R134a and R1234yf What Changes in the Service Bay

Why the Workshop Cannot Ignore It

Newer vehicles use R1234yf, older ones use R134a, and a station built for one cannot service the other. As newer vehicles come off warranty and arrive at independent workshops, a shop with only an R134a machine starts turning work away.

Recovery Speed Costs Real Money on R1234yf

R1234yf is the more expensive refrigerant, so what is lost during a slow or incomplete recovery matters more. The AC720 and AC720S both use a more powerful compressor for faster recovery, and both include an oil separator that divides gas and oil so recovered refrigerant can be reused rather than discarded.

Flushing Is the Step Most Bays Skip

Recharging a system without cleaning it leaves whatever caused the original complaint in place. It matters most after a compressor failure, where debris left in the lines will destroy the replacement compressor. Every AC700 and AC720 machine includes a flushing function, and on-vehicle cleaning of the pipeline means the system does not have to come off the car.

• Flush after any compressor failure before fitting a new unit
• Flush when a recharge has not fixed a poor cooling complaint
• On-vehicle pipeline cleaning keeps the job inside normal bay time

Oil Type Is Not Interchangeable

Conventional compressors use PAG oil while electrified compressors in hybrid and electric vehicles use POE. Putting the wrong one in is an expensive mistake. The AC750 dual system station injects both automatically, which is one reason workshops taking on hybrids choose it.

One Machine or Two

Two single-gas stations cost more and take two footprints in the bay. One dual system machine covers both refrigerants with quantitative recharging for each. The decision usually comes down to daily volume.

• Mostly older vehicles and low R1234yf volume: AC700 or AC700S, add an AC720 later
• Mixed parc with steady volume on both: AC750 dual system
• High volume on both with two technicians: separate stations so two bays run at once