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APAds Air Conditioning Protection and Control System

Technical Help Frequently Asked Questions

Subject Areas Covered:

A. WHAT APAds DOES / HOW IT WORKS
B. READING BLINK CODES
C. MISCELLANEOUS TROUBLESHOOTING QUESTIONS
D. FAN OPERATION & SYMPTOMS
E. PART NUMBER IDENTIFICATION & CROSS-REFERENCE
F. K7 FAN TIMER KIT

A. WHAT APAds DOES / HOW IT WORKS

1. What is APAds doing for me?

APAds prolongs the life of your air conditioning system components and reduces A/C
maintenance costs. The APAds system:
Prevents rapid cycling of the compressor clutch due to high- or low-pressure
conditions.
Prevents rapid cycling of the engine fan at idle.
Prevents compressor clutch from slipping due to low voltage.
Relieves stress on starting system by holding A/C off for 15 seconds upon start-
up.
Lubricates A/C compressor and components year-around by cycling clutch for 15
seconds at start-up.
Shows fault code indicators of potential problems with A/C system to aid in
troubleshooting.

2. Why doesn't my A/C (clutch) turn on when I turn on the vehicle?

This is “Start Delay,”which keeps the A/C off for 15 seconds after power up. This
relieves stress on the starting system by assuring it doesn’
t have to crank the A/C
compressor, too.

3. How are A/C systems different? What is CCOT? TXV?

CCOT (Cycling Clutch Orifice Tube) uses an Orifice Tube/Screen or restrictor tube to
meter liquid refrigerant into the evaporator. The CCOT system operates by spraying
liquid refrigerant into the evaporator tubes, where it expands, turns into a gas, absorbs
heat. The A/C compressor is cycled on and off as necessary by the low pressure switch.

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 CCOT systems also use an accumulator instead of a receiver drier for refrigerant storage.
You will find this system on passenger vehicles, Ford/Sterling, GMC trucks and Peterbilt
trucks.
TXV (thermal expansion valve) systems use an expansion valve to change the state of the
refrigerant from a high pressure gas to a low pressure liquid into the evaporator. The
A/C compressor is cycled on and off as necessary by the thermostat (T-STAT). You will
find this system on Volvo, Mack, Kenworth, Navistar, Freightliner and Western Star.

4. Why don't we use pin position #6 in the 6-pin connector? Can I use it?
We have 10 possible slots between the two Deutsch connectors, we only need to use nine
of the slots. Number six is the slot we do not use.

B. READING BLINK CODES

1. How do I reset the module to cancel the blink codes?

Cycle the ignition 4 times, one second on/one second off (Mack vehicles: one second
on/five seconds off).

2. I have 4 red blink codes. What do I do?

This code indicates a wiring fault. You will get this fault code if any of the following
occurs:
a. A pressure switch is disconnected from the control module
b. A connector to either pressure switch is not seated correctly
c. A break in the harness between the control unit and either pressure switch
d. Use of a pressure switch not made for the APAds system.
After checking the wiring, reset the control module by cycling ignition four times as
described above. If the module does not reset after a few tries and all wiring has been
confirmed as OK, replace the control module.

3. I've tried to fix this 4 blink problem. It works for a while, and then goes back to 4
blink code.
Refer to question B2. If the system is operating normally for a period of time, the
problem is likely an intermittent wiring issue.

4. System & module seem to work fine in the shop. Out on the road, the A/C cuts
out. 3 blink code.
A three-blink code is generated by a break in the electrical connection between the output
of the control module and the air conditioning compressor clutch. An apparently
intermittent symptom can be caused by the following:
a. A partial break in the wiring between the module and the clutch.
b. A poor ground connection for a single-wire clutch.
c. High or variable impedance (resistance) in the A/C compressor clutch
d. A voltage regulator that allows voltage fluctuations of more than two volts

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 These problems are more common with single-wired clutches. We recommend that an
external ground wire be added from the body of the compressor to the ground post of
the alternator.

5. I have a fast green blink code. What should I do?

This indicates that the control module is sensing less than 11.0 volts. Check the module
unit by checking the voltage between pins 2 and 4 (CM-813) or pins C and F (CM-814)
when the module is connected to power. If voltage reads less than 11.0 volts, the
batteries need to be checked. If the voltage is above 12.0 volts, the control module may
need to be replaced.

6. I have a blink code. I reset the module and the blink code comes right back.
This is probably an indication that the A/C system is experiencing a recurring problem.
Check the blink codes and follow the troubleshooting flow chart to identify any system
problem. If no problems are found, the control module may need to be replaced.

C. MISCELLANEOUS TROUBLESHOOTING QUESTIONS

1. How do I reset the module?

Cycle the ignition 4 times, one second on/one second off. (Mack vehicles: one
second on/five seconds off).

2. I replaced the low-pressure switch, and the charge level is fine. I still get a low-
pressure blink code.
Has the control unit been reset?

3. The clutch isn't getting any power. What do I do?

More information is needed. What are the LEDs showing?

4. I've tried to fix this. It works for a while, and then goes back to 4 blink code
Refer to question B2. If the system is operating normally for a period of time, the
problem is likely an intermittent wiring issue.

5. I replaced the low-pressure switch with a Texas Instruments switch. The system
still won't work.
The APAds system will only operate with Index pressure switches designed for the
APAds system. They contain an internal resistor, which allows APAds to detect open
wire faults. Without this resistor, other pressure switches appear as open or shorted wire
faults to APAds.

6. I disconnect the wire from the module to the clutch, and I read no voltage at the
connector on APAds harness end.
The unit is designed to have a load on the output. If you try to check the output voltage
with it disconnected from the clutch, no load will be present and a fault could occur.

7. What scale (range) do I set my ohmmeter on to check the impedance?

Use the Ohms scale. Impedance is similar to resistance.

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 8. What does "VBAT" refer to on the troubleshooting diagrams?
Vehicle battery voltage

D. FAN OPERATION & SYMPTOMS

1. The engine fan doesn't come on.

The APAds control unit sends a signal to the ECM to turn on the engine fan when the
high pressure switch switches. This brings the A/C system pressure down to a proper
operating level.
If the fan is not coming on when it should, disconnect the six pin (CM-813) or the 10 pin
(CM-814) connector. If the fan comes on, the problem is in the control unit. If the
engine fan doesn’ t turn on the problem is either the engine ECM or the fan clutch
solenoid valve.

2. The fan is always on.

The APAds control unit sends a signal to the ECM to turn on the engine fan when the
high pressure switch switches. This brings the A/C system pressure down to a proper
operating level. Troubleshoot in the following sequence:
a. With the ignition switch OFF, disconnect the six pin (CM-813) or the 10 pin
(CM-814) connector. Run a ground wire to pin 3 on a CM-813, or pin G on a
CM-814. Turn the vehicle on. If the engine fan is running, the problem is NOT
the control module.
b. If the engine fan stays off, check the resistance of the high pressure switch. If the
reading is not around 2.49k, replace the pressure switch and recheck. If the
pressure switch resistance does read about 2.49k(OK), replace the control
module.

3. Why does my engine fan turn on when I first start up the vehicle (or about 15
seconds later)?
If the engine fan turns after 15 seconds and the A/C compressor clutch doesn’ t engage,
the problem is that the high pressure switch has failed in the open position.

4. Why does the fan stay on so long?

To prevent rapid cycling of the fan clutch at idle, and thereby increase the life of the fan
clutch.

E. PART NUMBER IDENTIFICATION & CROSS-REFERENCE

1. I can't tell whether I have an APAds CM-813 or CM-814 module.

The CM-813 has gray Deutsch connectors. The CM-814 has a black ten pin Metri Pack
connector. The label also indicates the type of control unit you have.

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 2. What's the difference between ECM and STD versions of APAds? Is one better
than the other?
The STD (standard) version will control the period of time the engine fan is due to high
air conditioning head pressure. The ECM version defers the fan timing control to the
engine control module (ECM). The two cannot be interchanged without affecting the
period of time the engine fan stays on. One is not better than the other -- it is only a
matter of preference by the OEM.

3. Why can't I use a Texas Instruments pressure switch as a replacement?

The APAds system will only operate with Index pressure switches designed for the
APAds system. They contain an internal resistor, which allows APAds to detect open
wire faults. Without this resistor, other pressure switches appear as open or shorted wire
faults to APAds.

4. I have an 8042103. Can I use an 8042105 instead?

The difference between the two modules is the fan timing. The 8042103 will control the
period of time the engine fan is on due to high air conditioning head pressure. The
8042105 will defer the fan timing to the engine ECM. The two cannot be interchanged
without affecting the period of time the engine fan stays on.

5. I have a Peterbilt. Which APAds unit do I use?

The correct module is the 8042123 (CM-816). This unit uses a different low pressure
switch and the settings in the control unit are slightly different.

6. I took off a CM-813. Can I replace it with a CM-814?

No, the connectors are different and the output to the clutch is different.

7. What's the difference between CM-813 and CM-816? Are they interchangeable?
The CM-813 is designed for TXV systems, the CM-816 is designed for CCOT systems.
They are not interchangeable.

8. I have pressure switch #X, can I use pressure switch #Y?

Pressure
Index Part No. Customer Part No. Interchangeable with:
Setting
8040135 300/260 - 8040147, 8040151, 8040177
8042136 34/10 - 8040148, 8040152, 8040178, 8040189
8040147 300/260 Volvo 3939317 8040135, 8040151, 8040177
8040148 34/10 Volvo 3939316 8040136, 8040152, 8040178, 8040189
8040151 300/260 Freightliner
8040152 34/10 Freightliner
8040169 34/12 - -
8040170 34/12 - -
8040171 365/300 - -
8040172 365/300 - -
8040177 300/260 - 8040135, 8040147, 8040151
8040178 34/10 - 8040136, 8040148, 8040152, 8040189
8040189 34/8 - -
8040193 365/300 - -
8040194 47/25.5 For CCOT systems -

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 Pressure
Index Part No. Customer Part No. Interchangeable with:
Setting
8040210 365/300 - -
8040279 365/270 - -
8040304 34/4 Volvo 20437760 -
8040308 335/245 Mack 1MR3594M -

9. What APAds module part numbers are interchangeable, if any?

Index P/N Type Fan Setting Customer P/N Interchangeable with:

8042103 CM-813 Standard - 8042106
8042105 CM-813 ECM - 8042107, 8042121
8042106 CM-813 Standard Volvo 3939314 8042103
8042107 CM-813 ECM Volvo 3939313 8042105, 8042121
8072108 CM-813 30 Second Volvo 3939315 -
8042114 CM-812 None - 8042124
8042121 CM-813 ECM Mack 8042105, 8042107
8042123 CM-816 Standard CCOT Ford, Sterling -
and Peterbilt
8042124 CM-812 VF/DD* - 8042114
8042132 CM-814 Standard Volvo 20357742 -
8042133 CM-814 30 Second Volvo 20357741 -
*VF/DD = Viscous Fan Clutch or Direct Drive Fan. APAds gives no fan timing output.

G. K7 FAN TIMER KIT

1. How do I install manual override for a K7 kit?

(The K7 kit was the predecessor to APAds, and can be found on some older truck
models).
Harness part number 8038028 needs to be purchased. It is plugged in-between the K7
kit harness and the solenoid value. The loose end with the boot goes to one end of a
toggle switch, the other end of the toggle switch goes to a switched 12 volt power source.

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