The Mobile Air Conditioning Society (MACS) talked at its annual convention this year yet again about the debut of the new refrigerant. And while HFO1234yf was the focus of more than one conversation during January's event, there were plenty of other topics circulating that have an impact on the automotive A/C business.
At past MACS conferences, HFO1234yf always was an event to expect sometime in the future. But not now. Is that all changed? Let's bring you up to speed on this move.
It started when the European Commission found that R134a was a contributor to global warming and banned its use as a mobile air conditioning refrigerant, effective with all new model platforms in the 2011 model year. R134a was not banned for use completely; it could and would be continued as the refrigerant of choice in vehicles already on the road. Several contenders were brought to the table for consideration, including one popular with many, R744 (carbon dioxide).
But the refrigerant choice that rose to the top of the pile and became the favorite was HFO1234yf, which also is referred to as R1234yf.
"There may be another refrigerant down the road," Neutronics' Peter Coll told a MACS audience during an open question and answer session. "There is nothing sitting in front of us that we are aware of that has been approved by an OEM. The general consensus is that we are moving forward with 1234yf. The industry would like to have a single refrigerant. It would make (the OEMs' lives) easier. It would make the life of shop owners much easier."
While it is only a requirement in the European Union, the feeling is that we will see a move to the new refrigerant in the U.S. as well.
"In the U.S., there are CAFE (Corporate Average Fuel Economy) credits available for going to an 'environmentally friendly' refrigerant" Coll added. "Instead of having to meet a 37.5 miles per gallon average, domestic OEMs can earn credits for improving other emissions-related areas on their vehicles that can be applied."
There were plans to have several 2013 domestic models appear here in the U.S. equipped with the new gas early in 2012.
"There is a shortage of HFO1234yf which was not originally anticipated," SAE Interior Climate Control Committee Chairman Ward Atkinson told
Paul Weissler, in an article for SAE Vehicle Engineering Online, reports that Honeywell (1234yf's manufacturer) is focusing on delivering most of the available product to Europe where OEMs are juggling production schedules to accommodate supply issues while remaining in compliance with EC regulations.
Atkinson adds, "General street talk is that we might not see sufficient quantities until the last quarter of this year."
But Honeywell also has a contract with GM. The domestic manufacturer intends to use the new gas in its 2013 Cadillac XTS and CTS models in an effort to earn CAFE credits. That should make GM the first to introduce an HFO1234yf-equipped model to the domestic market.
"There are three defined areas we cover. The OEM dealerships will have to have 1234yf equipment in their shops. Independent shops are not likely to see a 1234yf system (while they are still under factory warranty)," Atkinson says. "The gray area is in the collision shops. We know these cars are going to be in accidents. So will collision shops need to purchase the equipment needed to service these systems or will they take care of the cars structurally and then send it back to the dealer to take care of the charging?"
So take your lead from there. If your shop services new cars, expect to make an investment soon in the equipment needed.
First, you'll need a new Recovery/Recycle/Recharge (RRR) machine. These new machines will include many of the features you already are familiar with if you've upgraded your R134a to one meeting the latest SAE standards. An additional feature that the 1234yf machines will require is proof that the gas you are about to recover is, indeed, 1234yf. This is done with either an internal identifier or with an external identifier tethered to the machine by a USB connection. That's another item you might need to add to your shopping list.
What about a combination machine, like we had with R12? According to Tim Wagaman, product manager of A/C tools and equipment for Robinair, "from a purely technical perspective, a 'dual use' unit or a retrofit of an older R134a service machine is possible. But major auto manufacturers have not endorsed either for their networks."
Also, 1234yf is considered mildly flammable, so new machines will include features to minimize risk. "It is essential to use equipment that is specifically designed for the new refrigerant and that has been properly certified," adds Wagaman.
In addition to the RRR machine and identifier, you will need to add a new leak detector to your toolbox. The need to find small leaks is not limited to HFO1234yf. Overall system charges are getting smaller, and even small losses are having more of an impact on system efficiency and longevity. But the cost of HFO1234yf, rumored to be 10 times more than its R134a counterpart, makes repair an economical alternative to continued recharging of a leaky system.
As mentioned, this new gas is considered mildly flammable, but don't expect any concerns over use in the car other than more stringent requirements for the construction of the evaporator core. Where the flammability might be an issue is in servicing the cars in the shop, and storing of the refrigerant. RRR machines will have to meet additional feature requirements, and the SAE standards proposed to the EPA include additional training requirements. Considering all the improvements and changes we've seen in mobile air conditioning systems over the last five years or so, recertification and training for those who've had their EPA Section 609 cards in their pockets for a while might not be a bad idea.
If you have been around long enough to fit in that category, you likely remember the move from R12 (the product that gave us the now-generic term "freon") to R134a.
"Let's make clear here," Coll told his MACS audience. "There is no retrofitting going on here. There is no taking 1234yf and putting it into 134a cars. Economically, it wouldn't make any sense. R134a will remain available (to service the existing fleet)."
And it won't make sense to try and put the cheaper R134a into future R1234yf cars either. But expect someone in the future to try because of the substantial price difference.
If you want more information on the addition of HFO1234yf to the lineup of refrigerants, scan the QR code on page 24 or click on the "community" tab at MotorAge.com for videos of the Coll's and Atkinson's presentations.
Elsewhere in this issue, we've got detailed features on some of the more prevalent topics of concern raised at the Vegas event. Second to the debut of HFO1234yf in production cars was the proper servicing of existing R134a systems, both in conventionally powered vehicles and in those hybrids using high voltage electric compressors.
"Back in 2001 there were a total of four hybrid models available. Today, in 2011, that number has increased to 41 models available and that number continues to grow," Wagaman says.
He stresses a point that can't be repeated enough. The use of the proper oil in the electric compressor is imperative, and it is as important to avoid accidental contamination when servicing the system itself. "With just 1 percent of PAG oil in the system, it can lower the insulation resistance of the compressor from over 10 Megaohms to less than 1 Megaohm."
If you think you had that down pat, along comes Hyundai. "They use PVE (Polyvinyl ether) oil," adds Wagaman. "With the different oils available, keeping it all straight can be a challenge for today's A/C technicians."
Another critical service area that is still causing problems is proper recovery of the existing R134a charge and the accurate recharge of the system after repairs are complete.
"Older RRR equipment is providing a lot of misinformation on the amount of refrigerant going in and the amount of refrigerant coming out," Atkinson states. "With some systems today using as little as 12 ounces (total charge), if you don't extract the refrigerant that is in the system and it didn't properly outgas, well now you've got so many ounces already in the system and then your machine puts in an erroneous number, resulting in an overcharge state."
Even those convinced they can properly charge a system by monitoring system pressures have to realize that it takes very little to exceed the 10 percent window on these smaller systems. It might work fine today, but Atkinson warns that overcharge conditions will result in higher head temperatures and as Dave Hobbs stresses in his article on premature compressor failure, this results in higher heat loads.
They also don't like inadequate lubrication. Too much oil coats the inside of the heat exchangers and reduces their efficiency, and too little leads to heat and premature failure. Using the right amount, following the OE oil balancing procedure and sticking to the weight recommended by the compressor manufacturer and/or OE are critical to provide the professional level of service your customer deserves.
