All right, this is going to be interactive. It's just not me doing it guys. So what we're gon na do on a typical rack words. Now the commercials were never this high.

So a little bit of benefit we've already gone through and broke all the bolts for you and Randy. It's already drained, although also give it a round of applause for Andy cuz, that's a real pain in the bud. I've seen it where it's poured out afterwards. Typically, here's the method to the madness I'll start off with the heads so, depending on how many I have we're gon na go through we're going to take the heads off look at the valve plate, take the valve plate off and when you take the valve plate Off you got to be real, careful about the gasket just sometimes, and you know, if I don't have a hammer I'll technically just use the head to kind of hit it.

That's all you got to do you'll hit that valve plate when it's coming off. You want to feel as if you're actually tearing that gasket or not, because some of the slug that I talked about earlier remember it could be a liquid that could slug it. It could also be oil from Bubba, but sometimes the slug may not just be busting. That Reed it give it just a busted or broke through the gasket.

That's one of the I'm talked about when you take that valve plate off. If it's actually, when you take it off for some of the gaskets missing, you got to make sure you thought ahead of time. Did you rip it off or was it gone to begin with? So the first thing we're gon na do is we're gon na take the the head off this one, so we got a 3d and it's just the bolts on the outside. So if you get an impact wrench, this does not take very long.

Of course, if you're pumping the system down and you're gon na take the heads off or you're gon na, take it out of anyway, I want you guys to take the extra 15 minutes 20 minutes to take these things apart. What you're gon na find out? It's gon na be invaluable because you could actually be troubleshooting this thing in correctly. Okay, so you know you got the temperatures and the numbers I told you about inside is always worth a lot more. Do we have a hammer anywhere nearby, so I'm gon na? Take this off it's going, while he's grabbing that we're gon na take the heads off so talked about that so, depending on the time, because you'll see a lot of things on top and this, we will typically see the overheat situation.

Next thing you want to do is take the oil pump side off, not the motor end, because it's a refrigerant cool, compressor. Okay, so the vowels are on the you know this side of NASA that refrigerant cool compressor. This is like a little K body. You see like in 7-elevens on the ice-cream machines.

The valves would be on both sides of the head. That's a air-cooled compressor! That's when the liquid fridge! What's even worse, so we may need a bigger one. Okay, okay, see how it's kind of cracking a little bit. All right, so, let's go put this over here eat before I look at the valve plate.

What I want to do is look over here. Let me come around this side. I've got oil up here and sometimes now we've transported these things. So you don't know why.

They're oles up here, you really shouldn't probably see this much oil, but that's probably just from bouncing around first thing I'm gon na do is I'm gon na feel the inside of the cylinders. If there was like the Rings got worn out, they would get on top of the Pistons and you think about that piston going up and down it would look like a cat got in there with just clawed on the sides. All right. So you know you've, probably worn out the ring somehow so I'm feeling on the inside I'm also looking on top of the Pistons.

You know if there was debris in there again remembered me talking about the suction filters. I don't want contamination there's. Another reason why I don't want that in there: I don't want it on top, so you're looking at it - and this looks pretty clean means it's actually shiny - I'm not used to seeing this and forward applications. So next thing I'm gon na do because I can't really kind of push the pistons yet until I take this off, because we will want to rotate the crank and see if the Pistons move.

If you look at the valve plate you're looking at the again, this is the suction read on this side. You guys can see on this side. So, what's going to happen, is through the valve plate. This suction rate is going to pull up like this, because it's upside-down allow the gas to come into the cylinder.

It's gon na push out through the the discus, basically right here and that's the discharge. So what I'm looking for here is first thing is color, but notice it was brown and black, but I just wiped it notice. It got clean okay, so that tells me that it's not actually overheating. It's just the oils, gotten discolored, so big difference.

Okay, so may just there's contamination and system, but it's not necessarily overheat. Now, if I wipe that and the rings are still brown and black I'm in the overheat category, so remember you got five things on that PT chart that I gave you so I'm already kind of. I would if it was brown a black, I'm looking at the bottom to overheating or loss of oral, but now I've got plenty of oil. No, all I see is actually pretty clean, so it's not loss of oil and I'm not seeing overheat so more Takano at this point, starting to illuminate two out of the five.

That's all I'm doing it's a process of elimination. So let's go and go to the motor in because this is where most of the action is usually it. Now most of these are going to be 9/16. Some of the the ones on the N are going to be 3/4.

So it's really the two sockets. You basically got to have to get these things apart, so the old pump, with the exception of the the bypass port on that one, may give you a little bit of a fit to get all these bolts off. It really doesn't take much time, but the idea here is I'm going back to that flood back is what I'm thinking about this one, because remember if I got flood back how much superheat do I have zero? That means I got liquid and if liquid comes in to this body, it's gon na get picked up by the old pump when the old pump picks it up gon na, send it down the crankshaft right and the further I get away from the old pump. The lesser won't go to half so by the time I get to the motor bearing which is over here, it's gon na be pretty much liquid, so I'm not really lubricating.

So that's when you have the motor bearing oh good catch boy, so you're taking this off and I'm not even looking looking there yet, but you got a flashlight get it ready. I'm gon na feel right inside here, you're, seeing if it's actually worn out. So it's just a feel thing or see depending on the light situation, and it looks pretty good, I mean so far. This compressor is looking pretty good, so it's sitting over here, I'm gon na feel the crankshaft and there's a spot on here where I can grab and you can look at the pistons.

So are they moving in sequence because a lot of times, if it's been a flood back and something actually broke, it will be moving and one wall and there's no rhyme or reason and the other three could be broken. It just depends on where the liquid win is so you're looking to see if all three are moving and if it's easy to move, because if you're doing this in the field, it should be able to move now, these things have been sitting around in a warehouse. This ain't could get rusted up and it's actually pretty tough to break it. Sometimes, when I do these classes, but this is actually pretty good movement.

What I would do anybody got flashlights on them by the way what you're gon na do. Next, you look down on the bottom and you're kind of you're doing a couple things you're doing a couple checks here, so I'm looking at the condition of the oil and sometimes it's green. Anybody know why it's green. I leak detector, exactly okay, always kind of joke.

With the guys, it's not mold, it's actually leak detectors that tells you someone had a leak somewhere. That starts making me think about h2o all right. So that's something I'd be looking for. I'm also looking for parts because, if something a little broke off, you're gon na see it in the bottom.

So you kind of do a thorough check and I see nothing except the body and clean oil. Okay, here's the thing on flip back! Let's say this is looking clean next out. Remember, I was telling you guys about shaking hands with the crankshaft. This is what I'm talking about when I grab this okay, I can do that.

So that's horizontal he's gon na have a little bit of plate. Remember what I told you about vertically how much tolerance zero, so this is not because I did push-ups last night. If I grab this and I'm able to move this, no wait a minute. There's no problem! Now! Here's what's gon na happen.

You guys can do this. You're gon na grab that and if you feel any plane I don't hit, I don't feel or hear any clicking. So this is that that just barely got over the line. So what's happened is this: had liquid refrigerant, zero slippery right came in shoots it down the gap.

It goes through. The crankshaft gets back here to the motor, bearing I'm repeating myself, but for a reason - and it's gon na wear out that bearing K is that crankshaft is rotating through eventually metal shavings come off and it creates an air gap that makes this kind of move like This and the motor, bearing that's why I'm able to lift this end of the crankshaft up? Okay, I'm making kind of like a lever which is gon na. Tell me when I take this end off good chance. I'm gon na see little pieces of metal.

So probably what happened is this guy will leave the whoever's guilty anonymous on the stack right here? It probably was a short to ground. I would bet 20 bucks, the guy so a shorter ground. He just changed out thing. There's electrical failure.

He has no clue. He has a superheat issue right now, yeah he's doing I mean he's gon na meet her and find out that it's electrical problem pull straight up. You feel to see the Pistons movement to not not rotating pull straight up; okay, he did its push-ups. Last night too.

I want you guys to know this, because this is a big deal see you see how that Pistons coming up and down that should not go up and down at all, so think about this. This guy's shorter ground gon na replace the compressor what's gon na happen. He's got liquid coming in, what's gon na happen to mass compressor. Is this a cheap compressor? No, this is where I want you to get away from the symptom and get back to the root cause, and I use the analogy of.

If I go to a doctor, I got a call, he could give you cough medicine and get rid of the call, but the call could be caused by a virus or bacteria. Now, if it gives you antibiotics for back Karia, he fixed the bacteria and he fixed the cough. I need you guys to fix the root cause. So in this case, unless you took it apart, you would not know unless you actually checked super heat and other things.

Okay, this is not happening now right. So, okay, if you, if you didn't know why it broke when you put a new compressor in you're gon na, take those measurements and make sure it's right exactly. Okay, now, there's no problem! That's why I gave you the numbers, because on a scroll you can't take it apart, but I still need you guys to check the numbers, so a minimum of 20 degrees coming in right here. Okay, the suction valve, would be sitting right here.

I want 20 degrees. That's a temperature difference. Remember! Okay! So when somebody asks you hey did you take the super heat? You say? Yes, it was a number and I took it at a location, inlet of the compressor, because if you tell me, you have 20 degrees of superheat at the evaporator say you said yeah, it was cold in that room when I took it, I'm gon na be like You have 20 degrees inside the evaporator. You've got a major problem that that coil is barely doing any refrigeration at all.

The gas is flashing off on the first couple passes. 20 degrees is good here and above don't get above 40. Okay, I'm up 40! That's when you need to be checking out the discharge temperature, okay again, what's that number six inches out right and coming in, I want to be what and below 65 so again on a scroll. If you can't take it apart, you don't have time, but you do have time to pick gauges on okay, you check those three things.

That's really the primary thing out of this class is the superheat return gas discharge line temperature, those three things: you should be able to do every time and you need to be putting on your paperwork or on that troubleshoot sheet, that I have that's how you do It if you don't have time to actually physically take it apart, but this is the one thing you would not have known that if you do have time, take the heads off, or at least one of the heads we're up through the other one but check that Crane so since we've got that, let me go and take this one off. Let's just happen to see, if there's any metal particles, and typically it's not always - I mean it, may end up looking clean. So what I'd be checking on this side? I don't really feel it, but two things: the obvious you're looking at the the windings you're, just making sure that nothing is discolored, okay, because it could be on its way to overheating. So typically, the lamination be first thing straps.

The second thing smokes third thing on motors, but what I'd be doing? In some cases, the motors kind of embedded inside the body - this style its external, but I'm still able to feel down here and I'm just kind of seeing if I can feel any metal parts, I'm not, but that's why I did the oil pump side first. Sometimes I don't even take this end off, because that already told me what the problem is actually by the time I did the shake in two hands. I'm done, troubleshooting put it back together. You now know what to go do and what to get so that one's clean, I'm just gon na turn over here and gon na ask the question: what do you guys see? Okay, we don't make bow plates in this color.

Okay, maybe a rebuild, or does I don't in this case, I am gon na try to get develop laid off. So one look at the bottom. Actually, that's actually pretty clean compared to the discharge side, but again same thing: you want to wipe out look at their most of that blacks coming off, so the oil was in bad condition, but it's actually not it's not baking on there too bad. So I'm bored lying on overheat.

That's why it kind of made me think when I turned it over, why was so shiny because that's actually wiping off so that's actually more the oil than it is actually overheating. Okay, so someone needs cleanup. They're. All basically reads are in place.

The discus puck is in place dealing with by the way there was a rash of pucks. They had problems. Okay, I can put that on the record if you're running devout played since missing the puck call me they're older compressors, but there was a problem at the time. So you're always one reason to take the ball plates off and take a look on the bottom side.

You want to check for that so now. I've got this and then go ahead and take the old pump, so I'm taking the oil pump and off that feels a little gritty. Okay. Actually it is gritty okay, so I don't know if that's contamination or metal particles.

Okay, that's the question. You got to kind of figure out so kind of the same philosophy. We've got one head off looking at the top of the Pistons, I'm feeling the inside of the cylinder wall. That's smooth top, it's smooth, okay, so the rings are not worn.

They're, not contaminants on top I've eliminated that which is pretty quick and common. I'm gon na get in here loves not taking this head off, I'm still gon na rotate and see if these two Pistons are actually moving. We got time we'll take this other one off, but I'm just kind of checking and it's actually not rotating very smoothly like I feel something it's dragging yeah yeah and that's what's got me. Thinking like this is the almost all I got sand in it, which may be all throughout this thing, so, of course, out of the gate, I'm gon na grab this I'm going to make sure well, I've got no play that way.

That's weird: can y'all hear the clicking on that one yeah, that's a little bit more than an air gap. Look at here, the old green and I see pieces of metal down on the bottom, see pieces of metal down there. So that's kind of why it's dragging it's apparently something's shaved off somewhere. If you really want to get into this, we would actually flip it over and take the bottom plate off.

Oh yeah, but it's a lot more work to do that and it's not really necessary. So there's pieces in there. I don't see any major parts missing, but the middle came from somewhere again when I grab this crank and it moved up and down. What's the first thing comes to mind, bearings and then route calls the problems flood back, which means I had how much superheat zero.

So the first thing you got to get on to on the next when you put the next compressor in, is resolving the super super heat issue. There's a lot of things on that PT chart. I gave you list a lot of things that are common, that calls low or no superheat. So actually I don't need to head off.

I know I'm gon na see you can see. There's that same thing you saw over here because that is moving a lot. That's actually probably one of the most I've seen a long time and this by the way. I don't, if you guys know on the maybe on this side, yeah the model number serial number the serial number, the way it works.

The first two digits over here. If you guys see, has a sixteen on it by the way that's the year, it was manufactured for 2016. The next digit is a alphabet. It says 8, a is January B is February so forth, so you can kind of tell how old the compressor is.

So this one's built January 2016, this one's 2010 and I'm not sure we're gon na - have a nameplate on the tree. We do 98. I've had them all the way back to the 80s and found no defects found just insane what you find there and you find them where they're only a month old and there's a slug yeah. Did you skater by the way you just geotagged it? No, but that that's a good point, so you'll see the barcode over here again.

This is where you want to be scanning the compressors. If you do, the serial number should sell populate it in there, so it brings up the compressor multiple times yeah. So what does all that mean? It brings it up. Multiple stages, you'll see the different refrigerant, the application routes and voltage and Hertz, oh okay.

So you pick on what 22 down to the four or four okay. So that's 107. Every one of these are different yeah. Yes, this could be used in multiple applications, and so I didn't know the refrigerant and the last three digits are building material number, which is 800, is wholesale.

It's one we sold mine. There was an OEM compressor, though this was the second when I went in or maybe a third, so when the guys come in and say, hey I've replayed. This is my second. Actually we have one of yours for one time of our guy.

He said he picked. Four compressors on application over at Shands in one week. I think I thought forget, maybe Joe said Joe - take all the credits away from him. He needs a star commercial.

He needs something more known, all right, let's go and take a look at this one. Here's a third compressor, guys we're kind of working towards the floor two one. Now this was hot: okay, it's old and okay, so all something-something failed, but it's from 1998 half you guys were probably still in junior high. If it's overheating, you got to get back to the temperatures of why it's hot and what would cause it.

But since it's hot on the top improvised hammer again, I'm kind of every time, I'm a little, I'm looking like a little being cautious. It's because I'm thinking about the gasket, that's just habit all right now. Look at the rings on this one again: whoa, okay, Delta, Reed, okay, so these can come off. That's okay gives me a chance to look at both sides of the Ring.

That's not really wiping off, so this was technically hot all right, so what temperature would it be inside? Do you guys remember that number 310 320 s when the oil starts breaking down yep, so 225 coming out six inches out because it cools down. It's definitely overheating. I'm thinking at that point, no, I think it's on there, it's just kind of it's old. I hope you never got changed.

Yeah now I'll keep mine. I got all this stuff on the top, which is what you're gon na run into the field. So it's realistic! You know so kind of look at the Pistons again that kind of wipes off a little bit, but not too bad, but I can tell on this one: that's definitely overheating so you're on those last two categories and notice. On this case I got some oil.

That's more like maple syrup, but in some of this it's real sticky. So I don't know if I'm in the overheat or loss of oil remember those two are kinda in the same bucket. So what we've got to do is we got to take this off because we want to see the inside notice, even though I'm doing this and put it back on there, I could be like hey the guy, hammered it and you're not gon na get warranty. My point of doing that is, let you guys know you're able to do that stuff on the warranty for Friday, the one that hammer sticking at 1:00 in, Oh again, I'm feeling in now this one's like, I feel grit again, there's a lot of it.

So I don't know, maybe they got a contamination problem in addition to overheat, okay, something I would be thinking about again, you're, finding out all kind of new information. By taking these apart, hey, we got great oil. I don't see any major components, but I see a lot of like metal debris like metal dust in here. Okay, so definitely because you think about it.

Overheating friction, stuff's, gon na be worn off from the heat, and that's probably why I got a lot of metal because it's shiny down there, if you guys want to take a look, I mean there's stuff down there, that Jamie's yeah, it's not gon na reflect. If it's sand, so you know, you've got metal, that's kind of reconfirms again overheat, so overheating stuff's gon na wear out. So the next thing. What what are we gon na? Do we're gon na shake hands right? Okay, think your memory, I can do horizontally careful out.

The direction nope now, let's tight, okay, I don't know if this, actually I mean they're, saying not cooling it, maybe because of the wear and tear. Maybe it's got some blow by because if you actually wear out the Rings that high pressure can go up into the valve plate and then back down, so you put in high pressure instead of going out as compressed you're. Actually, I'm sending high-pressure gas back down into the base of the compressor so you're blowing it by is what we call it and you've got wear and tear. So it would not be cooling yeah be coming down, so you would see a little bit of equalization on the gauges and then also an oil pressure.

The differential would be clothing, oh yeah, absolutely yeah did well. You know what did not rotate it. Just for sake of time now, if we were take all of them, we may find something wrong without one of the other pistons, so you're gon na take it apart. Take it all the way apart, but for the teaching purposes, I'm just gon na take the one head off and you kind of get the point.

You're gon na rotate, the crankshaft see the Pistons are moving because sometimes for the or five of these are moving and one stuck and if you didn't really get a good look, you didn't know because a lot of times we'll we'll find that Pistons actually stuck in Place it didn't drop down until you start rotating you, you don't figure it out so on this one I definitely go to overheat. So, in that case, I'd go back to the PT chart that it gave you or whatever the Coppa mobile and find out what would cause that overheat. But if you were checking it, you probably got high return gas and you most likely have high discharge line temperature. There are any kind of lectronimo when it gets about 225, doesn't matter for some hair medica scroll after two twenty-five six inches out.

It's gon na trip it out so something to keep in mind. You're gon na run in a lot more electronics, especially when it comes to guys like different things, they're adding to their stuff you're gon na find out that stuff stripping and you got to get back to the basics. So just refrigeration demand, cooling, yeah, normally the it's a quarter-inch that I've seen where they use an adapter or to push down. And then you put the demand cooling sensor in this side, but it doesn't stick in as far it only sticks in about half the distance yeah.

Is that an issue doing that as opposed to one that just goes straight in all the way? Quarter threads versus 3/8 yeah, I was, I would question. Why is sticking out at that point? What I would do, because I can't just give you a carte blanch answer on that one I'll pull up a couple: mobile get the model number get the application engineering bulletins on it and find out exactly how that probe supposed to be stuck in there. So because every model, because from a medium temp to low temp, it may be different. So I can't tell you that every time it's gon na be sticking in what I would do is pull up.

That model number pull up the a e-bulletin on it and find out exactly how it supposed to be done, and it absolutely happens voltage we every year I get it could be at the wholesale level. The contractor - but I think another day, whoever spitting in is the buck, stops with him. He needs to check that the three letters, the TF D, is the voltage or the actually that last digit on here. The D is actually the voltage.

The T and F had to do with the protectors and the motor, but the D is actually telling you what the voltage is and we do a lot of multi-voltage compressors nowaday. Just to illuminate how many SKUs we have tsks nine lead yeah. So a little bit guys who have a three-phase they put in the PF j, and then you know it's a single-phase compressor they put on three-phase. We got a problem, we've had it where I've seen.

We just happen to pick the wrong one. I've actually seen where someone put the wrong one in the box, so at the end of day it's still humans involved, but in the day when you guys are putting them in again, it's kind of like measure twice cut once make sure the model number matches up With the application that will save you a lot of heartache, because if you burn up the compressor we it's gon na get it's gon na, be who said she said kind of thing of who made the mistake on the compressor but again Gopal mobile. You know I'm pitching that a lot, but it's gon na really save you during the summer time because trying to call wholesale for questions. They've got three people in front of them.

They're on the phone they're trying to find me well, you could just actually find out the information when you're on top of the roof or in an attic or a basement, whatever you're at you can get that information on your phone or call somebody here at the Office and they can send it to you by text those bulletins I could send to you by text, so you're gon na find out very helpful. So here's what we did guys we're not going to tear it all down, but let me kind of summarize you take the heads off first thing: you're gon na feel the inside of the cylinder walls. You look at the top of the piston and see if there's any marks, look at the code, the oil, if it looks black or brown you're gon na wipe it see if it's actually the oil or, if it's baked on after you've kind of considered that you Probably gon na take the valve plate off. You can see what the color is on the bottom side and double check to see if anything is missing, so if any of these rings, for example, let's say this ring was gone.

What half it was gone? What would be my next question exactly where did it go? I want you guys to be thinking about future problems, it's kind of like strategy. You want to be thinking two steps ahead, so if something's missing, where did it go so after taking the valve plate off and I've looked at the condition the ring? If everything is good to go there, I'm now going to go to the oil pump side and, for example, on this one of course. The first thing we're going to do is look inside look at the condition of the oil. If it's green, somebody had a leak sometime, so you need to be checking about moisture and then just the condition of the compressor itself.

So green is kind of like hey somebody had a problem, look for any kind of metal contaminants in there and then the last thing we're gon na do is what shake hands with a crankshaft. Now remember horizontally. I probably got a little bit of play this one. Didn't cuz it's kind of jammed up, but coming up, okay, we're lucky this one's actually moving a lot where you can see it, I mean the the one our blind guy can see it, but sometimes you can't like on this one.

That was just enough moment that I could feel it, but not hear it, but that's the reason to take that apart. But if that's happening that tells you had flood back so that was that first failure mode means I have liquid coming back it ruined the bearing. That's farthest away. Okay, so that's when the compressor is running.

Remember flooded starts when it was off and then slog would be. If this would happen to go for even longer something busted, you would see parts in the bottom. That would be a slug or remember. I was talking about where it actually broke off the casting okay.

That's a massive slug! That's a problem! Then overheating is the one we're seeing over here. So that was the number four or number four on the failure modes. So overheating is when you're getting the oil. Above the temperature that it can actually lubricate and then the last one that we don't have but still need to talk about, is the loss of oil.

What you would see there is, instead of it pouring like maple syrup it'd, be sticky, so I'm actually changing phase. So I kind of go. I always use analogy of maple syrup to like just gunk is what you would see, and you probably wouldn't see a lot of oil anywhere else, most importantly, which I thought we probably would run into, but we didn't, but just so you're aware I gave you five Failure modes: remember there were six: do we recall what the sixth one is? Thank you, sir. No defect found.

We call them NDS, that's what we're gon na run into on the first one, because it was looking clean could be it wasn't, cooling on the tag or broke or whatever, but nessing's the guy had some other symptom. I hope he checked something and he changed it out, but come to find out. There was nothing wrong with the compressor it could've been a contact or capacitor whatever commit something else external to the compressor that was causing a problem. So new, no defect, fountain you've got to be aware of because it's 40 % of what we see so you're gon na see it as well.

So that covers all six failure modes. Any questions, good information, alright. So this is stuff that you can use today right and, most importantly, what you put on your phone today, Koplin mobile there we go so get Coppa Mobile, get the application engineering bulletin and you guys will be good to go all throughout summer and probably this weekend, Cuz, it's gon na be hot yeah and actually one thing I'll definitely pitch this about the Baker app they'll. You can pump the compressors and they show their own inventory.

So if you're, looking for a specific compressor and it's 3:00 a.m. pull up, the BIC, rep and it'll, tell you if it's at Leesburg Gainesville or at their DC it'll, tell you what it's at so you're, not calling the wrong guy alright. So you get get you ahead of the curve, because you're probably have a couple calls at 3:00 a.m. so with that I'll say.

Thank you for your time. We appreciate business. Let's give it up for the guys at Baker yep. It just took quite a bit of work and guys we appreciate your business and definitely be safe out there.