UV Light Showdown -- Which UV light is best for finding AC leaks

In today's video I will be showcasing three UV lights that I purchased off the Mac Tools Truck.
All the lights have been in use for at least a year to ensure their durability.
MAC TOOLS BLK50L
www.mactools.com/products/blk50l
STREAMLIGHT STYLUS PRO USB UV
www.streamlight.com/products/...
TRACER OPTI-PRO UV MAX R TPOPUVMR
tracerproducts.com/tpopuvmr-o...
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[@WrenchingMafia]

Great video

[@baja-automotive]

Glad you enjoyed it

[@hnd2893]

Nice!
Speaking of A/C, have you ever noticed on the clutchless variable displacement compressor auto A/C systems a difference in the actual gauge pressures vs the pressure PIDs in scan data?
As I understand it, the pressure data PIDs are a calculated value based on presets programmed in for given temperatures and operating conditions.
I'm wondering if over time the A/C control module 'learned' values get skewed and need a reset, like described in the compressor break-in procedure, thoughts?

[@baja-automotive]

Yes I know what you're talking about. Vehicles equipped with "Auto Climate Control" (option) traditionally have a "Variable Vane/Flow Compressor/Heat Pump". You're A/C manifold gauges attach to different places than your PID data reports from.
For example this week I worked on a Subaru Ascent, equipped with a Variable Compressor, the EXTERNAL manifold gauge HIGH side hook up was post compressor, but the "high pressure" sensor for PID data was post condenser. This means my manifold gauge would report a higher pressure (depends on outside temp) then the PID data.
Some other PID data is "calculated" and the manufacture may not explain that in the service data. For example "evap core pressure". Evap pressure complex equation that is NOT LINEAR. The equation uses the High pressure sensor (post condenser), evap temp sensor, Low pressure sensor (if equipped), and duty cycle of the compressor. Think of it like the engine load PID
In conclusion only PIDS with physical sensors true data, everything else should be assumed as "calculated".

[@hnd2893]

@@baja-automotive
Thanks for the explanation, it's starting to make sense and sink into my thick skull. I don't have much hands-on with clutchless VD (variable displacement) auto systems.
Sorry I missed your Live Stream, I was busy, I'll check it out later.
Last Friday I had a 14 Outback H6, with the system fully charged after replacing o-rings at the compressor due to a seepage leak. Hi side gauge was up to 210 psi, while the data PID indicated 188 psi, quite a difference.
Radiator fan duty was at 53%, thinking with A/C on it should have gone higher, it was 90+ ambient. The ECT was in the normal operating range.
Flow duty was at 95%, (trying to compensate?) Evap target temp was 34, Actual evap 39, and vent temps fluctuated between 41 and 45 at idle and at steady cruise.
The differences in Hi side pressures make me think the A/C-CM thinks the refrigerant charge is low, hence the increased flow duty, thinking that's why fan duty was low.
Ambient, IAT, and Cabin temp readings appeared accurate.
I cleaned the cooling fins on the condenser and radiator, that helped a little.
The customer is supposed to bring the car back, I'm thinking of performing the 'Break-In' procedure with the system fully charged and see if it resets the A/C-CM learned values, see if Hi side pressures will match or come closer.
Lots of other stuff I observed, and checked, too much to type 🤪
Thanks for reading.