AC Connector

Ringer

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Mar 24, 2012, 1:41:29 PM3/24/12

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The compressor is missing the connector that turns the clutch on. The 2
connectors that are near it have a different connection type. When I press
the ac button one of them gets 12V. However, when I look them up on line the
connectors look like a high or low pressure connector. Do I simply need an
adapter cable or are these the wrong ones.

Roger

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Mar 24, 2012, 8:08:45 PM3/24/12

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Year & Model of truck please?

"Ringer" <byo...@peoplestel.net> wrote in message
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Stormin Mormon

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Mar 24, 2012, 10:30:33 PM3/24/12

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That's a ringer, Roger.

Huh?

Is that a roger, Ringer?

Huh?

(I'm very poorly misquoting one of the Airplane moves from the 1970s, this
was flight deck dialogue. It's not very funny, unless you remember the
movie, and even less funny if you do remember.)

Christopher A. Young
Learn more about Jesus
www.lds.org
.

"Roger" <rac...@ptd.net> wrote in message
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Ringer

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Mar 25, 2012, 9:42:15 AM3/25/12

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Sorry, it's a 1995 chevy tahoe . When I bought the truck it had another
compressor put on it and the old one thrown in the back. The connector on
the old one is a din type so I found the wire to it. I'll need to put a
blade type connector on that one. The other connector goes to the High
pressure switch that is broken off on the new compressor. just a little tube
sticking out now. No refrigerant in system so I am assuming it leaked out
the HP switch. I took the snap ring off the old compressor HP switch, but
I'm not sure if I can pull it out without breaking it. I noticed they had
bared the wires on the low pressure switch and twisted them together so I
need to fix that. Does the HP switch screw or pull out. I guess they are
cheap so if I break it it's no big deal.

"Roger" <rac...@ptd.net> wrote in message
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JR

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Mar 31, 2012, 10:31:44 AM3/31/12

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This is Roger, Ringer.
There seems to be a lot going on here with this job.
This system was "Mickey Moused" b4 you bought the truck
so you have your work cut out for you if you really want to have a
working A/C system on your truck.
I hold a MVAC certification, and if you came into my shop, I would
tell you that this would cost a ton of money to do it properly and most
likely decline the job if you wanted to do it on the cheap.

That being said, I will try to offer my advice to keep your costs down
since I assume you are using your own labor.
My first step would be to seal the AC hose to compressor connection.
I use a thick aluminum plate with a piece of rubber placed between the
plate and the hose connection to seal the ports.
Then I would pull a vacuum on the system to see if it is really air tight.
If it leaks down and you have your heart set on having a working AC system,
Be prepared to do a lot of work and/or spend money changing out parts or
sell the truck and buy one that has a working AC. It could be cheaper.

If and only if the system holds a vacuum for several hours I woud start
buying parts to finish the job. After flushing the system, I would replace
the original fixed orfice tube
with a variable orfice tube (about 40 bucks) This will greatly improve your
low speed/city cooling.
Always remember to lubricate the new o-ring seals you bought with fresh
compressor oil
before assembly otherwise they will leak, I guarantee it.
After doing all of this it is time to install your new stock electrical
connections
and new or professionally rebuilt/with warranty AC compressor.
I would NEVER trust an AC compressor that has been open to the air for more
than a few days. NEVER. Rebuilt compressors for your truck start at about
200 bucks and go up from there.
Fill the compressor with the right amount of the right oil ( probably 150
pag) and pull
vacuum on the system again and charge it up to specs.
All of this is assuming you have or can borrow/rent the tools to do the job
and you know how to use them. You may have to show a MVAC cert. card to
rent the tools.
If you do not have access to the proper tools, you can expect to pay
up to $1,800.00 to have it done if the evaporator and/or condenser need to
be replaced.
I know this is not what you wanted to hear, but it is what it is.
Good Luck,
JR

"Ringer" <byo...@peoplestel.net> wrote in message

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Ringer

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Apr 1, 2012, 5:35:35 PM4/1/12

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Actually, I think you nailed it. After looking at it some more I noticed the
main lines going into the compressor had a gap between them and the
compressor. One tube was bigger then the other. The compressor said R-12
while the accumulator had 134a on it and the fittings were for 134a. I
looked at the old compressor that was rusted and locked up and it was a 134a
type. The block connected to it. I thought I'd get a new or rebuilt
compressor, put a new low pressure switch on the accumulator and take it
down to the local garage where they can put a vacuum on it and pressure test
it. Thanks for getting back to me.

Ashton Crusher

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Apr 4, 2012, 1:54:34 PM4/4/12

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On Sat, 31 Mar 2012 10:31:44 -0400, "JR" <rac...@ptd.net> wrote:

>
>If and only if the system holds a vacuum for several hours I woud start
>buying parts to finish the job. After flushing the system, I would replace
>the original fixed orfice tube
>with a variable orfice tube (about 40 bucks) This will greatly improve your
>low speed/city cooling.

What's your experience been on the variable orifice tubes? I'm
guessing it's been ok since you recommend them. I did a repair on my
92 explorer and when I went to the AC parts place I asked about a
variable orifice tube and they talked me out of it. They said more
often then not they didn't work right and had to be replaced and
recommended I stick with the fixed orifice so I did.

JR

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Apr 5, 2012, 3:40:39 AM4/5/12

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I am assuming that you have an AC system that has been converted
from R-12 to R-134a. Factory R-134a systems generally work at a higher
pressure than R-12 systems, yet a converted system still uses the older
compressor thus operates at the lower pressure.
Converted systems seem to suffer the most at lower engine speeds
so a smaller or variable tube is a must if the customer is going to be
happy.
The only time I had a problem with a VOT was on a converted system
that eventually pushed crap from the system into the tube (Yes I did flush
the system), and the tube got stuck in the open position.
Fixed tubes come in different orfice sizes and are color coded if you just
want to put a smaller tube in your converted system. Fixed tubes are only a
few dollars.
Hope this helps.
Regards,
JR

"Ashton Crusher" <de...@moore.net> wrote in message
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Stormin Mormon

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Apr 5, 2012, 8:22:46 AM4/5/12

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134a does have noticably higher discharge pressure. Not sure that's
relevant. What is relevant, is that 134a carries less heat. So, the system
needs a larger orifice, to deliver more refrigerant.

--

Christopher A. Young
Learn more about Jesus
www.lds.org
.

"JR" <rac...@ptd.net> wrote in message
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JR

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Apr 5, 2012, 9:54:25 PM4/5/12

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Yes, higher pressure is very relevant.
R-134A has a higher pressure because it is not as efficient as R-12, period.
An AC system designed to use R-134A has a compressor that creates the
necessary higher pressure. The higher pressure is required to achieve the
required pressure drop in the orfice tube to get the desired cooling effect.
Refrigerants do not carry heat. They are compressed into a liquid, then
passed through an orfice tube or other device that quickly drops the
pressure
thus dropping the temp and creating lack of heat (cold) which flows through
the
evaporator and is transferred to the air passing through to the cabin. At
this point
in the cycle the refrigerant is mostly a gas that is then sent through a
condenser, recompressed into a liquid, and starts the cycle over again. The
system requires
a SMALLER orfice to create the larger pressure drop needed at the lower
compressor pressures created by city driving or idling. You have it exactly
backwards, Stormin, but
you are not alone. It's called the "Combined Gas Law", and I wish I could
recover the time I've spent explaining it with this very simplified version
to customers who want to understand.
Regards,
JR

"Stormin Mormon" <cayoung61***spam...@hotmail.com> wrote in message
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Stormin Mormon

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Apr 5, 2012, 10:20:19 PM4/5/12

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Yes, higher pressure is very relevant.
R-134A has a higher pressure because it is not as efficient as R-12, period.

CY: R-134a has a higher pressure at certain temperatures, because that's the
properties of the material. Not "because it is not as efficient". Hint:
google something called a pressure temperature chart.

An AC system designed to use R-134A has a compressor that creates the
necessary higher pressure. The higher pressure is required to achieve the
required pressure drop in the orfice tube to get the desired cooling effect.

CY: The higher pressure is necessary because the chemical has a higher
pressure at certain temperatures. In a saturated system, that is.

Refrigerants do not carry heat.

CY: I'm on Planet Earth. Where are you?

They are compressed into a liquid, then
passed through an orfice tube or other device that quickly drops the
pressure
thus dropping the temp and

CY: Ideally, the increased volume of the tubing allows shift from liquid to
vapor, after the expansion device.

creating lack of heat (cold) which flows through
the
evaporator and is transferred to the air passing through to the cabin. At
this point
in the cycle the refrigerant is mostly a gas

CY: Ideally, it's mostly a liquid at the start of the evaporator.

that is then sent through a
condenser, recompressed into a liquid, and starts the cycle over again.

CY: Where are you getting this nonesense? You have things way out of order.
Go back and read the books again. You say "Condensor, compressor, liquid"
which is not the correct order. Do study harder, and try to get the order
right.

The
system requires
a SMALLER orfice to create the larger pressure drop needed at the lower
compressor pressures created by city driving or idling.

CY: The 134A system needs a larger orifice, because the refrigerant is less
efficient.

You have it exactly
backwards, Stormin, but
you are not alone.

CY: Odd, I was just saying the same about you.

It's called the "Combined Gas Law", and I wish I could
recover the time I've spent explaining it with this very simplified version
to customers who want to understand.

CY: I wish you would go back to school, and try to get it right, this time.
Preferably before you misinform any other customers.

Stormin Mormon

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Apr 5, 2012, 10:26:16 PM4/5/12

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https://en.wikipedia.org/wiki/Combined_gas_law

Since R-12 and R-134a are single mollecule gasses, the combined gas law is
totally irrelevant. And, also since the two are never combined in a single
system. You're really out in space, fellow.

Have a glance at that web page, and tell me (you can't, I 'm sure) how the
combined gas law applies to an AC system with a single mollecule gas, such
as R-134a.

Christopher A. Young
Learn more about Jesus
www.lds.org
.

"JR" <rac...@ptd.net> wrote in message

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Stormin Mormon

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Apr 5, 2012, 10:35:54 PM4/5/12

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Here is a web page, you might be able to get the correct order of parts.
http://www.familycar.com/Classroom/ac1.htm

However, your comment "recompressed into a liquid" is also factually
incorrect. In addition to the order of parts being out of order.

You have a lot to learn.

Christopher A. Young
Learn more about Jesus
www.lds.org
.

"JR" <rac...@ptd.net> wrote in message

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Steve W.

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Apr 6, 2012, 3:54:29 PM4/6/12

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JR wrote:
> Yes, higher pressure is very relevant.
> R-134A has a higher pressure because it is not as efficient as R-12, period.
> An AC system designed to use R-134A has a compressor that creates the
> necessary higher pressure. The higher pressure is required to achieve the
> required pressure drop in the orfice tube to get the desired cooling effect.
> Refrigerants do not carry heat.

HUH!!! That is exactly what they do. They pass through the system and
carry heat from the evaporator out to the condenser.

They are compressed into a liquid, then
> passed through an orfice tube or other device that quickly drops the
> pressure thus dropping the temp and creating lack of heat (cold) which flows through
> the evaporator and is transferred to the air passing through to the cabin.

They do not "create cold" They absorb the heat from the air. This is the
common reaction of refrigerants during the phase change from liquid to gas.

> At this point in the cycle the refrigerant is mostly a gas that is then sent through a
> condenser, recompressed into a liquid, and starts the cycle over again. The
> system requires a SMALLER orfice to create the larger pressure drop needed at the lower
> compressor pressures created by city driving or idling.

You are correct that the majority of refrigerant leaving the evaporator
core is a gas. That is because it changes state from a liquid into a gas
inside the evap. core. (Amazingly it EVAPORATES from liquid to gas)

Then the now hot gas goes through the compressor. The compression of the
gas makes it denser and heats it more. Now it travels into the condenser
core which removes the heat and allows the gas to condense from a
gaseous state into a high pressure liquid. Then the liquid passes into
the receiver/receiver-drier where it removes any water vapor or
contaminants which may have gotten drawn into the system through any
seals. It also collects liquid refrigerant so that any remaining gas can
condense out.

The liquid now passes through either an orifice tube or a TXV (dependent
on the system design) The purpose of either one is to regulate the flow
and pressure of liquid refrigerant into the evaporator core. The idea of
both is that given a working pressure and temperature of the liquid it
allows only enough into the system that it can ALL convert to a gas and
extract the heat. The TXV is MUCH better for this but it is also more
expensive. Either way the liquid exits the metering device and begins
changing into a gas as it extracts heat.

In the event you are using an orifice tube you will also need an
accumulator. This allows any liquid that makes it through the evap. core
to collect and prevents it from entering the compressor.

Any material that will change state from a solid to a liquid or liquid
to a gas at a temperature lower than the desired cooling temperature can
be used as a refrigerant. Some are much more practical and cost
effective than others. For instance you can compress carbon dioxide from
a gas to a liquid to a solid and it makes a dandy refrigerant. It is
also not easy to deal with when it comes to the environmental
regulations. Propane is another one that works well. However it doesn't
play well when mixed with air and heat. The results can be really
spectacular...

Water can also be used, However the solid to liquid phase is the only
one with a temperature low enough to be practical for air conditioning
in a vehicle. The conversion temperature to steam is a little higher
than folks would like to have inside the cabin.
It works well in evaporative cooling but you also require a continuous
supply of water to replace the amount that is lost. Not real practical
for a vehicle. However it does carry heat rather well and as such is
used to cool the engine. However it is kept under pressure to prevent it
from converting to a gaseous state.

> You have it exactly
> backwards, Stormin, but
> you are not alone. It's called the "Combined Gas Law", and I wish I could
> recover the time I've spent explaining it with this very simplified version
> to customers who want to understand.
> Regards,
> JR
>
> "Stormin Mormon" <cayoung61***spam...@hotmail.com> wrote in message
> news:Y8gfr.129111$6P3.1...@news.usenetserver.com...
>> 134a does have noticably higher discharge pressure. Not sure that's
>> relevant. What is relevant, is that 134a carries less heat. So, the system
>> needs a larger orifice, to deliver more refrigerant.
>>
>> --
>>
>> Christopher A. Young
>> Learn more about Jesus
>> www.lds.org

--
Steve W.

Stormin Mormon

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Apr 6, 2012, 7:18:50 PM4/6/12

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Thanks, Steve. That's a lot closer to my understanding. compared to JR.

Christopher A. Young
Learn more about Jesus
www.lds.org

.

"Steve W." <csr...@NOTyahoo.com> wrote in message
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--
Steve W.

JR

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Apr 6, 2012, 10:47:50 PM4/6/12

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Ok, I bow to your superior knowlege.

Regards,
JR

"Stormin Mormon" <cayoung61***spam...@hotmail.com> wrote in message

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Steve W.

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Apr 7, 2012, 10:06:21 AM4/7/12

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JR wrote:
> Ok, I bow to your superior knowlege.
> Regards,
> JR

Nothing superior about it.
Just the way the system operates for just about all phase change
refrigeration systems.

--
Steve W.

JR

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Apr 7, 2012, 1:26:35 PM4/7/12

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I appreciate the comment Steve.
I did inadvertently place the condenser in the low side and stating in this
forum that refrigerant doesn't carry heat was simply stupid on my part.
Remember I was trying
to put into writing something similar to what I told my customers. (A common
customer comment was "how can you make something cold by taking something
away, don't you have to add cold?")
I don't usually describe the function of the accumulator to my customers
as their eyes start to glaze over and I want to keep their interest to help
them
understand a little more than they do.
Often when I told them that their cold air is the result of boiling
refrigerant in the
evaporator they look at me as if I have three heads and two of them are
bleeding.

I do however stand by my statement that at lower city driving speeds or at
idle
a smaller orfice will help keep the cabin air cooler precisely because it
DOES allow more
refrigerant to circulate thru the system. In fact many city fleet vehicles
such as
taxi cabs and police cruisers are equipped with smaller orfice valves than
vehicles
that spend their lives mostly on highways. I know that you understand why
this is so.
I will let Stormin figure it out by himself. He's a smart guy and if he
thinks about it for a while
it will come to him.

I am also sure that you know that the so called combined gas laws refer to
the
mathematical combination of both Boyles law and Charles law to show the
relationship
of the variables of both laws and how they can be used.

I respect your knowledge as well as your opinion Steve, and if you have
noticed
you are the first guy I go to if I can't skull out a problem by myself.
Warmest Regards,
JR

"Steve W." <csr...@NOTyahoo.com> wrote in message

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Stormin Mormon

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Apr 7, 2012, 1:43:35 PM4/7/12

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If you wish, Steve or I can write some text you can read or speak to your
customers. I can make the "boiling in the evaporator" bit some what more
clear.

Christopher A. Young
Learn more about Jesus
www.lds.org
.

"JR" <rac...@ptd.net> wrote in message

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Stormin Mormon

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Apr 7, 2012, 1:47:14 PM4/7/12

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Slower speeds or idling. Lower RPM, and therefore lower
ability to circulate refrigerant. This was a problem with some
of the earlier R-134a systems.

Smaller orifice, means less refrigerant, more superheat, and
less ability to cool the vehicle.

Smaller orifice means less refrigerant.

I invite you to explain it to me.

Christopher A. Young
Learn more about Jesus
www.lds.org
.

"JR" <rac...@ptd.net> wrote in message

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Steve W.

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Apr 7, 2012, 4:52:12 PM4/7/12

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Trying to explain how things work to people who don't work with it can
get interesting.
Try explaining electron flow in a circuit some time.

I remember being the glass eyed one on a few occasions.....

--
Steve W.

JR

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Apr 7, 2012, 5:07:23 PM4/7/12

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With pleasure Sir =)
The flow of refrigerent is dependant on head pressure and wether it is
vapor or liquid.
This flow is measured in lbs/min.
Let's say you are driving down the road at 55-60 MPH and your AC is cranking
out the
cold air and everyone is nice & comfy. Now we come to an exit, slow down or
even stop
at an intersection. For a short time there is much more refrigerant flowing
from the
condenser than is flowing to the condenser. This causes the liquid to be
flushed from
the condenser, after which some vapor flows from the condenser as well.
With lower engine RPM (less pressure) and less air flow through the
condenser less
cooling is taking place in the condenser and it cannot create enough liquid
to keep
the evaporator flooded and the temperature of the air passing through the
evaporator
rises. Now here comes the tricky part. Flow is measured in lbs of
refrigerant/minute, yes?
Liquid has more mass (weight) than vapor, yes? OK, so a condenser full of
vapor contains
less refrigerant than a condenser full of liquid. By reducing the flow of
the refrigerant vapor
(smaller orfice) the condenser has a chance to catch up and deliver liquid
to the evaporator,
not to mention that the accumulator can again provide a more or less steady
flow of expanded (we are on the low side now remember) liquid to the
evaporator. An important
side result is that it is the liquid, not the vapor, that carries oil to the
compressor.

So low speed or idle, smaller orfice helps maintain liquid in the evaporator
and the system
produces colder air.

The down side is at highway speeds the orfice might be too small and the
compressor
could be damaged by too high a head pressure. This is why I advised the OP
to use
a variable orfice valve in his converted AC system in his 95 Tahoe. I would
have one in my Yukon except I have rear air.

Regards,
JR

"Stormin Mormon" <cayoung61***spam...@hotmail.com> wrote in message

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Stormin Mormon

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Apr 7, 2012, 5:59:02 PM4/7/12

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Some people just have minds that handle other types of information. it's
very possible that some people "just don't get it" but excell in other
areas.

Christopher A. Young
Learn more about Jesus
www.lds.org
.

"Steve W." <csr...@NOTyahoo.com> wrote in message

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Stormin Mormon wrote:
> If you wish, Steve or I can write some text you can read or speak to your
> customers. I can make the "boiling in the evaporator" bit some what more
> clear.

Stormin Mormon

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Apr 7, 2012, 6:21:39 PM4/7/12

to

With pleasure Sir =)
The flow of refrigerent is dependant on head pressure and wether it is
vapor or liquid.

CY: Also depends on orifice, and the evaporator low side pressure.

This flow is measured in lbs/min.
Let's say you are driving down the road at 55-60 MPH and your AC is cranking
out the
cold air and everyone is nice & comfy. Now we come to an exit, slow down or
even stop
at an intersection. For a short time there is much more refrigerant flowing
from the
condenser than is flowing to the condenser.

CY: I don't know if this happens, or not. Lets presume that it does.

This causes the liquid to be
flushed from
the condenser, after which some vapor flows from the condenser as well.

CY: That is possible. So, tell me, does the vehicle in question have an
accumulator? Also called a receiver, in refrigeration speak?

With lower engine RPM (less pressure) and less air flow through the
condenser less
cooling is taking place in the condenser and it cannot create enough liquid
to keep
the evaporator flooded

CY: Flooding the evaporator is not desirable. Cooling works best when there
is a liquid to vapor flash, not a flooded evaporator.

and the temperature of the air passing through the
evaporator
rises.

CY: Actually, the temp also rises, if you flood instead of flash. I think
you're writing that a lower feed of refrigerant will result in higher
evaporator output temps.

Now here comes the tricky part. Flow is measured in lbs of
refrigerant/minute, yes?

CY: Been a while since I've needed that info. But pounds per minute sounds
reasonable.

Liquid has more mass (weight) than vapor, yes? OK, so a condenser full of
vapor contains
less refrigerant than a condenser full of liquid.

CY: That isn't necessarily so. You can have the same mass of refrigerant in
the condensor, in liquid or vapor. Depends on the temperature.

By reducing the flow of
the refrigerant vapor
(smaller orfice) the condenser has a chance to catch up and deliver liquid
to the evaporator,

CY: With small orifice, yes, the condensor has a chance to catch up. On the
other hand. Wiht the larger orifice, the discharge from compressor will be a
higher temperature, and you'd get more cooling from the condensor, compared
to the smaller orifice. Higher temp means more delta T, and more BTU are
moved.

not to mention that the accumulator can again provide a more or less steady
flow of expanded (we are on the low side now remember) liquid to the
evaporator.

CY: What is "expanded liquid"? Can't say as I've heard of that.

An important
side result is that it is the liquid, not the vapor, that carries oil to the
compressor.

CY: I thought it was both.

So low speed or idle, smaller orfice helps maintain liquid in the evaporator
and the system
produces colder air.

CY: As above. Larger orifice, more refrigerant flow, and more hot
refrigerant going into the condensor.

The down side is at highway speeds the orfice might be too small and the
compressor
could be damaged by too high a head pressure.

CY: In a saturated, air free system, head pressure should be dependant on
discharge temperature.

This is why I advised the OP
to use
a variable orfice valve in his converted AC system in his 95 Tahoe. I would
have one in my Yukon except I have rear air.

CY: So, tell me what a variable orifice valve is, and how it works?

Regards,
JR

CY: I still think that smaller orifice means less refrigerant flow, and less
cooling.

JR

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Apr 7, 2012, 7:33:06 PM4/7/12

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Your arguements for your position are getting a bit esoteric to the
discussion.
We are talking about an AC system in a more or less modern car/truck.
but to answer your question vis a vi a VOV.
A variable orfice valve replaces the stock fixed orfice valve in a GMC for
instance.
as the truck travels down the highway with AC running, condenser
condensing,
accumulator accumulating, evaporator evaporating and all is right with the
world.
The pressure of the liquid refrigerant leaving the condenser pushes on a
spring loaded
piston opening a nice fat orfice. (about .070-.075")
When you slow down or stop as discussed before, the pressure on the piston
is reduced
and the spring pushes the piston back against the flow to either partly
block the big orfice, or totally block the big orfice and uncovers a smaller
(usually <.050") orfice. This helps maintain the flow of liquid to the
evaporator.

And as to your question about the accumulator; The accumulator will
eventually fill with vapor as well and be virtually useless.
Regards,
JR

"Stormin Mormon" <cayoung61***spam...@hotmail.com> wrote in message

news:p63gr.146788$Yj2....@news.usenetserver.com...

Stormin Mormon

unread,

Apr 7, 2012, 10:37:07 PM4/7/12

to

This is what you are explaining:
==============================

I do however stand by my statement that at lower city driving
speeds or at idle a smaller orfice will help keep the cabin air
cooler precisely because it DOES allow more refrigerant to
circulate thru the system.

==============================

--

Christopher A. Young
Learn more about Jesus
www.lds.org
.

"JR" <rac...@ptd.net> wrote in message

news:RvudnVts1-UXMR3S...@ptd.net...

With pleasure Sir =)
The flow of refrigerent is dependant on head pressure and wether it is
vapor or liquid.
This flow is measured in lbs/min.
Let's say you are driving down the road at 55-60 MPH and your AC is cranking
out the
cold air and everyone is nice & comfy. Now we come to an exit, slow down or
even stop
at an intersection. For a short time there is much more refrigerant flowing
from the
condenser than is flowing to the condenser. This causes the liquid to be
flushed from
the condenser, after which some vapor flows from the condenser as well.
With lower engine RPM (less pressure) and less air flow through the
condenser less
cooling is taking place in the condenser and it cannot create enough liquid
to keep
the evaporator flooded and the temperature of the air passing through the
evaporator
rises.