You need some special tools to disassemble the A6 AC compressor.
On the 74´s original AC compressor clutch the bearing was bad.
The compressor clutch removed. You can see the bad bearing inside which is normally sealed. Some balls were already missing.
The clutch with some remains of the bearings.
The clutch and pulley removed on the original compressor.
My friends Steve and Lucky at work. We also replaced all the O - rings.
Removing the pulley
Removing the pulley from the rebuilt compressor.
There is this one snap ring we just did not have the right tool for. The shop manual lists a special plier for this. After a lot of fiddling we got it out eventually…
The magnetic coils on the rebuilt and the original compressor
Lucky in action
Once the snap ring is out you can turn the coils terminals to the 11o´clock position or the 1 o clock position. On the 74 it has to be at the 10 o clock position, otherwise the connecting wires are too short.
Getting this snap ring out was the hardest part on this job, due to not having the right tool for it.
The terminal at the incorrect position at the rebuilt compressor.
We turned the terminal to the correct position.
We sandblasted the pulley while it was out of the car so that I can repaint it now. Note the original decal! All the available reproduction decals are totally incorrect for the 1974 Cadillacs. The reproduction decals all show the wrong amount of refrigerant! They are also different in many other details. The closest match of reproduction decals for 1974 are the ones from 1972 Cadillacs…
Fusick offers a perfect reproduction of the original ribbed GM heater hoses. The original heater hoses had 5 ribs just like these super nice reproductions.
I re-connected the new heater core to the cooling system and used correct reproduction heater hoses to connect the original heater valve which is still working perfectly. The hose clamps are not the correct ones yet. I think there should be tower style hose clamps which I do not have at the moment. There is still an original one on the bottom of the valve and also one on the other heater hose, thats why I´m very sure that the other two clamps should be tower style as well. I have not found a perfect reproduction clamp yet, but I´m still looking…
The dash removed. The radio is also out for repair.
There are metal clips inside holding the left A/C hose in place. You have to reach in and unclip them.
You will have to remove this support bracket.
Recirculation door - un-plug the orange vacuum hose.
You have to remove these 4 screws/nuts on the firewall. You can access number 4 from underneath the car only. Number 3 is hidden underneath the cables.
The number 4 screw on the cowl is holding a cable clip in place and the other end is the right bottom screw of the heater box - you need a second person with a 7/8 wrench to release it from the side under the car while you unscrew it from inside the car with a 3/8.
Once all the screws are off you can carefully remove the box. You have to slip it to the passenger side to get it out.
The old core in the heater case.
The 1974 Cadillac heater case and heater core. You can see the two mode doors here and on the right is the recirculation door. The thick hose on top is the aspirator hose going to the temperature sensor in the dash.
This is where the old core had developed a leak.
The old core still in place. Note the rubber seals on the tubes of the heater core. You have to move them over to the new core.
The new heater core in place. I got mine from rockauto.com. Its very similar - the only difference is how the two tubes are braced to the core, but that is no problem at all.
Out of curiosity I checked where the old core was leaking, and the leak was pretty obvious as you can see.
I just used two flat screwdrivers instead of this special tool.
The Rheostat when set to the lowest temperature setting shows around 2,5 Ω You can check if it is working with an Ohmmeter.
At the highest temperature setting the resistance is getting lower.
The Amplifier part of the control head is on the underside. Something in here must have gone bad on my control head. I will try to find out what went bad and repair it to have a spare part.
The 67 Eldorado is back on the road for the 2015 season.
I decided to take the transducer/amplifier board out of the programmer this time to see where the problem could be. It can be removed very easily - it's only held in place by 4 screws. Be careful not to turn the gear wheel with the potentiometer though as you would have to recalibrate it again afterwards.
After the board came out, I quickly found out where the problem was. Below is a picture of the removed board:
The transducer/amplifier unit was sitting pretty loosely on the circuit board, and one of the very thin and fragile wires going to the coil was broken, as you can see on the picture below:
When I turned the circuit board around I could see that the soldering points on the circuit going to the transducer and the amplifier were broken and that they no longer were making good contact. That was the reason why the system did no longer work.
The pretty simple solution was to re-solder the 3 soldering points and fix the broken wire going to the coil. I then put everything back together and now have a perfectly working ATC again. These old circuit boards can be very troublesome and I think that most of the time when a programmer goes bad on these 70s cars its probably a fixable problem like this. I was very worried that I would need an expensive rebuilt programmer and I am very glad that I could fix it by myself.
I have no idea though why everything worked when I put the car into storage last fall and how it broke while the car was inoperative…
Check my older post of the MKII programmer to also see the electrical diagram for the ATC system.
A video that explains how this switch works
The original AC system of the 1966 Coupe deVille is now working perfectly again.
Thats the master vacuum switch which was defective.
The rebuilt master vacuum switch.
The programmer as seen through the glove box with the connectors and the plastic case removed
The 1977 / 1978 Eldorado MK II Automatic Temperature Control Programmer
The transducer which caused the problem (the golden part with the single vacuum line going into it)
The transducer is connected to the electrical board through a couple of pins - it was not connected properly and somehow became loose over the years - that was why the system did not work.
***UPDATE 2015 - its not connected with pins but soldered to the circuit board - 3 of this soldering points were broken***
The vacuum checking relay and the electric connectors.
The vacuum power motor
from the 1977 FSM
Trouble shooting guide for when the system works in full AC mode only.
A color coordinated electrical schematic with annotations to describe the various functions of the system.
The new factory correct POA valve. Internally it was calibrated for the use of R134 instead of R12. The expansion valve was also replaced together with the evaporator, condenser, compressor, O-rings, filter-dryer. I did not install a hi/lo pressure switch which would cycle the compressor on and off to keep the car original.
“Sometimes the dash control can be switched to the fog or ice positions to bring the blower motor on and then when it is switched back to auto the blower may stay on and the system seems to work fine until the car is shut off. If the vacuum leak is only moderate there may be enough vacuum to hold the master switch closed once it gets , but not enough to pull it closed in the first place. When the dash control is switched to fog or ice, it assumes the air temperature is cold and that the engine is not yet warmed up, but that the blower is needed immediately for defrosting the windshield. So it supplies vacuum to the master switch through another circuit, bypassing the temperature controlled vacuum switch on the heater core shutoff valve on the right fender well. This source of vacuum is enough to close the master switch.When the dash control is switched back to auto this vacuum source is shut off, but there may be just enough vacuum left from other circuits to hold the switch closed. This routine will work for a while but as the leak gets worse, there won’t be enough vacuum left to hold the master switch closed anymore and the blower will shut off again as soon as the system is switched back to auto.With these symptoms and behavior the problem is most likely the power servo. This is half the brains of the system; the other half is the control panel in the dash. The power servo is controlled by a varying vacuum signal from the transducer. This vacuum supply is a completely separate circuit from that which supplies vacuum to the master switch. High vacuum moves the servo to the maximum heater position, and with low vacuum, a return spring moves it to the maximum AC position. In between these two extremes, it regulates the air temperature door to blend warm air and cool air, and simultaneously regulates the blower speed. It also spins an internal rotary vacuum valve back and forth that makes various connections between the several small vacuum lines on the top. This rotary valve controls the various vacuum motors of the system that operate the AC, heater, and defrost functions. It is this rotary valve that goes bad. l have seen these things visibly warped, and very badly so. It must be caused by engine heat, because there is also one inside the car on the control panel that is moved back and forth by the dash control lever, but that one seldom seems to cause any trouble. A warped rotary valve leaks all kinds of vacuum and the first part of the system to be affected by low vacuum is the master switch; there’s not enough vacuum there to close it and turn on the blower. To verify this is the problem, take some spare vacuum line, some scraps of 1/8 inch pressure line (like for air shocks), and a vacuum T and manually make the connections that the rotary valve should make in the maximum AC position. The connections that the rotary valve makes in various positions are shown in the factory shop manual. Disconnect the black connector with the striped vacuum lines from the power servo. Connect the yellow, red, and purple lines together with a T; also connect the tan and blue lines together and connect the orange and green lines together. If this rotary valve is the one and only culprit the AC will now work beautifully and the blower motor will come on every time, like magic. With the dash control on high the system should be recirculating air and there will be a lot of air noise coming from under the right side of the dash; when the dash control is moved to auto the air door should move to provide fresh air and the system will become much quieter. Of course with these manual connections the system is not fully automatic and the heater won’t work right at all, however this is enough to diagnose the problem.“
So this rotary valve needed to be repaired...
I removed it from the power servo and disassembled everything.
The removed power servo
after opening the cover, you can see the rotary valve in the lower center.
remove one screw and a clip and the rotary valve comes out.
The rotary valve consists of two halves which make the connections - as you can see it was very dirty and rough - and slightly warped.
I started to wet sand both halves with 800 grit sandpaper.
When everything was flat and shiny again I used some 2000 grit sandpaper for a perfect finish.
Looks shiny and flat again
Make sure that none of the ports are clogged - I used compressed air to clean everything.
When you put the two halves together lubricate with WD40 to make sure that when you put them back into the power servo that they are properly held together with the underlying spring.
After I reinstalled them into my cars - almost everything worked as it should. In the 67 Eldorado I still had the problem that in the “AUTO“ position the fan would always be slow - so I knew that the control head in the dash had a problem with the “LOW - AUTO“ switch as well.
In the 67 DeVille the “VENT“ and “LOW“ position still did not work at all...
So I switched the control panels between the two cars and suddenly everything in the 67 Eldorado worked perfectly. I never had such a perfectly working system before. Its like it just left the factory!
In the DeVille I still had no “VENT“ and “LOW“ settings working... So out came the control panels again... (its a pain in the a*** to remove and install them...)
As it turned out the “LOW-AUTO“ switch on one panel was stuck in the “LOW“ position. You can easily remove it and readjust it to work again - sorry I forgot to take pictures. Make sure that all switches on the control head are adjusted properly or they wont work as they should!
So I knew that both control heads were working correctly by installing it back to the 67 Eldorado and the other panel back to the 67 DeVille.
While the 67 Eldorado was perfectly fixed now with everything working as it should - the 67 DeVille was still giving me the problem with a non working “VENT“ position...
I studied the shop manual for hours and could not find what the problem could be. I knew that the power servo was working perfectly now and I knew that the control head was in perfectly working order as well. I verified this once again by switching these parts between the cars once again and everything worked as it should in the Eldorado but not in the DeVille.. I´m really good in switching these parts between my cars now ;-)
I started to look for electric connection problems and finally found out that no electricity was coming out of one of the three power servo connectors, but I did not know why...
After I removed the power servo once again to re-check it again it struck me - one of the pins was slightly bent and the wire connector did not make proper contact. This problem was not visible with the power servo installed in the car. It took me 2 long nights to find this little flaw... I just bent it straight and everything works as it should on both of my 67 Cadillacs. Now I have to recharge the systems and I should have perfectly working AC again... I will also install new dryers and a re-calibrated R134 POA valve before the recharge.
One the one hand the 1967 ACC is very complicated but once you know how it works its pretty easy to fix. The rotary valve in the power servo is pretty easy to refurbish, the dash servo valve is riveted together unfortunately, so its not such an easy fix, but NOS valves are still available at “Classic Auto Air“
The Eldo at the shop.
I took my little son with me to show him whats going on in the restoration shop.
Looking at so many cool cars made little Elliot very thirsty. Here he is having his milk in the shop.
The whole AC unit has to be removed to get access to the evaporator and heater core... The slight surface rust that showed up where the gaskets were, was removed as well of course...
The big hole on the left is where the blower motor is installed.
This is where the AC box usually is installed
You can see how much has be removed just to get to the evaporator and heater core...
I discovered the first issue at the hot water valve
The hoses around the time relay delay were leaking a little bit
For testing purposes I hung a spare master vacuum switch into the car - this solved the problem
The old fast idle diaphragm was leaking and brittle and was replaced with a better one...
The 1967 Cadillac Automatic Climate Control Vacuum Schematic from the shop manual -
1968 is almost identical BTW... Click on the image for a larger view!
Here is a video about the Master Switch that a gentleman posted on youtube
The power servo
The power servo and master switch
The electrical circuit of the Air Conditioning system of the 1967 Cadillac DeVille in a digram
Here is a video about the Master Switch that a gentleman posted on youtube