smuryof

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About smuryof

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    1996 Mazda 626 LX 2.0L Manual
  1. Yes it most certainly would cause the system to not blow cold air. From what I can gather, I don't think anything is leaking. If so you'd probably be to zero on both sides already. The recharge service should have checked for leaks before trying to service it, anyway. I think something is hooked up backwards somewhere. EDIT - To answer your question, don't be afraid to hit up a junkyard or two. But I still don't think you have a leak. Where are you located?
  2. OK - step by step: 1) Connect lines and see what the pressures are, with engine off (or at least no A/C) button 2) Engage A/C and compare new pressure readings This is a decent chart to use for ideal pressures: http://rechargeac.com/how-to/ac-system-pressure-chart If the numbers are closer together with the system off, like 60/90 or 70/80, and spread apart when it is on, then either your gauge is hooked up wrong (maybe the lines are connected to the wrong gauges, somehow?) or your Schrader valves got switched somehow. (The low / high should only connect to their own port, they are different sizes, as I am sure you already know.) If the opposite is true - you might have hooked up the lines backwards on the compressor when you put on the replacement.
  3. Do you recall what the numbers were before the AC button is pushed?
  4. Did the numbers change, or at least twitch, on the gauges when the compressor kicked on and off? I'm assuming that the compressor is engaging / disengaging periodically during the test with that question.
  5. What was the ambient temperature when you did this check?
  6. If it didn't work at all, and/or you had leaks, I would agree a shop is best since it would require draining / filling & that's ultimately bad for the environment. However, since you get *some* cooling at high revs, your system is probably just a little low and needs to be topped off. If you want to do it yourself, you'll need an r134a manifold gauge set, with both high and low (blue and red) gauges. You can get a set for roughly $60 or so, and then also a can or two of r134a. There's lots of videos on how to do this, but basically you would hook the gauges up to your high and low Schrader valves (located on your A/C refrigerant lines in the engine compartment, passenger side and behind the radiator.) Then you'd watch the numbers on the gauges as you run the system, and slowly add refrigerant until the numbers are within spec. The specification of perfect high/low pressures is widely available and should be universal to all r134a systems. Whatever specification you use should be relative to the ambient outside temperature: http://rechargeac.com/how-to/ac-system-pressure-chart Here's a decent, well written article explaining the various components of your typical automotive a/c system: http://auto.howstuffworks.com/automotive-air-conditioning.htm Give that a read, it'll take you about 15 minutes to get a good understanding of the system, and you'll be well prepared to understand the DIY approach. The key is to get the numbers within the right range as closely as possible. If you are under, obviously it won't run well. But more is definitely not better - if you put too much in, it will also run badly or not at all (and possibly spring a leak.) If you read the article above, explaining the system, you'll understand why - the refrigerant has to be able to revert to gas form. If you nail it and get the numbers perfect, you'll be rewarded with some nice, cold air from your system. It's not all that hard and kinda fun to do, actually. And once you know how to top it off correctly, you'll be prepared for that eventuality if your system runs low again.
  7. If you unplug the sensor, can you get by? Does it make a difference in how it runs? I *think* the ECU will revert to fail-safe operation if it does not detect a TPS... I could be wrong. It could be worth a shot unplugging it though
  8. Kind of obvious, I know, but if you want to spend the time to make sure it's the injector, you could swap for another cylinder and see if the trouble moves to the other cylinder. +1 to the compression test - great idea. Also if you have an air compressor, you might consider investing in a leak down tester. I found one for ~$30 on Amazon. It's easy to use and will tell you where low compression is coming from. If it's a valve on cyl 4, that could be the culprit. "Leak down tester" is a fancy name for a gadget that will shove air into a cylinder (thru the spark plug hole) and then you can listen to various parts (exhaust pipe, intake duct, oil filler plug, radiator filler neck) for hissing air to let you know what part of the engine is leaking compression. Exhaust pipe = exhaust valve leak, intake duct = intake valve leak, radiator = head gasket, oil filler hole = worn rings (that's where mine was.) I had low (-30%) on two cylinders (again, worn rings) - yet the car still runs pretty great - so don't freak out if your numbers are a little bad, it can happen with age and doesn't really mean you have to do a rebuild. If it's pretty low and it's coming from a valve or head gasket, though... that's another story.
  9. Straight weight 30 or 40 is much different than 10w30. I suggest reading up on it a bit. Are you sure you're not supposed to be 5w30? I have a 1996 626 and it's 5w30 all the way.
  10. Two separate issues: 1) No cranking when turning key - assuming your solenoid is good (you say you replaced it) check wiring between ignition switch and solenoid, check for +12v at the solenoid. 2) Crank but no start - look for spark and fuel, lots of tips on here for that procedure. But you have to fix #1 first (obviously)
  11. What year is yours? I'm seeing quite a few 626's down here in the Metro Detroit area. I'm in Clinton Township, myself.
  12. Where are you located?
  13. I don't know if we're allowed to advocate products on here - but Harbor Freight sells a cheap timing light that works just fine. Your symptoms sound exactly like mine when I was ten degrees off on timing. Bring a paperclip and do it in the parking lot on the spot :) Resistance check for the primary and secondary coils is super easy and only takes a couple minutes. Let me know if you need a reference to the workshop manual for it, you can find links to it in other threads I've responded to also.
  14. I agree, that makes no sense. Something's missing from the picture. Plus, compression doesn't suddenly fail. You should have had plenty of poor running symptoms before that point, if compression was really that bad. I don't think there's anything more I could say unless I were able to actually see it myself...
  15. Well, if those are your compression readings and they are in PSI, and you're doing it right (seven or eight turnovers, wide open throttle, per cylinder tested) I hate to say it but those are horrible readings & seem to indicate some sort of catastrophic failure. You should be getting upwards of 140+ PSI per cylinder. Mine reads 141, 128, 137, 145 & that's on a 240K mile engine. Sorry about your situation. I really hope it's something fixable. Best of luck!