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Discussion Starter · #1 ·
Grand daughters 2014 chrysler 200. Had the clicking sound on the right hand side. My daughter and her daughter attempted to replace the actuator. They were not successful. I finished the job Saturday. Went to test and the compressor will not come on. Checked ac pressure it is good. I can’t find the the wire coming to the clutch magnet. Where the heck is it. The compressor worked before the actuator change. I replaced the ac pressure switch.
 

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2016 Chrysler 200 S, 1998 Sebring JX
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This is a 2.4L? The DkBu/Yl wire should be there if you remove the RF wheel and inner fender splash shield.
You replaced the 3-wire A/C pressure transducer in the discharge line also?
The HVAC door actuator and compressor clutch are on 2 seemingly unrelated circuits.
 

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Discussion Starter · #3 ·
Ok I finally got a bunch of the plastic out of the way. I cannot turn the outer hub on the compressor. Assume that means the compressor is locked up.
 

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The inner hub should freewheel. There will be some resistance as it is rotated.
It should not turn stiffly or not at all.
The outer hub is the belt pulley and will only turn with the engine.
If you start the engine and turn on the A/C, you should hear and see the clutch engage.
Usually when a compressor seizes, it will smoke the clutch and make a (horrible) noise.
Any sign of excessive heat or burnt odor?
 

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Discussion Starter · #5 ·
Ok the ac compressor is locked up. I will be replacing it the drier and condenser where is the office tube or expansion valve.
 

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2016 Chrysler 200 S, 1998 Sebring JX
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You may want to reclaim the refrigerant instead of dumping it. If the compressor has sent material into the discharge line, you will want to replace that as well. You will need to pull a vacuum and evacuate the system before recharging it.
Do you have access to refrigerant-handling equipment and training?
The orifice valve is located in the liquid line.
 

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Discussion Starter · #8 ·
I have all the equipment and have done ac work for years. I just don’t know Chrysler. I will have my lift open tomorrow.. will get it on there and see what is going on..
 

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Discussion Starter · #9 ·
The compressor was bad. I ordered the complete system, compressor, drier, condenser, lines.
Just an FYI there is no wire going the clutch as we are used to knowing it. Only wires going to it are the two that goes to the flow control connector at the rear of compressor. No blue/ yellow. That has a green/ white and a black. Not sure how this system works. It looks like the compressor runs all the time and the flow control valve controls how much refrigerant is getting to the evaporator.
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This must be the 'always-on' VDC. They can change the piston stroke electrically. I had one in the Caliber.

VARIABLE DISPLACEMENT A/C COMPRESSOR


2.4L 5-passenger models use a Denso 6SEU16 clutchless, variable displacement swashplate type A/C compressor (1). This A/C compressor has a total displacement of 160 cubic centimeters (9.7 cubic inches) and a control valve (2) and a high pressure relief valve (3) located on the back cover. The A/C compressor is secured to the engine with three bolts.
A label identifying the use of R-134a refrigerant and ND-8 PAG oil is located on the A/C compressor.

VARIABLE DISPLACEMENT A/C COMPRESSOR




NOTE:​
Typical variable displacement A/C compressor shown.​

The Denso 6SEU16 A/C compressor is a Variable Displacement Compressor (VDC) which is driven by the engine through a drive hub (1) and pulley (2). This A/C compressor does not require the use of an electromagnetic clutch, as the compressor uses an integral control solenoid (3) to reduce or increase the stroke of the five pistons (4) within the compressor by automatically adjusting the angle of the swashplate (5).

The A/C compressor draws in low-pressure refrigerant vapor from the A/C evaporator through its suction port. It then compresses the refrigerant into a high-pressure, high-temperature refrigerant vapor, which is then pumped to the A/C condenser through the compressor discharge port. The A/C compressor is lubricated by refrigerant oil that is circulated throughout the refrigerant system with the refrigerant.
The A/C compressor is controlled by the Powertrain Control Module (PCM). The PCM calculates compressor displacement required by A/C system load and demand by monitoring vehicle speed, A/C high side pressure, engine speed, evaporator temperature, accelerator pedal position, ambient temperature and A/C-heater request signals. The PCM then sends a Pulse Width Modulated (PWM) signal to the A/C compressor control solenoid to increase or decrease refrigerant flow through an orifice located within the compressor housing. The amount of refrigerant allowed to pass through the orifice in the compressor determines the head pressure which controls the angle of the swashplate, which in turn, determines the amount of compressor displacement. When there is no demand for A/C, the swashplate is adjusted to nearly a zero degree angle, which removes compressor torque drag from the engine. When a greater displacement is needed, the PWM duty cycle is higher and when a lesser displacement is needed, the PWM duty cycle is lower. Maximum duty cycle is 100% making the displacement the maximum the compressor is capable of producing. Conversely, minimum duty cycle is limited to approximately 11% of compressor displacement capacity.

This A/C compressor will reduce the displacement of the compressor based on ambient air temperature. For example; as the outside temperature falls from 27° C (80° F) to 19° C (66° F), the amount of refrigerant flow required through the A/C orifice tube to keep the A/C evaporator cool becomes less, and the swashplate is adjusted to a lower angle, which reduces compressor displacement. However, due to the lower outside air temperature, panel air outlet temperature will not noticeably change.

CAUTION:​
Do NOT run the engine with a vacuum pump in operation or with a vacuum present within the A/C system when equipped with a variable displacement A/C compressor. Failure to follow this caution will result in serious A/C compressor damage.​


CAUTION:​
Be certain to adjust the refrigerant system oil level when replacing an A/C compressor. Failure to properly adjust the refrigerant oil level can prevent the A/C system from operating as designed and can cause serious A/C compressor damage.​


NOTE:​
The compressor drive hub and the pulley and bearing assembly can not be serviced separately from the A/C compressor. In the event of drive hub or pulley and bearing assembly damage or failure, the A/C compressor, drive hub and pulley and bearing must be replaced as an assembly.​

The A/C compressor cannot be repaired or adjusted and must be replaced if inoperative or damaged. If an internal failure of the A/C compressor has occurred, the A/C accumulator must also be replaced.
 
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