / FLOOR WITH RACK AND PINION
ELECTRIC ACTUATED
MODE CONTROL
ROTARY BACKLIT RINGS FOR

KNOBS WITH NIGHT VISIBILITY
BACK
LIGHTING
AMBER
INDICATOR
LIGHTS
ELECTRIC ACTUATED
TABS ON BOTTOM SNAP RECIR/FRESH AIR SWITCH
INTO DASH
A/C ON/OFF SWITCH
122
P. D. Box Changes
The functions of two relay positions have changed:
1. The ENG RTD 1 relay position has been relabeled as “Cig.

Pwr. Outlet” This jumper wire (P/N VF4111Z01) now
powers the cigar lighter and power wells in the cup
holder. NOTE: The control circuit (85 & 86) is a live circuit
and so if the jumper is replaced with a standard relay, the
circuit will work but there will be a milliamp parasitic draw
all the time
2. The low mir ht. Relay is relabeled “HVAC Control” and

powers the HVAC Control Head and electronic actuators.
The Cab A/C relay still controls HVAC clutch as it previously
did.
123
P.D. Box
B Cab Upgrade to PD
Box from March 3, 2001
Until CEP Style was
introduced December
2001
124
HVAC Relay
B-CAB - Sends Power To The A/C Clutch
125
B-Cab: July 2004 to Jan 2007
• Electrically actuated heater control valve
• 2 HVAC Relays
• Linear Power Module
126
Electronic Hot Water Valve
Five Wire Electronic Actuator – See troubleshooting in KENWORTH

PROFESSIONAL SERVICE Workbook No. 3, 2005 Vol 73, pg 27 (on your flash
drive)
127
Linear Power Module
128
Linear Power Module
Replaces the Resistor Block / Thermal Fuse

129
B-Cab: NAMUX 2 with ‘07 emissions engine
• 2 HVAC Relays
• High & Low Pressure Switches
130
B-Cab low pressure switch
(2007 – present)
• Cut out = 10 +/- 4 PSI

• Cut in = 30 +/- 4 PSI Results in fast cycle
times in cooler weather
because low pressure
switches off compressor
Low
before freeze switch
Pressure
reaches set point
switch
Fitting Assembly Torque:

3-5 Nm (27-44 in. lbs.)
131
B-Cab high pressure switch
(2007 – present)
• Cut out = 350 +/- 20 PSI

• Cut in = 230 +/- 20 PSI
High
Pressure
switch
Fitting Assembly Torque:

6.7-9.5 Nm (72 +/- 12 in. lbs.)
132
B-Cab: NAMUX 3 with 2010 emissions
(Current Configuration)
• 2 HVAC Relays
133
Engine Fan Override Switch
P92-1873 page 5
P92-2040 page 7
P92-2147 Page 7
Fan Logic for Cat and Cummins are

opposite (Cat - Closed and Cummins -
Open)
Connect wire to 3 J for Cat engines
Connect wire to 3 K for Cummins

engines
Note : Connector is found behind the

safety gauge panel.
140
HVAC Duct Work
Release Clip on
Curved glass only
Resistor Pack
141
Resistor Pack Location
Viewing the Resistor Pack from the firewall
Driver’s side
here
* Must remove cup holder to get at resistor pack. Slide heater

duct towards Driver’s Side
142
Mode Door Actuator
143
Electronic Mode Actuator - Behind Glove Box
144
HVAC Unit - Underhood
ELECTRIC FRESH AIR/RECIRC
ACTUATOR RATED AT 221°F
HIGH DENSITY POLYETHYLENE

FRESH AIR DUCT RATED @ 190°F
145
TIB 01-057 Sleeper HVAC Expansion Valve
If there is no green mark, cut and

peel the black insulating tape from
the end of the expansion valve on
the side facing UP (the end
without the large round disk).
If there is a brass set plug with two

drilled removal tool holes, replace
the expansion valve and file Quick
Claim 01-57B.
146
TIB 01-058 A/C Charge Label
• A/C Charge Label on C500, T800 and W900 Day
Cab Chassis
Some customers may realize improved A/C performance with a

refrigerant charge and future recharge to current specifications.
Kenworth recommends that charge levels and labels be updated as
part of any A/C maintenance or repair that includes refrigerant
recharge.
147
B-Cab 2014-2015 Top 10 Warranty Claims
T660- T800-W900
Total 18.88%
ATA9 ATADesc BuildCnt ClaimCnt SumCost ClaimRate
001001002 COMPRESSOR ASSEMBLY 16095 816 $597,395 5.07%
001002029 SHUTOFF VALVE 16095 413 $93,947 2.57%
001001157 LINE - CONDENSER / RECEIVER 16095 178 $65,470 1.11%
001001147 HOSE-EVAPORATOR TO COMPRESSOR 16095 166 $68,124 1.03%
001001153 HOSE - COMPRESSOR / CONDENSER 16095 141 $54,588 0.88%
001001243 LOW PRESSURE SWITCH 16095 125 $19,768 0.78%

001001257 LINE - COMPRESSOR / ACCUMULATOR 16095 121 $47,544 0.75%
001002050 CLAMP - HEATER HOSE 16095 112 $11,031 0.70%
001002022 HOSE - WATER, HEATER 16095 95 $17,989 0.59%
001001028 O-RING 16095 87 $21,531 0.54%
148
Part 7 – T2000 / T700
149
HVAC Changes By Years
• 1996 to Oct. 26, 1998 has APADS (A/C Protection And

Diagnostics System): use P94-1125
• APADS Bypass: use P94-1224
• Oct 28,1998 to 2009 factory installed non–APADS: use
P94-1105
• T2000 with NAMUX 2: use P94-1567
• T700: use P94-1944
150
“B” Cab System T2000 System
151
T2000 HVAC Control Differences
What each Control Does: Reference Section 11
152
APADS System
September 1, 1996 through October 26, 1998
Automatic
Temperature
Control
No A/C switch on the control panel
153
APADS Bypass
All APADS Systems (TIB 01-42B)
A/C switch on the right side of the control panel
154
Non-APADS
October 27, 1998 to NAMUX 2
A/C switch on the left side of the control panel
155
APADS vs. NON-APADS vs. BYPASS
Fan Switch on High Side
OR OR
Factory Installed
Prior to Oct. 26 ‘98 Oct. 26 ‘98 to Present Non APADS
Relay and Circuit Board
New HVAC Electrical Harness (3 Plugs)
156
Test Harness Part Numbers 660565BSM and 660566BSM
Control Circuit for the BY-PASS
* T2000 (APADS By-Pass) TIB 01-42A When removing

APADS, the C102ACP is connected to the P30CHD
changing the High PSI Switch, Low PSI Switch, and
the Freeze Switch to power side of the control circuit.
157
Blower Controls
The T2000 has the cab blower circuit wired up as

ground side switching and sleeper blower circuit is the
opposite - power side switching.
158
Fresh Air Door Control
T2000 - uses an
electric actuator to
control fresh air door
using voltages of 12V
and <1V
159
Mode Control Doors
160
Blend Air Door
161
HVAC Relay
T2000 APADS - FAN RELAY (Inside HVAC Unit)
Relay and Circuit Board
T2000 NON-APADS - completes the A/C clutch circuit

ground through the blower switch (clutch has power to it from
HVAC circuit breaker when ignition is on)
162
Printed Circuit Board
Used in the Blend Air and Fresh Air / Re-circulation

Circuits. The Board is located in its holder behind
the B Cluster
163
Freeze Switch
Both B-Cab and T2000 trucks use a freeze switch in the ground
side of the HVAC relay control circuit
Freeze switch opens at 31.5°F and closes at 40°F
164
Pressure Switches
T2000 - Uses low pressure and high pressure
switches in the relay control ground circuit. (Similar
to B-Cab after 2007)
• Low pressure settings opens at 10 +/- 4 psi
• High pressure setting opens at 350 +/- 20 psi

165
T2000 w/NAMUX 2

• 1 HVAC Relay
• Fan Switch
166
167
168
169
170
Reference Section 11 page 41
171
Sleeper Control
The Sleeper Rocker Switch controls power to

the Sleeper Control Panel through circuit
number P124SHA.
172
T700 (All Years)

• 1 HVAC Relay
• Fan Switch
173
Same as T2000 Cab 174
Sleeper Troubleshooting – Temp Sensor Check
Blow gently on sensor and

watch to see that voltage
goes up and returns when you
stop.
Have voltmeter in C77 SU wire and to

ground to check voltage change when
blowing on Temp sensor
176
Sleeper Troubleshooting Rocker Switch
Rocker Switch - H124AC = 12 volt supply
Rocker switch
(top)
GND = ground (bottom terminal)
C77SU = control voltage (center)
If the switch is in “AUTO” (or open) the

voltage is controlled by the module.
If switch is in “MAX HEAT” C77SU is

switched to Gnd.
If switch is in “MAX A/C” C77SU power

goes through a 1500 ohm resistor.
177
T2000 Sleeper Heater Lines
* No Heat From Cab and/or Sleeper

178
TIB 01 - 43
1. Run engine to operating temperature
2. Turn Cab & Sleeper heater controls to maximum heat position - (Do not select
Defrost Mode, A/C will cycle and heat up the A/C lines as well).
3. If no heat blows from cab or sleeper heater vents, check for heated coolant flow
through supply lines.
4. If cab and sleeper heater supply lines are at operating temperature and about
the same temperature, then coolant flow may be the problem. Verify correct
operation of HVAC controls and blend air door operation.
Problem
Cure
179
Part 8 – T680/T880
(2.1m Cab)
180
“B” Cab System T680/T880 uses a

Behr system
(T2000 and T700 use a

Bergstrom system)
181
HVAC Electrical Components
Component B Cab NGP
Compressor Sanden Sanden
AC Relay Yes Controls Yes Controls
power to clutch power to clutch
High Pressure 2007 emissions No

switch engines
Low Pressure 2007 emissions No

switch engines
Binary Switch 1994 - 2006 No

Blower Fan yes yes
switch
Blower motor Yes Yes – but Direct DC Current
Resistor block Cab till 2002 – linear power Still used on all
with thermal then linear module sleeper modules
fuse power module
Freeze switch Yes No

Engine fan Yes No
switch 182
Cab HVAC Module Overview
P94-1935 Diagram
Wiring in box is the wiring

Behr installs on the HVAC
module
183
HVAC Cab Control
Inputs and Outputs
184
NGP HVAC System
Control
Sleeper HVAC Cab Ductwork
Cab HVAC
Sleeper TXV
Discharge line
Cab TXV
Receiver Drier
Suction Line
Underbody Liquid and

Suction lines
Condenser not
Liquid Line shown
185
HVAC - Cab and Sleeper
• Cab
• ATC – Automatic Temperature Control (temperature, mode and fan speed)
• Long-life Brushless DC (BLDC) blower motor – double current component
life
• Lightweight Aluminum Heater Core - serviced thru glove box
• Sleeper
• Register positioning optimizes sleeper airflow
• Filtered & re-circulated air (like home A/C) used to maximize
heating / cooling performance
• Uses an additional recirculation filter in sleeper
186
Cab HVAC Unit
Defrost Airflow Fresh/Recirc BLDC Blower
Actuator Airflow Actuator Motor
Panel
Airflow
Actuator
Floor Airflow
Actuator Airflow
Temperature
Actuator
187
Heater Core Evaporator Core
New Cross Bar Beam
188
Cab HVAC
189
Cab Air Handling Unit Overview
1. Blower Motor
2. Evaporator Core
3. Heater Core
4. Temperature
Actuator
5. Floor Actuator
6. Defrost Actuator
7. Panel Actuator
NOTE: Direct drive actuators to airflow doors 8. Intake Actuator
190
HVAC Operation - Panel Mode Full Cold
Panel outlet
Defrost outlet
Demist outlet
Blower Motor
Temperature
door
Heater core
Evaporator core
191
HVAC Operation - Floor Mode Full Hot
Demist outlet
Blower Motor
Floor Outlets
Temperature
door
Heater core
Evaporator core
192
HVAC Operation - Defrost Mode Full Hot
Defrost outlet
Demist outlet
Blower Motor
Temperature door
Heater core
Evaporator core
193
HVAC Operation - Fresh Air vs. Recirc Air
Fresh / Recirc air door Fresh / Recirc air door
Fresh position Recirc Position

Air intake at Air intake at
base of base of
windshield windshield
Front Front
HVAC HVAC
Module Module
Fresh air Fresh air

filter filter
194
Firewall – Cab Only, HVAC R-134a Lines
Suction Line Clamp Low Side Charge Port
Suction Line
Liquid Line
Receiver Drier /
Liquid Line
Junction
High Side Charge Port 195
Firewall – Cab & Sleeper, HVAC R-134a Lines
Suction Line Low side Charge Port
Clamp plate
Suction Line
Rubber
Clamps
Receiver Drier /
Liquid line Cab Liquid Line
junction
Sleeper Liquid
High side Line
Charge Port
196
Expansion Valve HVAC Lines - Torque
Component Torque
Expansion valves to 3.3 lb-ft ± 4.5 Nm ± 0.5

evaporator bolts 0.3
All other AC 15.5 lb-ft ± 21 Nm ± 3
connections 2.2
197
PACCAR Evaporator Line Twist
Bench Top Vice With Evaporator Secured
Hand Held Torque Wrench 198

PACCAR Evaporator Line Twist
21Nm (per spec) applied to
line fastener nut without
securing TXV will result in
~10-15 degree movement of
TXV due to the liquid and
suction lines relative to
evaporator moving.
Starting Position of TXV Relative to
Evaporator Before Torque Applied
Parts pressure tested using

250psi of Nitrogen and being
held under water for 30
minutes to review for air-
Finished Position of TXV Relative to bubbles (an indication of a leak)
Evaporator after Torque Applied There were no leaks But -
199
Sanden Compressor
• Same Sanden compressor as today

• Slimline seal technology added to NGP
PRV
200
Discharge Pressure Transducer
Acts as a high pressure Discharge Pressure Transducer
switch. It will disable
compressor when
pressure is outside
normal pressure range
424 psi. Also detects
when refrigerant
pressure is too low
Based on an algorithm
using vehicle speed,
pressure reading and
ambient temp over 3
to 5 key cycles.
201
Evaporative Thermistor
Settings are approx. 39°F (4°C) and 46°F (8°C)
202
Cab HVAC Blower Motor
• Brushless DC Motor
• Integrated Linear Power Module is

cooled by system air flow through
vented cover.
• Thermally Protected - maximum

temperature of 221°F (105°C)
203
Slim Line Seals
• Slimline seal technology instead of O-rings
• Superior sealing properties to O-rings
• Leads to less leaks therefore less warranty
• Slimline seals at ALL A/C connections
Engineering looking at incorporating with other models

to meet EPA requirements for leakage
204
A/C Line Layout (ISX 15) w/ Sleeper
Sleeper Suction Line

Suction Line Discharge Line
Receiver Drier
Sleeper Liquid
Line
Underbody Bundle
Compressor
Liquid Line
Condenser
205
A/C Line Layout (ISX15) Day Cab
• Exploded view of NGP ISX Day cab A/C Lines

Suction Line Discharge Line
Receiver Drier
Compressor
Liquid Line
Condenser
206
A/C Line Layout (MX-13 & MX-11) w/ Sleeper
• Exploded view ofSleeper

NGP MX Sleeper
Suction Line
A/C Lines
Suction Line
Discharge Line
Receiver Drier
Sleeper Liquid Line
Underbody Bundle
Compressor
Liquid Line
Condenser
207
A/C Line Layout (MX-13 & MX-11) Day Cab
Discharge Line – two

• Exploded view of NGP MX Day cab A/C Lines
Suction Line
piece
Receiver Drier
Condenser
Compressor
Liquid Line
208
Firewall – Cab & Sleeper, Heater Lines
Heater Core Inlet Heater Core Outlet
Front
View
Bypass Valve
Bypass Return Inlet
Valve
Supply
Outlet Engine Sleeper
Coolant Supply
Tube
Bypass
Valve
Bypass Valve Bypass Valve Engine Cab Heater

Supply Inlet Return Outlet Coolant Supply Tube
209
Cab Heater By-Pass Valve
• Protects Heater Core From High Coolant Pressure/Flow
(max is 6.5 GPM).
– Maximizing Life Of Heater Core.
– Allows Flow Up To A Defined Point.
• Valve Is Flow Directional.
• Valve Is Serviceable As Complete Assembly.
Into core Out of core
Automatic by-pass
based on Pressure /
Flow curve of spring
Into valve from engine Back to water pump

210
Sleeper Heater Flow Restrictor
• The flow restrictor reduces the velocity of coolant restricting

coolant flow to less than 5.5 gpm to eliminate cavitation of the
sleeper heater core
• Located under sleeper in coolant line.
211
HVAC System Protection
• Pressure Transducer
• Clutch Disengages at 424 psi (29.3 bar) Locks out compressor at 430 psi (29.6 bar)
• The fan clutch is locked on at 330 psi (22.8 bar) and allowed off at 235 psi (16.4 bar)
• Evaporator Thermistor
• Mounted in the HVAC unit
• Clutch Disengages if evaporator temp is 39°F (~4oC) or lower. Clutch is allowed to come
back on when evaporator temperature reaches 46°F (~8oC.)
• Compressor Pressure Relief Valve (PRV)
• Same as today part of the compressor
• Clutch disengages at 508-595 psi

212
Other Sensors
• Cabin Air Temperature Sensor Cabin Temp
Sensor
• Located on the control head
• Sun Load Sensor
• Located on driver’s side of dash panel
• This sensor measures the intensity of the sun and

influences temperature control of the HVAC
system
Sun Load
• Do not block this sensor Sensor
213
Other Components
• Outside Air Temperature Sensor (OAT)
• Located on the bottom of the driver’s mirror
• Resistor
• For the sleeper HVAC unit only
• Is used to control blower speed by varying the

voltage to the blower motor
• Thermal limiter is set at 363°F (184°C)
214
KW Cab Control With Bunk Override
1. Fan Control Dial
2. AUTO Mode
3. Temperature
Control Dial
4. Defrost Button
5. Dash & Floor
6. Dash
215
KW Cab Control With Bunk Override
7. Floor & Defrost
8. Defrost
9. Sleeper Override
(if equipped)
10. Floor
11. Air Conditioner

Enable
12. Fresh Air /

Recirculate
216
HVAC System Block Diagram
217
Electrical Diagram – Cab HVAC
218
219
220
221
Sleeper HVAC Components
Heater Actuator Resistor Blower
Core Motor
Air
Outlet
Heater A/C
Connections Filter 222
Tubes
Sleeper HVAC Control
Fan Air
Control Conditioner Temperature
Dial Enable Control Dial
223
Sleeper HVAC Overview
• Plastic Housings
• Aluminum Heat Exchangers
• DC Blower Motor With Resistor
• Pleated Air Filter
• 1 Electric Actuator
• Air Temperature Sensor
• TXV
• Service Cover
224
Electrical Diagram – Sleeper HVAC
225
Disassembly/Assembly & System Service
226
Cab Evaporator and Sensor Replacement
• Remove the suction and liquid lines and the two T-27 torx from the
TXV
• Access to the unit is from behind the glove box.
• The replacement evaporator core may be reinstalled using the
reverse order.
• Install new slim line seals at all 4 connections to the TXV to ensure a
leak free system
• Check the system for leaks during evacuation prior to re-charge
Evaporator Service Cover

Evaporator Sensor
227
Cab HVAC Module Blower Motor
• Remove the wire harness connector from the blower motor.
• Remove the three T-20 torx screws to release the blower motor.
• Rotate the blower motor 90 degrees clockwise to clear beam and
pull blower motor out of the HVAC unit.
• Note BLDC motor cannot be powered without the control head
control signal (35 HZ signal generator required)
NOTE: Screws in the plastic should be

hand tightened…not torqued!!!
228
Cab HVAC Module Heater Core Replacement
• When the engine is not HOT, drain coolant from engine or shut off
coolant lines at shut off valves
• Label and disconnect the inlet and outlet hoses from the heater
core
• Access to the heater core is from behind the glove box
Heater core Service Cover
229
Cab HVAC Service Location
• HVAC Components Are Serviced By Removing The Glove Box

And Dash Trim.
• Blower Motor, Actuators, Heater Core, Evaporator, Freeze Sensor, Air
Filter.
• Components Not Serviceable Through Glove Box Opening.
• Plastic Housings, Air Directing Doors, Foam Seals, IP Ducts.
230
Actuator Service
Actuators In Actuators In
Red Red
• Disconnect battery power from HVAC.

• Remove glove box & b-panels to access actuators.
• Disconnect the wire harness connector.
• Remove (2) T-20 torx screws.
• Replace actuator and connect wire harness.
• Replace trim panels.
• Connect battery power and listen for HVAC to calibrate.
231
Cab HVAC Module Actuators
• Remove the B-panel surround from around the control head from
the dash
Temperature Door Actuator
Fresh/Recirc Air Door Actuator
Panel Door Actuator
Defrost Door Actuator
Floor Door Actuator
NOTE: Screws in the plastic should be hand

tightened…not torqued!!!
232
Fresh Air Intake Module Overview
• Located Under Hood • Snap Service Cover

• All Plastic Housings • Heat Shield
• Pleated Filter • Rubber Drain Tube
• Optional Ember Filter
• Optional Fine Filter
233
Make sure filter gets inspected periodically
234
HVAC – Cab Filters
Cab Recirc Air Filter
Access is from behind

glovebox
Removal and re-install is

mostly a blind process
Fresh Air
Filter
Cover Filter
Removal 235
Fresh Air Intake Filter Service
• Slide Filter Cover In Direction Of Arrow To Un-Lock.

• Remove Cover.
• Pull Out Filter.
• Install New Filter.
• Attach Cover And Slide To Lock.
236
Recirculation Air Filter Service
Air Filter
• Remove glove box and trim.

• Reach behind blower motor housing and locate filter.
• Pull filter to the left to remove from HVAC.
• Clean filter or replace (depending on condition).
• Align filter to plastic channels behind blower motor housing.
• Work filter into the channels by sliding from left to right.
• Filter is installed once it cab be seen on either side of motor.
237
Recirculation Air Filter Service
238
Sleeper Component Replacement
• Lift bunk to access sleeper unit
• Resistor (blower speed control) and Temp actuator access
NOTE: Screws in the plastic should be
• Remove cover screws to access blower motor, Evap and Heater core
hand
• To remove tightened…not
Evaporator torqued!!!
evacuate A/C system and disassemble A/C lines
• To remove Heater core remove coolant lines first
Evaporator
Resistor Temp Actuator Blower motor/Scroll assy
Heater Core
239
Evaporator Service
Evaporator
• Remove A/C charge from truck.

• Disconnect under body suction and liquid lines.
• Remove sleeper HVAC service cover
• Lift evaporator from HVAC.
• Reverse process for installation.
• Torque A/C lines to 15.5 ft-lbs torque.
• Recharge A/C system and check for leaks.
240
Sleeper TXV Replacement
• Remove A/C charge from truck. (2) T-20 Screws

• Disconnect suction and liquid lines from the TXV.
• Remove (2) T-27 Torx bolts attaching the TXV to the evaporator.
• Remove the TXV from the evaporator.
• Install the replacement TXV in the reverse order.
• Torque A/C lines to 15.5 ft-lbs torque.
• Recharge A/C system and check for leaks.
241
Heater Core Service
T-20
Screw
• Drain coolant from sleeper HVAC.

• Disconnect heater core supply and return hoses.
• Remove cover of sleeper HVAC.
• Disconnect heater tubes from heater core using T-20 screw.
• Lift heater core from sleeper HVAC.
• Reverse for installation.
242
General Troubleshooting Guide
• Turn ignition switch off and inspect the A/C components for any
visual damage, leaks etc. Look particularly for oil at joints, at
the compressor, and at TXVs
• Review vehicle cluster or ESA tool for DTCs
• The A/C system (compressor) is protected from low refrigerant
charge by monitoring temperatures and refrigerant pressure.
If a low charge condition is determined the compressor clutch
is locked out and a DTC is set. The clutch will be locked out for
2 ignition cycles after the low charge condition is corrected.
• Check that there is nothing blocking the sun load sensor (the
auto function may react erratically if this sensor is blocked)
• All performance testing should be done with system in the
manual mode – NOT AUTO MODE
243
General Troubleshooting Guide
• Make sure that nothing is blocking the condenser airflow. Be sure to

review the space between the heat exchangers.
• Carefully clean the condenser with a mild detergent and water. Dry
with shop air being careful not to damage the fins of the condenser.
• With the engine running let the A/C run in manual mode for a few
minutes. Verify that the compressor engages with the pulley and
clutch plate rotating at the same speed (not slipping).
• Verify that the engine fan engages after approximately 5 minutes of
A/C operation.
• Check and/or replace the fresh air filter as necessary (recommended
service intervals are part of the owners manual)
244
Performance Testing
(Chart on page 12-3 of KM811250)
245
Low Refrigerant Charge - DTC 871
• Hook up Manifold set and check resting pressure
if A/C has not been running for at least 15 minutes
• Compare to Pressure Transducer reading in ESA
NOTE: After
recharged,
key must be
activated
twice to
reset A/C
246
Cab HVAC Blower Motor - DTC 1553
• Check blower operation in manual mode
• Check for good power and ground at blower motor connector pins
5 (V bat) and pin 1 (Gnd)
• You can not check resistance test through Cab DC motor
• Check wiring continuity between control head and signal wire
247
Testing blower motor for 35 hertz gen
Multi meter have negative lead

in pin 1 and have the positive
lead at PWM input pin 4 to check
for 35hz signal
248
Discharge Pressure Transducer - DTC 3509
Should receive 5 volts

and send signal of 0 to
5 volts back to control
unit
249
No fault codes for any HVAC issues
A/C would not cool because compressor would not

engage. ESA showed Pressure transducer pressure at
427 PSI.
Transducer wires at
fire wall connector
250
Testing Evaporator Temperature Sensor
• check pins G and H at P020 • Temp sensor located next to

connector evaporator core cover plate.
251
A/C Evaporator Sensor Resistance Values
252
Sun load Sensor - DTC919
Sun load
Sensor
Sensor resistance across pins A and B is 150K to 190K with no direct

sun light
Sensor should have 5 volts to sensor and 0 to 5 volt signal from

sensor
Check continuity of wires between sensor and HVAC control head

connector
253
Compressor Clutch Relay Circuit - DTC 876
• Check clutch resistance between A and B – 2.8 to 4.4 ohms in clutch
• Check mating connector (A = Gnd and B = 12 V input – need at least

11.5 volts for clutch to operate properly.
• Check control circuit to relay in PDC

254
Outside Air Temperature (OAT) Sensor
• Negative
Temperature
Coefficient (NTC)
Sensor
• Located on driver’s
side mirror
255
Cab Actuators
• DTC 3981 - panel mode actuator • DTC 520196 - defrost mode actuator
• DTC 3986 - temperature actuator • DTC 520197 - floor mode actuator
• DTC 3984 - fresh / recirc actuator
256
ESA Calibration of Cab Actuators
• Check resistance between pin 1 and pin 6 of the

actuator 28 to 45 ohms
• Check voltage to control actuator. Voltage should
be between 6 and 12 volts coming from the cab
control head
• Use ESA to run calibration and self test to see if
actuator is good or bad
• If an actuator is replaced, perform a calibration
with ESA.
257
258
259
260
261
262
ESA Monitors
• HVAC Switch On/Off

• A/C Compressor Outlet Pressure – Pressure the
HVAC control head is seeing from Pressure
transducer
• Fan Percent On – engine fan request
• Requested Fan Speed – the position of the fan
knob
• Temperature Knob Percent Open – the position of
the temperature knob
263
264
265
Complaint of Moisture in Cab
266
Leaking Evaporator Cover
267
TIB 01-063/065 Sleeper Heater Core Leaks
TIB 01-063
Released 4/24/2015
T680 / T880 w/
sleeper heaters –
replace O-rings
TIB 01-065
Released 12/23/2015
Additional chassis
numbers added to
campaign list
268
TIB 01-064 T680/T880 HVAC Software
T680 and T880 vehicles may experience

hot or ambient temperature air discharged
by the HVAC system when the temperature
control is in the cold position.
Released
10/2/2015269
NGP 2014-2015 Top 10 Warranty Claims
T680- T880
Total $87.80 17.93%
ATA9 ATADesc BuildCnt ClaimCnt SumCost CPT ClaimRate
001001002 COMPRESSOR ASSEMBLY 20489 1459 $1,149,620 $56.11 7.12%
001001052 EVAPORATOR CORE 20489 446 $69,161 $3.38 2.18%
001001055 DRAIN TUBE 20489 237 $26,514 $1.29 1.16%
001004033 SLPR HEATER/AC (004), O-RING 20489 187 $29,686 $1.45 0.91%
001003000 AUX HTR -AUX HVAC SELF- 20489 127 $78,298 $3.82 0.62%
POWERED (CPS)
001001082 MOTOR - BLOWER 20489 77 $40,431 $1.97 0.38%
001002050 CLAMP - HEATER HOSE 20489 75 $8,510 $0.42 0.37%
001002022 HOSE - WATER, HEATER 20489 74 $10,996 $0.54 0.36%
001001001 AIR CONDITIONER ASSEMBLY 20489 62 $76,447 $3.73 0.30%
001004044 SLPR HEATER/AC (004), SLPR 20489 48 $11,167 $0.55 0.23%
REGISTER AIR VENT
270
Part 9 – MX-13 Specific Issues
271
2013 MX-13 A/C Clutch Bearing Failures
Eliminate Idler
(ESB E117)
Changes front
bracket and new
label for belt
routing
New compressor new belt Check
D84-1003-082078 Compressor
ONLY
272
(ESB E117 Revision 8/12/2015)
Torque-to-yield fasteners with new torque specification
Front engine-support bracket mounting

torque has been increased from "55-75 lb-ft"
to "81 lb-ft + 60° (110 Nm + 60°)."
273
Replace A/C
Compressor
(ESB E118)
Specific chassis #’s
274
MX Compressor failure – Field fix
NAPA Belt to get to a shop

NBH 25080810
Attributes:
# Serpentine Belt Ribs : 8
Belt Top Width : 1.087" (28 mm)
Outside Circumference (in) : 81.608"
Section : K
Top Width (in) : 1.087"
Outside Circumference (mm) : 2073 mm
Section : K
Top Width (mm) : 28 mm
275
Recall 15KWE - Delco-Remy 40SI
Alternator cable rubs A/C Line
The affected trucks, equipped with PACCAR

MX-13 engines and Delco-Remy 40SI
alternators, have alternator charge cables
that may chafe against a formed metal
refrigerant discharge line.
If the alternator cable rubs through its

insulation, an electrical short may occur,
increasing the risk of a fire.
Kenworth is working with the component
supplier to develop a permanent fix for this
issue. (Released 6/25/2015)
276
Part 10 – K370/K270 Cab Over Engine
Medium Duty Trucks
277
Kenworth K270 & K370
HVAC System
278
HVAC System Layout
The air conditioning system is a closed system filled with

R134a refrigerant. The A/C Includes a 24V Compressor.
279
A/C System Operation - Coolant Circuit
280
24V Compressor
Sanden Compressor uses Circulates oil and

refrigerant through the
a 24 volt clutch
system and assists
expansion valve to create
high pressure
281
24 Volt A/C Compressor Clutch Specifications
• 24 Volt coil resistance should measure between

14.5 Ω and 18.2 Ω @ room temperature
• Air gaps exceeding 0.051” (1.3 mm) can prevent
engagement. Specification is 0.016" - 0.031" (0.4 -
0.8mm).
• Confirm that the clutch is receiving (at a
minimum) 22.5 V for 24 V systems
282
HVAC System Oil Capacities
283
Condenser Location
284
Receiver-Drier Locations
LFNA Class 6
285
LFNA Class 7
286
LFNA Class 7
287
LFNA Class 7
288
Evaporator Temperature Controls
• Temperature Switch • Temperature Sensor

• Cut-out temperature of
– Cut-out temperature of
compressor ≤36 °F (≤2 °C)
compressor ≤+32 °F (≤+2 °C)
• Cut-in temperature of
compressor ≥+45 °F (≥+7 °C) – Cut-in temperature of
compressor ≥+45 °F (≥+7 °C)
289
Temperature Sensor Fuse
290
High/Low Pressure Cut-out Switch
• System pressure at which the

compressor is deactivated
<29 psi and >464 psi (<2 bar and >32 bar)
291
HVAC Control Panel
292
HVAC Heater Valve
Coolant flow to the

heater core is
controlled by a cable
operated heater valve.
293
HVAC Venting
294
A/C System Operation - Electrical Circuit
The Compressor is energized by VIC via Temperature Switch and Pressure Switch .
The VIC communicates with the engine ECU via V-CAN, and will de-energize the
A/C circuit (GRA5189-0) when coolant temp goes above 216°F (102°C) and re-
energize it when coolant drops below 208°F (98°C).
296
297
298
299
300
301
302
303
Part 11 – T170/T270/T370
Medium Duty Trucks
304
T-Series MD HVAC
• NAMUX 2 for 2010 engines: use P94-1912
305
T-Series MD: NAMUX 2 with 2010 emissions
(Pre- 1/11/2016)

• 3 HVAC Relays
306
307
308
309
310
311
Heater Control Valve Adjustment
• Step 1:
Check the heater control valve. Move the
heater control valve lever from the closed
position to the open position. If the lever
does not move freely, it is damaged.
Replace with a new part.
• Step 2:
Slide grommet onto control cable and
install grommet in firewall
• Step 3:
Pull on inner control wire to assure that it
is connected to the temperature control
knob on the cab HVAC control module.
312
• Step 4:
Move the temperature control knob on the cab HVAC
control module to the cold position.
• Step 5:
Move the heater control valve lever to the closed
position. While holding the lever in the closed position,
install the control wire loop over the control valve lever.
Place the control cable jacket into the valve clamp and
tighten the clamp screw.
313
• Step 6:
Attach the control cable to the
bottom of the HVAC housing. Use
item 1 standoff and K077-123-xxx
clamp.
• Step 7:
Attach the control cable to the side
of the HVAC unit. Use a K077-123-xxx
clamp.
314
• Step 8:
Check installation.
Move the temperature control knob on the Cab HVAC control
module to the warm position. A small (5 deg) spring back of the
control knob is acceptable.
If the knob does not move freely or stops before reaching the
warm position, repeat step 4 through 7. If the problem is still
present, either the control cable or the cab HVAC control module is
damaged. Replace with new part(s).
315
T3 2014-2015 Top 10 Warranty Claims
T300
Total $151.66 45.07%
ATA9 ATADesc BuildCnt ClaimCnt SumCost CPT ClaimRate
001002045 HEATER CONTROL 5928 1030 $530,073 $89.42 17.38%
001002020 CABLE - SHUTOFF, WATER 5928 892 $126,992 $21.42 15.05%
001002029 SHUTOFF VALVE 5928 226 $52,274 $8.82 3.81%
001001102 CONTROL ASSEMBLY 5928 179 $97,302 $16.41 3.02%
001001002 COMPRESSOR ASSEMBLY 5928 34 $21,642 $3.65 0.57%
001001243 LOW PRESSURE SWITCH 5928 33 $6,393 $1.08 0.56%

001001028 O-RING 5928 28 $5,938 $1.00 0.47%
001001049 EXPANSION VALVE 5928 27 $7,476 $1.26 0.46%
001002047 HEATER CONTROL KNOB 5928 25 $4,438 $0.75 0.42%
001001103 KNOB - CONTROL 5928 19 $1,015 $0.17 0.32%
316
Updates to T-Series HVAC for 2016
The manually controlled heater valve
will be replaced with a electronically
controlled heater valve, similar to
current B-Cab Class 8 trucks.
317
Updates to T-Series HVAC for 2016
The control head will be updated to a fully
electronic unit to support the new heater
control valve, also similar to B-Cab Class 8
trucks.
318
MD Known Issues
Notice the poor mating of the
• The MD HVAC system utilizes line to the receiver-drier
slim-line seals similar to the surface
T680/T880 system.
• The counter bore on the
receiver-drier is not cut deep
enough and has resulted in a
higher rate of failure than
expected.
• Engineering is working on
implementing a fix to address
this issue, and a TIB is
expected to be released in the
near future.
319
Part 12 - KIMS
(Kenworth Idle Management System)
320
Kenworth Idle Management System
321
Kenworth Idle Management System
• KIMS SOP – February 3, 2014

• Available on Model T680
• Peterbilt SmartAir launched July, 2013, all models 48”
sleepers and larger
• PACCAR product is identical with the exception of
condenser location, external refrigerant lines, and
user interface
• KIMS Sales Code: 8178351
• Weight is listed at 565 lbs – weight exemption 550
lbs
322
KIMS Features
• Engine-off No-Idle Operation only

• Ignition Interlock
• Compliments standard sleeper HVAC
• Separate battery bank: 4 Deep cycle AGM
• Alternator requirement-300 amp
• 300 Amp Battery Separator
• Battery Management System (BMS)
• Duct gravity doors
• Vehicle insulation upgrade
323
KIMS Components
• The main unit resides

under the sleeper
bunk and contains the
system’s evaporator,
blower, compressor
and the air filter.
• Since it’s integrated, it

has a very small
under-bunk footprint
to maintain storage
space for drivers.
324
Gravity Door
• The gravity door is
located in the fore/aft
factory duct in the T680.
• This keeps the KIMs
system air from flowing
back into the OE unit.
325
KIMS System Overview
• Sealed Electric
Compressor
• Evaporation Coil
• Suction Line Heat
Exchanger
• Blower Motor Assy.
• Electrical Center
• Serviceable Filter
326
Sealed Compressor
Compressor uses PVE oil
only. Never contaminate
with PAG oil
System can be evacuated

and charged up to 3 times (21
oz or 1.31 lbs)
High Pressure switch

normally closed - will open if
pressure gets too high (non
serviceable)
Thermal limit switch –

normally closed and auto
reset to protect compressor
from high temperatures
327
Evaporator Inlet Filter
• This filter protects the
evaporator coil from dust and
debris. It is washable and should
be serviced periodically during
routine maintenance.
• When necessary, Check Filter

indicator will notify you that the
Evaporator filter must be
cleaned or changed.
• To reset Check Filter: at screen 1

press and hold enter button for
3 seconds.
328
System and Compressor Controller
This device controls the unit and the output

voltage to the variable speed compressor. It is
located under the large access cover
329
Discharge Temperature Sensor
a.k.a. “the Freeze

Switch”:
This sensor monitors
the evaporator
outlet temperature
as it enters the
vehicle duct system.
330
Linear Power Module
This module controls

the amount of voltage
delivered to the
evaporator blower
creating variable blower
speeds. It is located in
the return air in front of
the evaporator coil.
331
Electrical Center
332
KIMS External Condenser
• The condenser is
mounted to the
exterior of the rear
sleeper wall.
333
KIMS External Condenser
• Brushless motor
construction
• Quiet airflow
characteristics
334
KIMS Batteries
Battery
Separator
Solenoid
Four auxiliary batteries are mounted on the exterior of the

vehicle, to power the system in addition to the starting
batteries. 335
KIMS Service Alert
NOTE:
If cables rotate, they could make contact
with mounting bolts!
336
Battery Management System
This device monitors the auxiliary
batteries for state of charge,
communicates with the KIM system
and controls the battery separator
solenoid.
LED light on this device indicates

power to the device and does not
provide diagnostics. Power inputs to
this device are fuse protected.
If one of the BMS fuses blows, the

solenoid will disengage. 337
Battery Separator Solenoid
• This device connects the truck
batteries to the Aux batteries. When
the starting batteries are at or above
13.2 volts, the battery management
device will engage the solenoid to
allow the alternator to charge the
auxiliary batteries.
• When the voltage drops to or below

12.5 volts the battery management
system will disengage the solenoid to
prevent the truck starting batteries
from being discharged below the
engine start level. 338
KIMS User Interface
• User Interface features:

– Default home screen
• Temp set point, mode
– Blower speed control
– Battery “state of charge”

level
339
KIMS User Interface
Icons indicate:
• Fan Speed
• Accumulative hours since last reset
• System error
• Temperature (60 – 85 degrees F)
• Auto temperature control
• Heat manual system mode
• Cool manual system mode
• Check filter – clean or inspect
• Battery health – charge status of

auxiliary batteries 340
KIMS User Interface
• The user interface has a
display screen on the top
and 4 buttons on the
bottom.
• The left button turns the
unit on and off.
• The right button is the
enter button and is used to
select the setting to be
changed.
• The up and down arrows
allow the user to change
system settings.
341
Turning on the system
Turning the system on requires one of these :

• Key switch in the off position
• Key switch in the accessory position
• Note: There is a 5 to 6 second delay when you key
on and back off for system to shut down
completely
The system will not turn on if the switch is in the
IGN (on) position or the engine is running
342
KIMS Operation Tips
• Before operating the KIMS HVAC unit, the sleeper

interior temperature should first be brought to the
desired temperature with the engine running, and the
bunk curtain open.
• The KIMS HVAC system is designed to maintain an
established comfortable bunk temperature while the
engine is off and the bunk curtain is closed.
343
KIMS Tech Tips
• Once the truck is shut down, the driver simply uses

the control panel in the sleeper to maintain
temperature control
• As a safeguard, the system features integrated

power management to maximize cooling
performance.
344
Retrieving Service Faults
• To enter SERVICE MODE: Push both the ON/OFF and

ENTER button simultaneously at any time.
• Display will show service indicator and a code #1 to #3.
Use up and down arrows to scroll through the Fault
Codes.
• DTC 01 - Evaporator sensor open or shorted high
• DTC 02 - Evaporator sensor shorted low
• DTC 03 - High pressure switch open or shorted high
345
KIMS System Overview
346
Battery Power Connector
Make sure you observe correct polarity – If insert falls out the
connector is not keyed and can be installed to Sleeper
harness reversed and cause burning up of the harness.
347
If blown, the auxiliary batteries will not charge!
348
349
KIMS Documentation
• KIMS Operation Manual

• KIMS Service Manual
350
HVAC Certification Exam
351
HVAC Certification Exam
• Online Test Format

• 58 Questions
• 70% Required to Pass
• Open book
• Open PACCAR Resources
(WebECAT, Rapido, etc.)
• Access Test via:
• Eportal
- or –
• Kenworth-training.com
352

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Welcome to Course 304

Kenworth HVAC Systems

Providing knowledge and problem solving

©2015 PACCAR Corporation

• Day 3: Start at 8:00 AM

• Ten (10) minute breaks approximately every hour

• Okay to bring your “stuff” from the hotel on Thursday

• Please put your cell phones on silent, if you must

• Safety glasses and foot protection must be worn

• Introductions and Pre-Test

* Course Outline is tentative and may change.

* Course Outline is tentative and may change.

* Course Outline is tentative and may change.

Class 8 – Heavy Duty, Off Highway: over 80K GVW

Class 7, 6, 5 – Medium Duty

• BTU ( British Thermal Unit )

2. Positive relationship between Pressure and Boiling

Pressure Boiling Point

Liquid Extra Heat IN VAPOR

3b. When R-134a changes from a vapor to a liquid

VAPOR Extra Heat OUT Liquid

Energy can be changed from

4b. When you raise the pressure, you raise the

Quantities in orange do not change! R = Gas Constant

Quantities in orange do not change! R = Gas Constant

Air Conditioning is achieved by the

Sanden compressors Circulates oil and

High Pressure Low

• Jan. 1, 1992 - Must use approved recycling

• Technician must be properly trained and certified

• January 1, 1993 each person must submit a

• Wear Eye Protection when working around refrigerants.

• Liquid Refrigerant can cause frostbite on exposed skin-

• Never expose refrigerant to an open flame - Refrigerants

• Always work in a well ventilated area and use an exhaust

• Require special oil - Either POE (Climate Control

• DO NOT lubricate slim-line seals on T680/T880 and T-

• Require different service tools - (manifold set, recovery

• Requires charging by weight - do not use sight glass to

• Require special hoses - R-134a hoses will be labeled SAE

• Refrigerant HFO 1234YF

• Reusable refrigerant containers must be tested

• R134a containers and tags are identified by a sky

2. Follow the equipment manufacturers recommended practices for use of

Verify the system has a refrigerant charge before recovery to prevent

Evacuate the system to a minimum of 4 inches of Hg.

After refrigerant is completely recovered, measure and replace any

Use only DOT CFR Title 49 or UL approved

R-12 containers are white and R-134a tanks are Sky

Never use disposable refrigerant containers to

Before recycling refrigerant into any approved

To prevent overfilling, fill a container to 60 % of its

2. Connect pressure gauge that calibrated in 1 psi increments

3. Measure the air temperature within 4 inches of the container with an

• Push the charging button or turn the charging valve.

• Close the high side manifold valve.

• Start the truck engine and let it idle @1500 RPM.

• Remove the charging hoses.

• Test the A/C system for proper performance.

Component Oil Charge

Signs that a A/C system is over-charged with oil

• Early compressor failure

• Low side line sweating after evaporator core

• Excessive oil drained when recovering