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As of January 1, 2021, the United States Environmental Protection Agency mandated that all passenger cars and light-duty trucks coming off the assembly lines must utilize R1234yf refrigerant as their HVAC system refrigerant. The European Union forced this changeover on January 1 of the previous year. However, many OEMs had already begun making this change several years ago. This means that the majority of late-model vehicles coming into service shops will use R1234yf refrigerants, instead of its predecessor, R134a. Is R1234yf better than R134a? This change has everything to do with increasing concerns about the environmental impact of these refrigerants. Three decades ago, R12 was the industry standard. It was found to cause a depletion of the ozone layer, so R134a was adopted since it did not contribute to ozone depletion. This solved the problem-or so we thought. Several years later, it was concluded that many man-made gases were contributing to global warming, and R134a was one of those contributors. A search for a refrigerant that is both friendly to the ozone layer and doesn`t contribute to global warming was started. R1234yf solves both of those problems. Following the refrigerant change in the A/C system, the problem with a highly reactive refrigerant is that it can also be aggressive toward the lubricants used in the HVAC system. This leads to oil degradation which causes excessive wear and eventually compressor failure. So choosing a good quality oil refrigerant is necessary. We recommend you to use our Shrader cooperative brand oil in my shop. Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. SEP 19, 2022

With the urgent matter of environmental protection, the replacement of HCFCs on a large scale around the world is needed day by day. The Parties to Montreal Protocol at the 19th Meeting proposed and passed the Amendment that expedites to phase out HCFCs. To date, natural refrigerant, HFCs and their mixture, all these are the main refrigerant replacement to HCFCs. The ODP of HFCs is zero, but most of which have higher global warming potential and the lifetime in the atmosphere is longer. A large consumption of HCFCs will contribute to global warming. In the long term, HFCs refrigerant will also be phased out. Most HCs are flammable and dangerous when used. The European Union passed F-gas regulation on June 14, 2006, which regulated all automotive air conditioning systems on new registered platforms could not use any refrigerants with GWP of more than 150 from the year 2011. By the end of 2017, all the automotive air conditioning systems were banned to use refrigerants with GWP of more than 150. The EPA also planned to phase out R134a refrigerant. All new vehicles and light duty trucks sold in the U.S.market were banned to use R134a commonly used in the automotive industry after 2021. A similar treaty for medium and heavy duty trucks will be released this year on account of the EPA regulations, which only limited cars and light duty trucks. Therefore, all the new vehicles sold around the US will change R1234yf as the replacement of R134a by the end of 2021. Yet a part of vehicles for export can still be equipped with R134a air conditioning systems as of 2025. The Japan METI regulated to limit high GWP HFC used in automotive air conditioners, domestic refrigeration, commercial refrigeration, and foam step by step from 2015 to 2025. Korea has carried out a credit score policy in replacing HFC for automotive air conditioners since 2016. Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. JUN 14, 2022

An article quoted by Xinhua News, "As to the forecast of future situation of arctic sea-ice, the main perspective from international people is that the north pole will face ice-free and the sea ice coverage will be less than 1 million square kilometers before the Mid-century. If we do not restrain CO ₂ emission, the situation of ice-free will be ahead of time" said Dr. Song, the researcher of Institute of Atmospheric Physics, Chinese Academy of Sciences.

As governments attempt to reduce emissions from automobiles and trucks. From Asia to the European Union to the United States, the pressure is on to use new technologies that help reduce the environmental footprint of the vehicle fleet. Automotive refrigerants like Shrader R1234yf Refrigerant are one way that automakers can work toward achieving this objective. R1234yf (HFO-1234yf) is a non-ozone depleting, low global warming potential (GWP) refrigerant and also the next generation refrigerant for automotive air conditioning. It provides the same cooling comfort that consumers depend on. Freon 134a has a GWP of 1,300; Shrader R1234yf has a GWP < 1 and is therefore less harmful for the planet. R1234yf (HFO-1234yf) main characteristics: * Low toxicity * GWP <1 * Non-ozone depleting potential * Class A2L Refrigerant - Mildly flammable * Low total contribution to climate change We can supply China`s high quality R1234yf refrigerant. Our R1234yf, with more than 10 years of product research and development, has successively obtained the patent for invention, patent for refrigerant perfusion technology and complied with the REACH regulation. As of 2022, we have different specifications of R1234yf refrigerant such as 200g Refrigerants, 226g Refrigerants, 340g Refrigerants, 5kg Refrigerants, 50kg Refrigerants and ISO tank, at the same time we can provide R1234yf OEM service. We hope our top-rank R1234yf will satisfy customers` demand from all over the world and grow up together with our customers. Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. JUN 14, 2022

All automotive air conditioning systems are self-contained structures which cool the cabin of a vehicle by changing the phase of refrigerant from gas to liquid and back again by applying and releasing pressure on it. The ability of refrigerant gas to change its physical properties as it is compressed and cooled is what makes the air conditioning system produce cool air. If you are already familiar with R-134a systems, you will find the newer R-1234yf systems are very similar. In general, the differences can be summed up with the following: The pressure/temperature relationship of R1234yf Refrigerant and R-134a are very similar, so there`s nothing earth shattering with respect to the refrigeration cycle between the two refrigerants. Systems using R-1234yf refrigerant must also use an evaporator compliant with SAE J2842. The recovery/recycling procedure for R1234yf refrigerants is a little more complicated than R-134a due to equipment that has more sophisticated leak and purity check capabilities.Each part of both system is connected by tubing or hoses which form a closed loop through which the refrigerant flows. Since this is a continuous circle, there`s no specific start or end point; everything occurs simultaneously. However, we will start with the compressor; often considered to be the "heart" of the system. Compressor (IN: Low Pressure Gas OUT: High Pressure Gas) Like a heart, the compressor is a pump which pushes the refrigerant through the refrigerant line. As it pumps the refrigerant it also compresses it from a low pressure gas to a high pressure gas. This high pressure also heats the refrigerant. Because of its high pressure contents, this called the "high side" of the system. Condenser (IN: High Pressure Gas OUT: High Pressure Liquid) The hot, high-pressure refrigerant flows through the high-pressure tube towards the condenser. The condenser is a series of coils, similar to a radiator, which sits in front of the car`s actual radiator. As air passes over the condenser it removes heat from the refrigerant. The refrigerant condenses into a liquid as it cools (which is why it`s called a "condenser"). Accumulator or Receiver/Drier (IN: High Pressure Liquid OUT: High Pressure Liquid) Next, the refrigerant enters into either a receiver drier or an accumulator. Although different, both devices function to filter the refrigerant and absorb any moisture from the system. The receiver/drier separates liquid refrigerant from any residual vapor refrigerant. The high-pressure liquid refrigerant sinks to the bottom and is sent to the expansion valve. Internal Heat Exchanger (IHX) The IHX, also sometimes called a suction line heat exchanger, has no moving parts, but helps the system operate more efficiently. The liquid refrigerant from the high side flows through the outer shell of the IHX and is subcooled prior to entering the H-Block. The vaporized refrigerant from the low side flows through the inner portion of the IHX, absobs heat from the high side refrigerant, and is superheated before heading to the compressor. This process increases performance level to the R-134a systems. H-Block Thermal Expansion Valve (TXV) (IN: High Pressure Liquid OUT: Low Pressure Liquid) The now-liquid refrigerant flows through a small valve. (In R-134a systems, this was typically an orifice tube).The valve restricts the flow of refrigerant allowing only a small amount through at a time, and also relieves the pressure. When the pressure is suddenly reduced, the refrigerant becomes very cold. This is the point where the High Side becomes the Low Side. Evaporator (IN: Low Pressure Liquid OUT: Low Pressure Gas) The cold, low-pressure refrigerant then goes into the evaporator: the only part of the air conditioning system that is actually in the passenger compartment. Since the refrigerant is cold now, an electric blower fan pushes the cold air through the vents and into the passenger cabin. Since refrigerant has a very low boiling point, the hot air causes it to quickly evaporate back into a gas (which is why this part`s called the "evaporator"). As it evaporates, it absorbs heat from the air passing through. Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. JUN 25, 2022

When the refrigerant level drops, your car`s A/C unit won`t function properly. But that is not all that happens. The A/C clutch will fail to engage since the level of refrigerant is too low for the compressor to pressurize. But that is a sign that might not be so obvious. The good news is that your car will exhibit other low refrigerant symptoms. Here are some of them. 1.Loss of Refrigerant while driving 2.Obvious leaks 3.Low gauge reading 4.Sight glass 5.A/C not blowing cold air 6.Clutch not engaging Loss of Refrigerant While Driving An abrupt loss of cooling temperature from your car`s A/C vents while driving might be an indication that some of the pressurized refrigerant has caused a leak in the seals, hose, or fittings. When this happens, you will notice a white cloud-like emission from the area that is leaking. In some instances, you might also hear a hissing sound from the compressor, Also comes a refrigerant smell inside the car. Obvious Leaks Visible refrigerant leaks are a common symptom of low refrigerant in your car. refrigerant contains some oil that allows it to lubricate the compressor, so in its liquid state, it usually looks a bit like grease, only lighter. If you suspect a refrigerant leak, check the different components of your car`s A/C system. Inspect the pressure lines, the service ports, the front shaft, the accumulator, the condenser, and the fittings that link with the compressor. If you notice something like a film or stream of liquid on these components, then you might have a refrigerant leak. To be sure, wipe off this film or stream, and if it appears again, then chances are that you have a refrigerant leak and the refrigerant levels are low in your car Low Gauge Readings One tip on how to check refrigerant level in a car is to get the car A/C pressure readings. You can do this once you know how to check refrigerant in the car with gauges. Start by connecting an A/C manifold gauge to the high- and low-service ports. Ensure that the gauge is well fitted by linking the red gauge hose to the high-side service port using a quick-release fitting. For the low-side service port, ensure that it is connected to the blue gauge hose. To get the correct readings, turn on the dials for the red and blue gauges when the car`s engine and A/C are off. You should get a reading that is between 80-105 psi. When you take the same readings with the A/C turned to the highest, the high side should read somewhere around 200 to 350 psi while the low-side should be about 25 to 35 psi. If the readings are lower than these, then your car is low on refrigerant. Sight Glass You could also tell if your car is low on refrigerant by checking on the sight glass (if your vehicle comes with one). This is a component that allows the viewer to detect refrigerant`s movement through the high-pressure line. When the refrigerant level is optimal, you will notice a clear fluid moving through the line. When the refrigerant levels are low, you will detect the presence of bubbles. If you don`t see any movement, then there is no refrigerant in your car. A/C Is Not Blowing Cold Air A functional car A/C unit with optimal refrigerant levels will blow cold or hot air according to what you set the A/C on. One of the more obvious signs that the refrigerant levels in your car are low is a situation where the A/C blows warm or hot air when you set it to blow cold air. This occurs because there is little or no refrigerant to pressurize and circulate within the system. Clutch not Engaging Your car A/C clutch causes the compressor to pressurize. You ought to notice a clicking sound whenever you turn on your car`s A/C. That sound is the sound made when the A/C clutch engages. The A/C clutch functions by detecting refrigerant levels. When it is unable to engage, the implication is that the refrigerant is much too low. It is also an indication that the car refrigerant is too low for the compressor to compress. Final Words Your car A/C is at its best when the refrigerant levels are optimal. Knowing how vital the A/C system is to your comfort, it is always important to keep the refrigerant at the right level. But how do you know if your car A/C needs recharged? It is simple, just lookout for any of the symptoms of low refrigerant in the car described in the article. Once you have noted any of these symptoms, get a certified mechanic to check your car. Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. JUN 20, 2022

Q: What Happens When refrigerant Is Low? Ans: Whenever your car`s A/C system is low on refrigerant, the system`s evaporator coil becomes extremely cold. This causes the refrigerant to flow back into its line. As a result, the surrounding moisture on the refrigerant line freezes up, causing the compressor to become icy while preventing the A/C clutch from engaging. Q: How Often Does refrigerant Need To Be Replaced In Car? Ans: Not all A/C units are built to have the refrigerant replaced, and in such cars, the loss of minute amounts of refrigerant does not hamper the function of the air-conditioner. However, the frequency of refrigerant replacement is dependent on certain things. Like when the A/C no longer blows as well as it should. Other than that, since there is no stipulated maintenance procedure, you can change your car`s refrigerant annually. Q: Is It Bad To Run A/C With Low refrigerant? Ans: Yes, it is. At least in the long run. Your car`s A/C system will still function with low refrigerant. But its performance will be subpar at best. But if you don`t fix the issue ASAP, then there is the likelihood of the situation degenerating to the point of causing severe damage to your A/C unit. Q: Should I Recharge My A/C Myself? Ans: You can recharge your A/C unit yourself if you know how to replace refrigerant in car. However, you are better off letting qualified experts recharge your A/C instead. This is because, in most cases, the low refrigerant is because of a leak and a technician is better suited to plug these leaks before recharging the A/C. Except you are a licensed technician, you will lack the training required to handle refrigerants, and you might not know the ideal amount to be restored into the A/C unit. While there are many resources about how to recharge your car A/C yourself, get a licensed technician instead. Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. JUN 21, 2022

Mixed refrigerants Mixed refrigerants are another problem that professionals frequently encounter in the field, and they are also a major concern. Mixed, low-quality refrigerants can not only damage HVAC-R systems, but can also pose a threat to the safety of technicians who are servicing the equipment, especially if it is a flammable or toxic component. In the field, the only way to determine whether the refrigerant meets the AHRI 700 standard, which specifies the purity requirements of refrigerants, is to test it with an analyzer (recovery companies have more comprehensive analysis capabilities). While these can be expensive tools, some say they're worth the investment. The increasing number of refrigerants and substitutes now available has significantly increased the chances of a system being loaded with various refrigerants. Not only can this have an adverse effect on an HVAC-R system, but it can make it difficult for professionals in the area to receive the best price for their recovered refrigerant. In fact, refrigerant analyzers can be expensive, with premium units costing about $4,000 or more, which is why they're not routinely found at most companies in the industry. An analyzer is mainly used by recuperators or anyone who consolidates large amounts of refrigerants, detects any problematic mixtures, avoiding costly cross-contamination or residual mixtures in an indicated refrigerant.

Now let`s really do some math. Most cars take anywhere from two to three pounds of refrigerant. Let`s say, for whatever reason, our compressor has cracked and we have lost all refrigerant in the system. We need a new compressor and a complete recharge. Let`s look at the two different refrigerants and what the predicted cost would be to repair at a dealership. R-134a For argument`s sake let`s call a new A/C compressor around two-hundred dollars. So, we have the new compressor and the two pounds of refrigerant to fill up. Using the R-134a price we mentioned above we can figure out what the approximate resale price would be. If we break down that twenty dollar price on Amazon by can, then by ounce, and then multiply the ounce price by sixteen ounces we get the price per pound. In this case the price we get is just shy of nine dollars per pound. So, for this repair we would be looking at: $200 for a compressor $18 for two pounds of R-134a refrigerant $100 for labor. $318 for your grand total to get your AC running again. R-1234yf Now, going through the same scenario that we laid out above, let`s do the math with the R1234yf refrigerant. The A/C compressor will still be two-hundred dollars. The price we mentioned earlier on 1234yf was around forty-five dollars per eight ounces. Let`s take that number times two to get our per pound price of ninety dollars. Now let`s figure the repair bill: $200 for a compressor $180 for two pounds of R1234yf refrigerant $100 for labor. $480 for the grand total of the repair. Difference Obviously, there is a large disparity in price here between the two refrigerants. So large in fact, that R1234yf Refrigerant is ten times the price of R-134a. In this example the customer is paying one-hundred and sixty-two dollars more to repair their air conditioning system and that is assuming that the dealership won`t mark up R1234yf at a higher percentage then they do R-134a. This difference is causing a lot of gripe and complaints here in the United States. Over in the European Union it isn`t as big of a problem as the price of R-134a has gone up to extreme levels due to the mandatory phase down and phase out of the HFC refrigerant. So, the price disparity between the two refrigerants isn`t as dramatic. In the US though things are different. Consumers have been paying dirt cheap refrigerant prices for decades now and they are used to it. The moment someone gets one of these high priced repair bills on a faulty yf system they are going to be in for a shock. I can`t even imagine what will happen when refilling a larger vehicle like a semi-truck. I believe this cost difference is what is causing some users to `retrofit` their yf systems back over to R-134a. Yes, you heard me right. There are quote a few people doing this today. In fact, I found a video about a month ago that gave viewers a `How To Guide` on switching yf over to R-134a. The video has since been taken down (Smart of the creator), but my article can be found by clicking here. This conversion is not only risky to your car and it`s air conditioning components but it is also against the law. Yes, that`s right folks. This isn`t just about the environment. If you convert your vehicle over like what was done in this video then you are actively breaking Federal Law under Section 203 of the Clean Air Act. What was done in this video is known as `tampering` with a vehicle`s emissions` control device. According to MACSWorldWide.com, `Any person other than a manufacturer or dealer who violates the tampering prohibition is subject to a civil penalty of not more than $2,500 per violation.`" Refrigerant Oil is recommended to be used with R1234yf Refrigrant. Conclusion If the price doesn`t come down on yf then I can foresee a lot of these do-it-yourself conversions or retrofits back over to R-134a. While this is illegal, the risk of doing it is so minimal that I can see a lot of folks doing it already today. Heck, there are even conversion port adapters out there so that you can charge R-134a in your yf ports. The only way I can see this getting better is if the price on yf begins to drop and drop significantly. I just don`t see this happening though as the price and market on yf is controlled by two companies: Honeywell and Chemours. They have a monopoly on this refrigerant and I do not see them giving up their cash cow, especially when it`s just starting to get good as more and more vehicle manufacturers are beginning to switch over to yf. The other option is if yf price doesn`t go down then the price of R-134a will need to go up, and up dramatically. Maybe, once we get closer to the 2020 deadline and more States phase out 134a we will begin to see the price rise enough to make yf look more attractive. For now, it seems we are stuck with the high price of R1234yf refrigerants. Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. JUL 25, 2022

Knowing the pressure and the temperatures associated to the machine you are working on is essential to being able to diagnose any possible issues. Without knowing the temperatures you are more or less walking blind. These pressure checks give you the facts so that you can move onto the next step of your diagnosis. Instead of pasting a large table of information here I will instead direct you to our specific PT chart for R1234yf Refrigerant. Points of Note As I am sure most of you know 1234yf is meant to take the place of the very popular HFC R-134a refrigerant. This has already happened in the European Union as of January 1st, 2017 and will be happening in the United States by the year 2020. (Model year 2021.) Know that those dates are the deadline though and some manufacturers are already using 1234yf on newer vehicle models. R-134a and 1234yf systems are very similar to each other. In fact this was one of the reasons that 1234yf was chosen as an alternative refrigerant. A few of the major differences can be read below: Slight design differences in the design specs of certain components like TXVs, ports, evaporators, and condensers. Service ports are different then 134a. This is done to alert the technician that this is a 1234yf unit and also prevents the technician from accidentally connecting the wrong hose and mixing refrigerants. So even if you aren`t paying attention and try to hook up your 134a hose you`ll quickly realize you`re working on a YF unit. With 1234yf systems they have added a Suction Line Heat Exchanger, also known as an internal heat exchanger. This is an additional component located before the expansion valve. It is a state change helper that is used to improve overall efficiency of the unit. You may have even noticed these on newer model 134a systems as well. There are no moving parts on this addition as it is part of the hose line. The operating pressures and temperatures of 1234yf are VERY similar to that of 134a. As I said before this was done intentionally to make for an easy transition. Refer back to my fact sheet above to see the boiling temperatures. R1234yf Refrigerants use PAG Refrigerant Oil just like R-134a but please note that it uses a different type of PAG oil. It is always safest to read the sticker labels under your hood or to consult the instruction manual before adding in any oil. Evaporator designs must meet JAE standard J2842. YF is tougher on evaporators then 134a and this new standard is to prevent wear and tear and premature failure. 1234yf is classified by the ASHRAE as a 2L flammable gas. That means that 1234yf is rated as mildly flammable. Depending on who you are this could be a big deal or it couldn`t matter at all. There are two ways to look at this. Your car is already carrying gasoline in it and I can assure you that gas is far more flammable then 1234yf. On the other hand adding more flammable liquids to your car only increases your chance of fire during a collision. At the very minimum you will need to purchase a new Refrigerant RRR machine if you plan to be working on 1234yf units in the future. The machine will have to meet SAE spec J2843. YF`s price is significantly higher than what you are used to with a R-134a cylinder. A typical thirty pound cylinder of 134a would be around one-hundred and twenty dollars. If we divide that up that`s about four dollars a pound. Conversely, the cost of a ten pound cylinder of 1234yf is around seven-hundred dollars. Let`s divide that up as well. After the math we get seventy dollars a pound. That is a sixteen-hundred and fifty percent increase in cost. There are going to be a lot of shocked people when this refrigerant begins to get popular. You may not be seeing very many cars come into your shop today with YF refrigerant, especially here in the United States. There is a reason for that. Yes, there a lot of cars on the road that are using this new refrigerant but these cars are so new that most of them are falling under warranty when something goes wrong. What we are seeing today, October 2017, is a lot of dealerships doing the YF repairs. If we wait a few more years, say 2019-2020 I predict that a lot of the aftermarket shops out there will begin to see the demand for YF repairs. It just takes time folks. Hopefully by then the cost would have gone down. For those of you in the distribution industry or even those of you who like to buy cylinders in bulk you should know that 1234yf is labeled as a hazardous material. You will need to follow certain restrictions if you plan on storing a significant amount of YF at your facility. It is best to read up on this topic and also to consult with your local fire department to ensure that you are in standard. Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. JUL 20, 2022

The term hydrofluoroolefins" (HFO), which are also often referred to as the "fourth generation refrigerants", entered the cooling technology industry in 2013, when common use of the refrigerant R1234yf was started in automobile air conditioning. It was only a matter of time before the fourth generation refrigerants appeared – the previously common refrigerants from the HFC (hydrofluorocarbons) group are mostly greenhouse gases with a high GWP (Global Warming Potential). Pursuant to the Kigali Amendment to the Montreal Protocol and in accordance with the EU Regulation 517/2014 (so called F-gas Regulation), such substances are gradually withdrawn from production and use. That is why it was necessary to find an alternative. As a brief chemistry revision, hydrofluoroolefins are derivates of the unsaturated hydrocarbon – propylene (propene) – and are designated as R1234yf. They have one double carbon bond and two hydrogen atoms, three carbon atoms and four fluorine atoms, which are variously distributed within the molecule – that is why the compound occurs in several isomers with appropriate letter designations and significant differences in terms of physical properties. R1234yf and R1234ze are the most important in cooling technology. Their common characteristic include a very low GWP (4 and 7 respectively) that results from the double chemical bond between the carbon atoms. However, obtaining such beneficial values is not without a cost – this very double carbon bond is also responsible for the refrigerants` slight flammability. In accordance with the EN 378 standard, they are classified as A2L – slightly flammable (an A2L class refrigerant is characterized by flame propagation under test conditions in air at 60°C and 101.3 kPa, at max combustion speed ≤10 cm/s under the test conditions of 23°C and 101.3 kPa). The R1234yf refrigerant was created as a result of the cooperation between the chemical giants, DuPont and Honeywell, who normally compete with each other. Their intention was to create a product that would meet the requirements of Directive 2006/40/EC (MAC Directive) concerning air conditioning systems in motor vehicles. Air conditioning systems of cars that received their type approval after 2011 were supposed to be filled with a refrigerant that would ensure a GWP value of <150. This was equivalent to eliminating the R134a refrigerant (GWP = 1430) in the long term. In practice, this provision started to apply from 1 January 2013 and from 1 January 2017 it applies to all new vehicles. Introducing the new refrigerant was not without controversies – its spontaneous ignition temperature is 405ºC, which, in the opinion of some car manufacturers (e.g. German Daimler), may cause a higher risk of fire originating from the air conditioning system in the case of a collision. Additionally, a by-product of HFO refrigerant combustion, namely hydrogen fluoride, constitutes a serious risk for e.g. rescue teams working at a burning car. However, studies conducted by the German government agency Kraftfahrt-Bundesamt, as well as those originating from the International Society of Automotive Engineers, show that in this case the risk of fire caused by spontaneous refrigerant combustion is negligible. Ultimately, even Daimler uses the R1234yf refrigerants in their vehicles, but with additional fire safeguards. Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. JUL 18, 2022

Canada and the United States have very different approaches to the phase-in of environmentally-friendly R1234yf refrigerant. This is most evident in regulations for its sale and import, and also in how each country treats the concept of recycling. The short version is that Canada has strict requirements, while the US has virtually none. For a little background, the phase-out of CFCs and HCFCs in both countries is consistent with worldwide efforts to eliminate substances known to deplete the ozone layer, and HFOs are a much safer (and more expensive) replacement. R1234yf refrigerant is going to be in a lot of new cars in 2019. Although both Canada and the US are phasing in environmentally-safe refrigerants like 1234yf, Canada has simply been more aggressive about regulating environmentally-friendly practices and safeguards, and from a much earlier date. Since 1987, Canada`s federal government has revised their regulations several times, and included strategic plans for early phase-out of ozone depleting refrigerants. Environmental Awareness Training Programs are also required for Canadian technicians in the refrigeration industry, and training covers reclamation, reuse and recycling; in comparison, the US currently has no comparable requirements on environmental education, training around reclamation, or recycling of refrigerants. One of the ways these differences manifest in the U.S. is in landfills, as old [recyclable" or disposable cylinders of R1234yf refrigerants are thrown out. This is something that has been bothering me for a while. The containers are technically recyclable, but for a lot of shops, it`s not worth making the effort at roughly 25 cents of scrap value per cylinder. By comparison, Canada doesn`t permit anything but refillable containers, and they are valuable. The differences in recyclable/disposable containers for R1234yf refrigerant and refillable cylinders are in the quality, cost, and use. Once a refillable cylinder`s HFO is gone, the container is shipped back to the manufacturer to be filled again. This comes at some expense to both wholesaler and manufacturer, with core charge/deposits (roughly $80 CAD) on the containers. And of course consumers shoulder some of the cost of these protocols and regulations, too. So why does Canada prohibit the import of any refrigerants in non-refillable containers? Part of the original reasoning behind this is that non-refillable containers pose a risk of leaks and corrosion-the regulations were originally written for HFCs and HCFCs, but they apply to HFOs as well, which is why you will see R1234yf refrigerant manufactured for the Canadian market in refillable containers only. The United States has no similar requirement for refillable containers, and this is why Honeywell and Chemours offer two different 5kg refrigerants lines for wholesalers. But Canada`s regulations have also protected its environment from scrap metal waste, and not just ozone depletion. Most U.S. dealerships and collision shops have a `scrap guy,` and this person is probably able to make arrangements to pick up old containers before they hit the landfill. There are no regulations or monetary incentives for doing this, but I`d like to encourage my customers to make the effort if they can. While we probably don`t want to go full scale on restrictions the way Canada has, I can`t help but think it would be nice if fewer `disposable` containers ended up in our landfills -they may be disposable, but they don`t break down, and they don`t recycle themselves. If you`re really interested in all of this and looking for a National resource on Canadian regulations for refrigerants, visit Refrigerant Management Canada. Or for an example of how each province handles their regulations, The Manitoba Ozone Protection Industry Association (MOPIA) offers a compliance guide, recently published in May 2018. The U.S. is typically not as fast to adopt or enforce environmental regulations compared with the EU or Canada, but it is possible that we may see similar requirements here in the future.

Inferior refrigerants will affect the operating performance and stability of the system, and will even cause damage to system components and compressors. There are several ways to identify whether it is inferior 1234yf refrigerant: 1. Connect the pressure gauge to the test. If the measured pressure value is lower than the corresponding saturated pressure value at the ambient temperature by more than 2kg/f, it can be judged that the refrigerant is a substandard product, and its use is prohibited! For example: the ambient temperature is 20 degrees, the measured pressure value is 7.1kg/f, which is far lower than the saturation pressure value 13.5kg/f that the refrigerant at this temperature should reach, then the refrigerant can be judged as a substandard product. 2. Foam detection method, foam detection method is useful for refrigerants containing chloromethane and other corrosive gases, and the corrosion degree of foam is related to the content of chloromethane. The higher the content, the more obvious the effect, and the lower the content, the The effect is less obvious. 3. Turn the refrigerant tank upside down and release a small amount of refrigerant onto a piece of white paper. If there are obvious impurities or liquid water on the white paper, it means that the quality of the refrigerant is not good and it is not recommended to use it. In addition, whether the refrigerant can be purchased through formal channels, such as the refrigerant whose price is significantly lower than the market price, should be highly vigilant. 4. If you have testing conditions, it is recommended to check the purity and acidity of the refrigerant before using it. It is not recommended to use the refrigerant whose test result is obviously lower than the industry standard. Note: The purity of qualified R22 refrigerant should be greater than 99% (the purity of good refrigerant should be greater than 99.8%), and the acidity should be less than 0.0001. 5. During the commissioning and operation stage of the system, no other abnormal conditions were found after inspection, and the refrigeration capacity was insufficient; the dryer or expansion valve was blocked, and the blockage was a yellow-brown wax-like or black sludge-like foreign matter, etc., it is recommended to extract refrigeration from the system Purity testing of refrigerants to check for the danger of defective refrigerants.

C/A-1234yf is a professional R1234yf refrigerant analyzer researched and produced for new air conditioning refrigerant. C/A-1234yf refrigerant analyzer can detect the composition and purity of R1234yf Refrigerant, it will automatically alarm if the R1234yf refrigerants are unqualified. It also can detect R134a refrigerant and show various composition content ratios of R1234yf, R134a, R12, R22, HC, and air in detected refrigerant. Large LCD screen display; Fast test with only 60 seconds; Accuracy: ±0.1%; Built in printer; Print test result in real time; Easy to operate; Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. April 12, 2020

The first air conditioners and refrigerators employed toxic or flammable gases, such as ammonia, sulfur dioxide, methyl chloride, or propane, that could result in fatal accidents when they leaked. In 1928 Thomas Midgley Jr. created the first non-flammable, non-toxic chlorofluorocarbon gas, Freon (R-12). Following the discovery of better synthesis methods, CFCs such as R-11, R-12, R-123 and R-502 dominated the market. Phasing out of CFCs In the early 1980s, scientists discovered that CFCs were causing major damage to the ozone layer that protects the earth from ultra-violet radiation, and to the ozone holes over polar regions. This led to the signing of the Montreal Protocol in 1987 which aimed to phase-out CFCs and HCFC but did not address the contributions that HFCs made to climate change. The adoption of HCFCs such as R-22, and R-123 was accelerated and so were used in most U.S. homes in air conditioners and in chillers from the 1980s as they have a dramatically lower Ozone Depletion Potential (ODP) than CFCs, but their ODP was still not zero which led to their eventual phase-out. Hydrofluorocarbons (HFCs) such as R-134a, R-143a, R-407a, R-407c, R-404a and R-410a (a 50/50 blend of R-125/R-32) were promoted as replacements for CFCs and HCFCs in the 1990s and 2000s. HFCs were not ozone depleting but did have global warming potentials (GWPs) thousands of times greater than CO2 with atmospheric lifetimes that can extend for decades. This in turn, starting from the 2010s, led to the adoption in new equipment of Hydrocarbon and HFO (hydrofluoroolefin) refrigerants R-32, R-290, R-600a, R-454b, R-1234yf, R-514A, R-744 (CO2), R-1234ze and R-1233zd, which have both an ODP of zero and a lower GWP. Hydrocarbons and CO2 are sometimes called natural refrigerants because they can be found in nature. In 1996 Eurammon, a European non-profit initiative for natural refrigerants, was established and comprises European companies, institutions, and industry experts. In 1997, FCs and HFCs were included in the Kyoto Protocol to the Framework Convention on Climate Change. In 2000 in the UK, the Ozone Regulations came into force which banned the use of ozone-depleting HCFC refrigerants such as R22 in new systems. The Regulation banned the use of R22 as a "top-up" fluid for maintenance between 2010 for virgin fluid and from 2015 for recycled fluid. Addressing greenhouse gases With growing interest in natural refrigerants as alternatives to synthetic refrigerants such as CFCs, HCFCs and HFCs, in 2004, Greenpeace worked with multinational corporations like Coca-Cola and Unilever, and later Pepsico and others, to create a corporate coalition called Refrigerants Naturally! Four years later, Ben & Jerry's of Unilever and General Electric began to take steps to support production and use in the U.S. It is estimated that almost 75 percent of the refrigeration and air conditioning sector has the potential to be converted to natural refrigerants. In 2006, the EU adopted a Regulation on fluorinated greenhouse gases (FCs and HFCs) to encourage to transition to natural refrigerants (such as hydrocarbons). It was reported in 2010 and some refrigerants are being used as recreational drugs, leading to an extremely dangerous phenomenon known as inhalant abuse. From 2011 the European Union started to phase out refrigerants with a global warming potential (GWP) of more than 150 in automotive air conditioning (GWP = 100 year warming potential of one kilogram of a gas relative to one kilogram of CO2) such as the refrigerant HFC-134a (known as R-134a in North America) which has a GWP of 1526. In the same year the EPA decided in favor of the ozone- and climate-safe refrigerant for U.S. manufacture. A 2018 study by the nonprofit organization "Drawdown" put proper refrigerant management and disposal at the very top of the list of climate impact solutions, with an impact equivalent to eliminating over 17 years of US carbon dioxide emissions. In 2019 it was estimated that CFCs, HCFCs, and HFCs were responsible for about 10% of direct radiative forcing from all long-lived anthropogenic greenhouse gases, and in the same year the UNEP published new voluntary guidelines, however many countries have not yet ratified the Kigali Amendment. With the begin of the 2020 HFCs (including R-404a, R-134a and R-410a) are being superseded: Residential air-conditioning systems and heat pumps are increasingly using R-32. This still has a GWP of more than 600. Progressive devices use refrigerants with a almost no climate impact: R-290 (propane), R-600 (isobutane) or R-1234yf (less flammable, in cars). In commercial refrigeration also CO2 (R-744) can be used. Desirable properties The ideal refrigerant would be: non-corrosive, non-toxic, non-flammable, with no ozone depletion and global warming potential. It should preferably be natural with well-studied and low environmental impact. It also needs to have: a boiling point that is somewhat below the target temperature (although boiling point can be adjusted by adjusting the pressure appropriately), a high heat of vaporization, a moderate density in liquid form, a relatively high density in gaseous form (which can also be adjusted by setting pressure appropriately), and a high critical temperature. Extremely high pressures should be avoided. Newer refrigerants address the issue of the damage that CFCs caused to the ozone layer and the contribution that HCFCs make to climate change, but some do raise issues relating to toxicity and / or flammability. Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. AUG 11, 2022

All vehicles manufactured from 1 January 2017 will operate using an A/C system filled with the new R1234yf refrigerant. This means vehicles built before January 2017 designed to use R134a refrigerant systems will need a manufacturing upgrade of the vehicle A/C system for the R1234yf refrigerants to comply with new EU regulations. The update also brings with it a new type of compressor refrigerant oil for workshops and suppliers to be aware of. In with the new Shrader cooperative brand uses ND-oil 8 for its R134a type refrigerant compressors, a PAG 46 oil. The new refrigerant type uses ND-oil 12, also a PAG 46 oil but with additives specifically for the R1234yf type refrigerant. However, this doesn`t mean the two oils are interchangeable; while ND-oil 12 can be used for both R134a and R1234yf, it doesn`t work the other way around and ND-oil 8 cannot be used for R1234yf type refrigerant. Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. AUG 27, 2022

NIO becomes first automaker in China to use Honeywell's R1234yf refrigerant with ultra-low global warming potential Honeywell's HFO-1234yf refrigerant has a GWP of less than 1, a 99.9% reduction compared to HFC refrigerants currently used in the Chinese market. NIO becomes first automaker in China to use Honeywell's R1234Yf Refrigerants with ultra-low global warming potential. (Image credit: CnEV) At a time when China's new energy vehicle (NEV) industry is growing rapidly, automakers are making increasing efforts to protect the environment. Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. SEP 8, 2022

R-1234yf is an environmentally friendly refrigerant that is vastly different when it comes to its chemical makeup, compared to R-134a. R-1234yf has a 99.7 percent lower global warming potential (GWP), the standard of measurement used to describe greenhouse gases` effect on the environment. The European Union adopted new standards on emissions that would switch all light-duty vehicles to this type of coolant by 2017, and the EPA and U.S. Department of Transportation are adopting similar stances, prompting many automakers to proactively begin this transition. Specifically, R-134a has an atmospheric life expectancy of 13 years. That translates to a GWP rating of 1,400. Comparatively, R-1234yf has an atmospheric life expectancy of 11 days. That translates to a GWP rating of four. It breaks down much faster than old coolant, making it significantly better for a pollution-conscious society. Additionally, all technicians should exercise caution when working with new coolant. R-1234yf is flammable, so handling and storage procedures must be in line with how you`d treat any pressurized, flammable gas. Do not expose containers to high heat, and store far away from any ignitable materials. They should be secured in place and kept protected from damage, moisture and corrosion. Key Differences That Affect Your Shop Here`s the good news: R-1234yf does not change the way auto cooling systems are built or how they function. That means you don`t have to invest in training and recertification, though you will want to educate yourself and employees on new servicing procedures. But it does enact changes to how the coolant is handled in that it requires its own set of service equipment. You cannot use your old R-134a service equipment, and retrofitting is strongly discouraged by all auto manufacturers who produce vehicles that use this new coolant type. Do You Need New Equipment? EPA regulations call for dedicated tools and equipment for auto shops that service vehicles with R-1234yf refrigerant. This means refrigerant recovery, recycle, recharge machines and leak detection systems must all be purchased to offer this service. Flammability Factor Additionally, all technicians should exercise caution when working with new coolant. R-1234yf is flammable, so handling and storage procedures must be in line with how you`d treat any pressurized, flammable gas. Do not expose containers to high heat, and store far away from any ignitable materials. They should be secured in place and kept protected from damage, moisture and corrosion. Shenyang Zhongda Huanxin Refrigeration Technology Co., Ltd. OCT 13, 2022