1) Prepare and verify (safety & ID)
- Tools: certified recovery machine, vacuum pump, manifold gauges, refrigerant scale, service hoses, leak detector/UV lamp, thermometers, PPE (gloves/eye protection).
- Identify refrigerant type and factory charge from vehicle label (under bonnet or chassis plate). Use only the specified refrigerant and oil.
Theory: correct refrigerant/oil and safe equipment are required to restore system thermodynamics and protect the compressor. Using the wrong refrigerant or venting refrigerant is illegal and damages the system.

2) Initial system assessment (diagnose before charging)
- Measure static pressures (both service ports, engine off) with gauges.
- Check compressor clutch operation, belts, condenser cooling fan, airflow to evaporator and cabin filter, and visually inspect condenser/lines for obvious leaks/corrosion.
- Perform an active leak check if obvious low-charge signs exist (UV dye, electronic sniffer, or pressurize with dry nitrogen at low pressure and soap test on joints).
Theory: low charge is usually leak-driven or caused by component failure. Identifying and repairing leaks or failed components prevents re-loss of charge and repeated work. Static pressures indicate presence/absence of significant refrigerant.

3) Repair any detected leaks or failed components
- Replace or reseal leaking hose, O-ring, schrader valves, condenser, drier/accumulator, evaporator, or compressor as required.
- When replacing the receiver-drier/accumulator or compressor, drain/replace system oil to the correct type and measured quantity per spec. Replace O-rings with correct material and lightly oil them.
Theory: leaks are the root cause of low charge. Drier/accumulator contains desiccant that removes moisture; if it’s saturated (or removed during repair) it must be replaced to prevent acid/corrosion and freeze-ups. Correct oil quantity restores compressor lubrication and internal clearances.

4) Recover remaining refrigerant (if present)
- Use a certified recovery machine to remove refrigerant into an approved cylinder before opening the system.
Theory: recovery prevents venting to atmosphere and allows safe evacuation/repair. It also avoids air/moisture being drawn into the opened system.

5) Evacuate and dehydration
- Connect manifold and vacuum pump. Evacuate the system to a deep vacuum — target at or below ~500 microns (or follow factory spec). Maintain vacuum and observe for at least 10–15 minutes to ensure hold (no rise).
Theory: evacuation removes non-condensables (air) and moisture. Air increases system pressures and reduces heat transfer; moisture reacts with refrigerant/oil to form acids and ice in the expansion device, damaging components. A proper vacuum ensures the system is dry and able to accept the correct charge.

6) Leak verification under vacuum
- Hold vacuum or perform a brief nitrogen pressure/leak test after evacuation. If vacuum rises or nitrogen leaks, find and repair leaks then re-evacuate.
Theory: verifying holds after evacuation confirms leaks have been fixed — otherwise the new charge will be lost again.

7) Recharge by weight (correct charging)
- Mount the refrigerant cylinder on the scale. Follow the vehicle’s specified refrigerant charge (weight).
- General method: For a full recharge, add refrigerant by weight into the low-side service port with the compressor running and blower on high (some factories specify adding liquid into the high side only if instructed — always follow the vehicle spec). If only topping off, add vapor into the low side with compressor on.
- Monitor manifold pressures and cabin/evaporator temperatures while charging. Stop at the specified charge weight.
Theory: charging by weight restores the system’s designed mass of refrigerant, which sets evaporation and condensation pressures for expected heat transfer. Proper mass ensures the evaporator has the right amount of liquid/vapor to absorb cabin heat and the condenser can reject heat to ambient.

8) System run-in and verification
- Start engine, set A/C to max cool and blower to high, and observe low/high side pressures reach expected ranges for ambient temperature (refer to factory chart). Measure outlet air temperature at the vent (should reach specified delta over ambient).
- Check compressor amperage, clutch operation, and for any abnormal noises or leaks.
- Measure superheat or subcooling per service manual to confirm proper charge: for TXV-equipped systems, check subcooling; for orifice-tube systems, confirm proper superheat.
Theory: running the system allows refrigerant to distribute and reach thermal equilibrium. Superheat/subcooling confirms that the evaporator and condenser are functioning as intended and that liquid/gas proportions are correct — verifying efficient heat transfer and protecting the compressor from liquid slugging.

9) Final checks and documentation
- Recheck for leaks (sniffer or UV), proper operation at multiple ambient loads, and that accumulator/drier temperatures are normal.
- Replace service port caps, label the vehicle with refrigerant quantity added and date, and comply with local refrigerant handling laws/certifications.
Theory: documenting and double-checking ensures long-term reliability and regulatory compliance.

How each repair step fixes the fault (summary)
- Leak repair: stops refrigerant loss; prevents repeat low-charge condition.
- Recovery and evacuation: removes residual refrigerant safely and eliminates air/moisture, restoring system thermodynamic integrity.
- Replacing drier/accumulator: removes moisture and contaminants that cause internal corrosion, acid formation and blockages.
- Oil replacement/top-up: restores compressor lubrication and internal clearances lost during evacuation or component replacement.
- Correct charging by weight and verification (superheat/subcooling): restores the correct refrigerant mass and phase conditions so the evaporator absorbs heat effectively and the condenser rejects heat, returning system cooling capacity to spec and protecting the compressor from damage.

Safety & regulatory notes (brief)
- Do not vent refrigerant. Use certified recovery/evacuation equipment. Follow local laws (EPA 609 in the U.S. or equivalent).
- If unsure about pressures or component fitment, follow the Hino workshop manual specs for that exact WU/XZU variant.

End.
rteeqp73

SMALL LORRY BIG ENGINE 4,009cc TURBO | HINO XZU600J WITH WOODEN CARGO BODY [MALAYSIA SPEC] Specification For HINO XZU600J Model: HINO XZU600J (HINO 300 SERIES) Body: Wooden Cargo (Length 10 feet 1 inch) ...

Change speed limit on hino truck truck_diagnostic #truck_diagnostic #mechanic.

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