Catalog

VAG 4F0616005E COMPRESSOR ASSY

VAG 4F0616005E COMPRESSOR ASSY

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
Wholesale price USD $88.49
Wholesale price CNY ¥600
bolt MOQ (Minimal order)
1 pcs
local_shipping Production time
20-40 days
package_2 Shipping Weight: —
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VAG 4F0616005E
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Overview & Operating Principle
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The COMPRESSOR ASSY is the heart of the vehicle air conditioning system — a belt-driven or electrically driven vapour compression pump that raises the pressure and temperature of low-pressure refrigerant vapour drawn from the evaporator to the high pressure and temperature required for the condenser to reject heat to the ambient airstream, completing the refrigeration cycle that transfers heat from the vehicle cabin to the outside air. The most common compressor type in current production is the variable displacement swashplate compressor, in which the angle of a swashplate driving multiple pistons is continuously varied by a control valve in response to system load demand, allowing the compressor to modulate its displacement between near-zero and maximum without clutch cycling — this eliminates the torque spikes and cabin temperature fluctuations associated with fixed-displacement on-off cycling. The compressor circulates PAG or POE compressor oil throughout the refrigerant circuit with each stroke to lubricate the valve plate assembly, piston bores, and shaft seal; oil management is critical — too little oil causes seizure, too much causes hydraulic lock and immediate mechanical failure on startup.

This unit — VAG 4F0616005E — is manufactured to OEM-equivalent specifications: displacement per revolution, pressure ratio, shaft seal type and diameter, clutch or variable control valve design, refrigerant and oil type compatibility, high and low side port thread sizes, overall mounting bracket geometry and bolt pattern, and accessory belt pulley diameter and groove profile are matched to the original part. Supplied pre-filled with the correct quantity of compressor oil for standard fitment. Available wholesale from 88.49 USD, MOQ 1 pcs, production lead time 20-40 days.

AC compressors fail through shaft seal wear allowing refrigerant and oil loss, valve plate fatigue causing reduced compression ratio and poor cooling performance, piston bore and swashplate wear from oil starvation caused by a system leak that has reduced oil quantity below minimum, and seizure from metal contamination circulating in the refrigerant after a previous compressor failure that was not followed by a full system flush. A seized compressor that has shed aluminium or steel particles into the circuit will destroy a replacement compressor within minutes of operation if the condenser, receiver-drier, and all circuit components are not flushed and the expansion valve replaced before the new compressor is installed.

Symptoms & Diagnostics
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AC system not cooling or cooling significantly below normal performance with both high-side and low-side pressures reading below specification on a manifold gauge set — the compressor is not building high-side pressure; confirm by checking clutch engagement on fixed-displacement units or control valve current on variable displacement; low suction and discharge pressure with the compressor running confirms internal valve plate or piston failure.
Loud knocking, rattling, or grinding from the compressor body with the AC on — internal mechanical failure of the piston assembly, swashplate bearing, or valve plate; switch off the AC immediately to prevent further metal particle contamination of the refrigerant circuit; do not restart until the compressor has been replaced and the system flushed.
AC clutch engaging and disengaging rapidly — short-cycling every few seconds — the low-pressure cutout switch is cycling on and off due to insufficient refrigerant charge from a system leak, or the high-pressure cutout is cycling from an overcharged or poorly condensing system; diagnose with a manifold gauge set before condemning the compressor.
Oil staining visible on the compressor body at the shaft seal area or at high and low side port connections — refrigerant oil mixed with refrigerant is escaping through a failed shaft seal or O-ring; the system is losing both refrigerant and oil simultaneously; a compressor that has run low on oil due to a leak will show bearing and valve plate wear that requires compressor replacement alongside the leak repair.
Accessory belt squealing or being thrown when the AC clutch engages — the compressor has seized internally and is applying full belt load against a locked rotor; do not attempt to restart with the AC on; remove the belt and confirm the compressor shaft is seized before ordering a replacement.
Poor cooling performance that develops gradually over one or two seasons with no fault codes — internal wear of the variable displacement control valve causing the compressor to operate at reduced displacement; high-side pressure is low, low-side is high, and the cabin temperature is above target; confirm with a manifold gauge set and compare against the OEM pressure specification at a known ambient temperature.
Logistics & Customs
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International HS Code
8414.30
EAEU Customs Code (TN VED)
8414 30 810 0
Typical Net Weight
Country of Manufacture
China
Standard MOQ
1 pcs
Production Lead Time
20-40 days
Always verify the exact 8-digit or 10-digit subheading with your customs broker for the destination country, as tariff schedules and duty rates vary by jurisdiction.
Installation Tips
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  1. Recover all refrigerant using a certified recovery machine before disconnecting any AC circuit component — venting refrigerant to atmosphere is illegal in all jurisdictions under Montreal Protocol regulations; R134a and R1234yf must be recovered into approved cylinders by a licensed technician; never open the AC circuit without confirmed zero system pressure on a manifold gauge set.
  2. Flush the entire refrigerant circuit if the failed compressor shed metal particles — a seized or internally failed compressor contaminates the condenser, evaporator, and all connecting lines with metallic debris and degraded oil; fitting a new compressor without flushing will circulate this contamination through the new unit's valve plate and piston bores within minutes of operation, causing immediate failure; use a dedicated AC circuit flush solvent and confirm clean flush output before proceeding.
  3. Verify the oil quantity in the new compressor matches the OEM specification for the total system oil charge — most replacement compressors are supplied pre-filled with a standard oil quantity; if the system was partially drained during the repair, calculate the correct top-up quantity based on how much oil was removed with recovered refrigerant and drained components; total system oil overfill causes hydraulic lock at startup and destroys the new compressor immediately.
  4. Replace all O-ring seals at every disconnected port fitting with new O-rings of the correct refrigerant-compatible compound — R134a systems use HNBR O-rings; R1234yf systems require specific fluoroelastomer O-rings that are not interchangeable with R134a seals; lightly coat all new O-rings with clean PAG oil of the correct viscosity grade before assembly.
  5. Rotate the compressor shaft by hand through a minimum of ten full turns before connecting the AC clutch or starting the engine — this distributes oil from the sump through the internal passages and onto the valve plate and piston bores before the first compression stroke; a compressor started without this pre-lubrication step runs dry on its first compression cycle, causing immediate valve plate wear.
  6. Install the new COMPRESSOR ASSY (VAG 4F0616005E), replace the receiver-drier or accumulator, connect a vacuum pump and evacuate the system to below 500 microns for a minimum of 30 minutes to remove all moisture and non-condensables, charge with the OEM-specified refrigerant type and mass to within ±20g of specification, start the engine with AC on, verify high and low side pressures are within the OEM specification at a known ambient temperature, and confirm cabin temperature reaches target before returning the vehicle to service.
Tools: certified AC recovery/recharge machine, manifold gauge set, vacuum pump, refrigerant scale (±5g accuracy), AC circuit flush kit (for seizure replacement), torque wrench for port fittings, O-ring pick tool, PAG oil of correct ISO viscosity grade.
Frequently Asked Questions
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Is it necessary to flush the AC circuit and replace the receiver-drier every time the compressor is replaced?
The receiver-drier must be replaced every time the AC circuit is opened — its desiccant is saturated by atmospheric moisture within 15–30 minutes of circuit exposure and cannot be regenerated; a saturated desiccant releases moisture into the refrigerant circuit, causing corrosion of aluminium components and ice formation at the expansion valve that blocks refrigerant flow. Circuit flushing is mandatory when the compressor has failed mechanically with metal particle contamination, and strongly recommended even after a shaft seal failure since degraded oil and moisture will have circulated through all components. Fitting a new compressor without replacing the receiver-drier and flushing a contaminated circuit is the single most common cause of repeat compressor failure within one season. ok.parts supplies compressors at wholesale MOQ from 88.49 USD per unit.
What refrigerant type and oil specification must be used, and can R134a and R1234yf systems be interchanged?
R134a and R1234yf are not interchangeable under any circumstance — they have different operating pressures, different GWP classification under EU F-Gas regulations, different PAG oil viscosity requirements, and different service port sizes specifically designed to prevent cross-contamination. All vehicles manufactured for the EU market after January 2013 and all new model platforms globally are specified for R1234yf. Always confirm the refrigerant type from the under-bonnet label before ordering refrigerant or oil, and use only the PAG oil viscosity grade specified for the compressor — PAG 46, PAG 100, or PAG 150 depending on the compressor design; incorrect viscosity reduces lubrication film thickness at operating temperature and causes premature wear of the valve plate and shaft seal.
How does the OEM-equivalent aftermarket unit compare to the genuine OEM part?
OEM-equivalent units in this catalogue replicate the current OEM design geometry and material specification. Quality is verified against OEM cross-reference data. When ordering in bulk, confirm with our team that the specification matches the latest OEM revision for your application.
Is white-label or custom packaging available for wholesale orders?
Yes. ok.parts works directly with the manufacturing facility and can accommodate neutral white-label packaging or fully branded packaging with your company logo, part numbers, and barcode. Minimum order quantities and lead times for custom packaging may differ from standard stock. Contact the team via the inquiry form to discuss your specific requirements.
Frequently Replaced Together
PartReason for Combined Replacement
Receiver-Drier or Accumulator
OEM ref. varies by AC system type		The receiver-drier desiccant is saturated by atmospheric moisture within minutes of circuit opening and cannot be regenerated — it must be replaced every time the AC circuit is opened for any reason. A saturated desiccant releases moisture into the new compressor's oil, forming acids that corrode the valve plate assembly and shaft seal from the first operating cycle. This is the single most critical companion replacement for any AC compressor service.
Expansion Valve or Orifice Tube
TXV or fixed orifice, OEM ref. varies		The expansion valve contains a fine mesh inlet screen that captures metallic debris circulating in the refrigerant — after a compressor seizure this screen is blocked with aluminium and steel particles and the valve needle seat may be scored. A blocked expansion valve starves the evaporator of refrigerant regardless of how well the new compressor performs. Replace the expansion valve simultaneously with every compressor replacement following mechanical failure.
AC Clutch Assembly
Rotor, coil, and drive plate — OEM ref. varies		On fixed-displacement compressors with an electromagnetic clutch, the clutch rotor bearing and drive plate accumulate wear at the same rate as the compressor internals. If the compressor has failed after high mileage rather than from a specific event, the clutch bearing is at the same wear stage and should be replaced simultaneously. Fitting a new compressor and retaining a worn clutch bearing will produce clutch bearing noise within a short operating period requiring a repeat compressor removal.