Thanks!

When you say there's no restriction, how are you testing it? If the expansion valve is failed and stuck open that would give you high low side pressure and poor system performance. Also what is the high side doing? Could you have a fan not pulling air through the condenser and high system pressure across the board?

Thanks for the feedback

Not necessarily, the whole idea of variable displacement is fuel efficiency, and less load on the engine when the ac isn't on use, a magnetic clutch can take the drag from very low (displacement at zero) to basically zero as the only drag is the bearing on the pulley not a roating assembly. Some have them some don't.

Exactly. It seems like the failure isn't mechanical, it seems like making the electronic part serviceable would extend the life by a lot.

Replace it. there's no fixing these.

You'd need a Scan tool to know if there's a pcm withholding command, and sending 12v to the duty cycled solenoid will fry it in just a matter of seconds.

Anything is possible but with modern vehicles where everything is connected and monitoring itself for faults, the truck would see a problem with a non factory style compressor, if you could find a fixed displacement compressor that fit (bolted up / line ports match) you'd have to install a relay and pressure switch system to control the compressor, so possible but definitely not practical.

Mainly that, once the displacement drops, less oil tends to flow back. In a perfectly charged TXV system, once the evaporator is cold enough the TXV drops evaporator superheat so much that some liquid refrigerant makes its way back to the compressor and carries plenty of oil with it (ever heard of closed loop refrigerant flush?). But as the charge level drops enough, less oil is carried around so the compressor tends to run oil starved. In addition, the lack of a clutch allows the compressor internals to keep running with no refrigerant to cool them down whatsoever. Even if there's a valving mechanism that intermittently shuts down refrigerant flow when AC is turned off (basically solenoid valve commanded into lowest displacement operation, in a clutchless system), whether deliberately or due to insufficient high side pressure, so some oil may stay within the crankcase all the time, the compressor never receives any refrigerant to keep it cool (even in the lowest displacement, there's still some friction happening) and the oil "burns" pretty easily, even double end capped PAG. The solenoid valves can also get plugged with wear materials from prolonged low charge (reduced lubricant flow) operation, that's also why they always come with filters/meshes. That's why they fail easier (especially the ones with no clutches) compared to fixed displacement ones.

I replaced the variable type compressor to a fixed angle ac compressor in my skoda. Mine failed at 60k miles. And the later ones are cheaper and cools good enough.

@Rogue Wrenching. It is definitely practical. Trust me bro. It works smoothly.

@@sandalbasotra5765 i did convert mine from variable displacement compressor to fixed displacement compressor after having bad experience with fixed displacement compressor... What i did was to modify wiring(i maintain the solenoid from old variable displacement compressor, then i connected the relay for magnetic clutch of fixed displacement compressor. The modification seem to be durable compare to variable displacement compressor though there slight differences ie when clutch engine you hear click sound and small shake but it works so fine.

I'm not sure I understand your question. The solenoid valve changes the angle of the swash plate, thus changing the displacement of the compressor. When the solenoid goes bad, it defaults to 0, i.e. no displacement or no flow, which makes the ac system stop working.

@@RogueWrenching I mean..which makes the angle change..because there is a flow from the solenoid?

@Nur Fitriyadi I am not 100% sure you be honest, I think its magnetic, but I wouldn't bet my paycheck on it.

@@RogueWrenching ok bro..thank you for wanting to reply.and sorry if there are wrong words..I also don't speak English very well

@@nurfitriyadi4469 All good friend, I wish I could have been more help.

I'm 90% sure you are correct, the problem is no one makes a new solenoid and it's made to be not serviceable so replacing without damaging may be challenging. But I agree, mechanically speaking the inside of this compressor looks fine.

Oil looks kinda dark, ran with too little refrigerant maybe? Valve/meshes may just be gunked up and need a good cleanup

@@teravolt6113 truck had a full charge when it came into the shop, and it had equal high and low side pressures. There was minimal signs of wear anywhere in the mechanical side of the compressor.