Scope: installing or retrofitting a supercharger on a Hino 700 Series (heavy‑duty diesel truck). This is a major modification requiring mechanical, electrical and calibration work. Follow the truck’s workshop manual for engine‑specific torque specs and clearances. Below are practical step‑by‑step instructions, tools, safety precautions, how tools are used, common pitfalls, and replacement parts typically required.

1) Safety & preparatory steps
- Work only in a well‑ventilated, level shop with adequate lifting gear. Wear safety glasses, gloves, hearing protection and steel‑toe boots.
- Disconnect both battery negative terminals and isolate the electrical system. Tag wiring connectors.
- Depressurize fuel system per Hino procedures. Allow engine to cool fully; drain coolant where needed.
- Support chassis and engine properly (engine hoist or support bar) if mounts will be removed.
- Have a fire extinguisher, spill kit, and drip trays ready. Observe local emissions and legal restrictions for forced‑induction modifications.

2) Tools and equipment (typical)
- Metric and SAE hand tools: sockets, ratchets, extensions, breakers.
- Torque wrench (range to cover 10–250 Nm+), calibrated.
- Engine hoist or support bar, floor jacks, jack stands.
- Belt tension gauge and pulley alignment tool.
- Flaring tool and tubing bender (for oil/feed/return lines).
- Hose clamp pliers, hose removal tools, O‑ring pick.
- Impact gun (use sparingly), breaker bar.
- Shop vacuum, gasket scrapers, thread locker (Loctite medium), anti‑seize.
- Sealant/RTV rated for oil/coolant.
- Oil and coolant drain pans.
- Boost gauge and handheld datalogger (OBD interface or CAN scanner).
- Fuel pressure gauge, EGT probe(s), wideband AFR meter (diesel AFR monitoring or lambda sensor if applicable).
- Vacuum/pressure leak tester and smoke tester.
- Dyno access or road‑load dyno for final tune.
- Specialty supercharger kit tools (supplied): alignment pins, pulleys, bracket templates, shaft locking tool, oil priming tool.

How tools are used: use torque wrench for all critical fasteners to manufacturer spec. Use belt tension gauge to set accessory belt tension per supercharger pulley spec. Use flaring tool for leak‑free rigid oil feed/return lines. Use smoke tester to find intake leaks. Use dyno and datalogger for tuning and to monitor EGT/boost under load.

3) Parts typically required (kit + replacements)
- OEM or aftermarket supercharger unit sized for engine (roots, twin‑screw, or centrifugal).
- Dedicated supercharger bracketry and mounting hardware (kit).
- Supercharger drive pulley(s) and belt(s) (matched to accessory drive).
- Oil feed and return lines (stainless braided), fittings, banjo bolts, crush washers.
- Bypass/pressure relief valve or bypass valve assembly (integrated or external).
- Intercooler (air‑to‑air or air‑to‑water) and piping, couplers, clamps.
- Intake piping, silicone joiners, MAF/MAP sensor adaptors.
- Intake manifold gaskets, O‑rings, and new intake bolts if torque‑to‑yield.
- Replacement hoses and clamps (vacuum, coolant where modified).
- Higher capacity fuel pump and/or injectors (likely required to avoid lean/high EGT).
- ECUs: piggyback module or full ECU remap/software.
- New drive belt(s), tensioner (if belt routing changes).
- New oil filter, engine oil, coolant, and any recommended oils for supercharger (if self‑lubricated).
- Fasteners, threadlocker, and replacement mounting rubber or engine mount parts if removed.

4) Step‑by‑step installation (general)
A. Planning and kit check
- Verify engine variant and fitment. Check hood clearance, accessory drive space and exhaust routing.
- Inspect kit contents and instructions. Pre‑fit brackets and pulleys on bench. Identify necessary coolant, oil and intake modifications.

B. De‑installation / access
- Remove airbox, intake plumbing, intercooler plumbing (if present), engine covers, and alternator/AC compressor only if needed for access.
- Label and photograph connectors, vacuum lines, and sensor locations.
- Drain coolant and oil if required by kit instructions for manifold removal or intercooler installation.

C. Mounting brackets and supercharger
- Fit mounting brackets to cylinder head/intake manifold per kit. Clean bolt holes; use anti‑seize where specified.
- Trial‑fit supercharger unit to bracket. Confirm bracket and housing clearance to hoses, turbocharger (if still present), injection lines, and chassis.
- Install oil feed: route from a high‑pressure oil source (cam cover pressurized gallery) or dedicated feed per kit. Use proper AN or banjo fittings. Tighten with new crush washers. Use flare/braided hose for return to sump/return port with correct diameter.
- Pre‑prime supercharger if required: fill internal reservoir with recommended oil and rotate by hand/drive to circulate (follow kit priming tool steps).

D. Intake plumbing and intercooler
- Install intercooler core in front of radiator or in a location with good airflow. Fit piping with silicone couplers and T‑bolt clamps. Avoid sharp bends and ensure good clearance from hot exhaust components.
- Install bypass/boost control valve and vacuum lines. For twincharged or turbo‑supercharged setups, ensure boost control sequencing (prevent surge/spiking). Use electronic control solenoid if kit specifies.

E. Drive system & belt alignment
- Install drive pulley(s) and set belt routing. Use alignment tool to ensure pulleys are coplanar.
- Tension belt to kit specification using belt tension gauge. Over‑tension causes bearing damage; under‑tension causes slippage.

F. Fuel and ECU
- Upgrade lift pump and/or injectors as required. Diesel engines running increased intake charge require more fuel; failure to upgrade causes high EGT and engine damage.
- Install ECU piggyback or flash ECU. Map must manage boost, fueling, injection timing and possibly EGR. DO NOT run significant boost without proper fueling/timing calibration.

G. Sensors, plumbing, and final checks
- Reinstall or adapt MAP/boost sensors; ensure MAF if present is in appropriate location or reprogram to ignore.
- Torque all fasteners to spec (use workshop manual and kit values). Replace gaskets and O‑rings as needed.
- Refill engine oil and coolant. Fit new oil filter. Bleed cooling system.

H. Initial start and checks (shop)
- Reconnect batteries.
- Prime system: spin engine with starter without fuel (if recommended) to circulate oil and check for leaks.
- Start engine and idle. Check for oil or coolant leaks, intake leaks, abnormal noises, belt slip, and check supercharger oil pressure (if monitored).
- Monitor MAP/boost, fuel pressure, EGTs and crankcase ventilation. Adjust bypass valve for low‑load conditions to prevent compressor surge.

I. Low‑load run and dyno tuning
- Perform low RPM checks, then controlled road test. Avoid heavy load until tuned.
- Dyno tune for fueling and timing under load, monitor EGT and smoke. Adjust boost control to safe levels and implement soft‑cut/limiter strategies if necessary.

5) Common pitfalls and how to avoid them
- Insufficient fueling: causes lean operation and catastrophic EGT. Always upgrade fuel system and do a proper tune before heavy loads.
- Poor belt alignment/tension: causes belt slip or bearing failure. Use alignment tools and correct tension gauge.
- Oil feed/return misroute or wrong size: causes oil starvation or leaks. Use recommended fittings and test pressure.
- Intake leaks (hose clamps, couplers): cause incorrect boost reading and logging errors. Pressure test piping and use T‑bolt clamps.
- Heat management: supercharging raises intake temps. Under‑sized intercooler leads to heat soak and EGT spikes. Use adequate intercooler and route away from exhaust.
- Turbo/supercharger interaction (twincharging): improper control can cause compressor surge or overboost. Use staged boost control and correct wastegate tuning.
- Ignoring ECU tuning: stock ECU will not manage added air properly — must remap or use piggyback with safety limits.
- Mounting stress: poor bracket design or engine movement can fracture housings. Use solid brackets and check for chassis clearance.
- Legal/emissions: modifications may be illegal or invalidate warranties. Verify local regulations.

6) Testing checklist (before road/dyno)
- All fluid levels correct; new oil and filter installed.
- No leaks (oil, coolant, fuel, intake).
- Belt tension correct and pulleys aligned.
- Supercharger lubricated and primed.
- Boost control and bypass plumbed and functional.
- Fuel delivery sufficient; fuel pressure stable under simulated load.
- Sensors reading correctly on datalogger (MAP, EGT, fuel pressure).
- ECU mapping installed or piggyback configured with safe limits.

7) Recommended consumables & replacements to carry
- Intake and intercooler couplers, T‑bolt clamps.
- Spare drive belts and tensioner.
- Banjo bolts, crush washers, and replacement fittings.
- Gaskets (intake manifold, turbo/outlet) and O‑rings.
- Engine oil, supercharger oil (if separate), oil filter.
- Coolant and spare hoses/clamps.
- Replacement injectors or pump components (if tuning requires).

Final note: This is a complex modification that changes combustion behavior of a heavy‑duty diesel. Incorrect installation or tuning will quickly damage the engine (high EGT, piston/valve damage) and create safety and legal issues. Use the Hino workshop manual for torque and service procedures. Perform dyno tuning with someone experienced in diesel forced induction.
rteeqp73

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ON HINO TRUCK HOW TO RESET DPF AND SCR MALFUNCTION WITH COMPUTER

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