refrigerant type ISUZU TROOPER 1998 Service Repair Manual

SERVICE INFORMATION 00 Ð 45
HEATER UNIT
Temperature control Reheat air mix system
Capacity (Kcal./hr.) 3,700
Air flow (m
3/hr.) 280
HEATER CORE
Type Fin & tube type
Element dimension mm (in.) 161 (6.3) ´163 (6.4) ´45 (1.8)
Radiating area m
2Approx. 2.1
EVAPORATOR ASSEMBLY
Capacity (Kcal./hr.) 4,200
Air flow (m
3/hr.) 470
EVAPORATOR CORE
Type Al-laminate louver fin type
Element dimension mm (in.) 235 (9.3) ´224 (8.8) ´74 (2.9)
EXPANSION VALVE
Type External pressure equalizer type
THERMOSTAT SWITCH
Type Electronic thermostat
°C (F) OFF: 3.5 ±0.5 (38.3 ±0.9)
ON: 5.0 ±0.5 (41.0 ±0.9)
CONDENSER
Type Parallel flow
Radiation performance (Kcal./hr.) 11,500
RECEIVER/DRIER
Type Assembly includes sight glass with dual (triple)
pressure switch
Internal volume cc (Imp. fl oz) 300 (8.5)
PRESSURE SWITCH
Type Dual pressure switch
kPa (kgácm
2/ PSI)·Low pressure control
ON: 205.9 ±30 (2.1 ±0.3 / 29.9 ±4)
(Except 6VD1 / 6VE1, LHD model)
186 ± 30 (1.9 ± 0.3 / 27 ± 4)
(only for 6VD1/ 6VE1, LHD model)
OFF: 176 ±20 (1.8 ±0.2 / 26 ±3)
·High pressure control
ON: 2354 ±196 (24.0 ±2.0 / 341 ±28)
OFF: 2942 ±196 (30.0 ±2.0 / 427 ±28)
Triple pressure switch (W/Condenser fan)
·Low pressure control
ON: 186 ±30 (1.9 ±0.3 / 27 ±4)
OFF: 176 ± 20 (1.8 ±0.2 / 26 ±3)
·Medium pressure control
ON: 1471 ±98 (15.0 ±1.0 / 213 ±14)
OFF: 1079 ±98 (11.0 ±1.0 / 156 ±14)
·High pressure control
ON: 2354 ±196 (24.0 ±2.0 / 341 ±28)
OFF: 2942 ±196 (30.0 ±2.0 / 427 ±28)
REFRIGERANT
Type/Specified amount g (lbs) HFC-134a / 750 (1.65)
MAIN DATA AND SPECIFICATIONS

00 Ð 46 SERVICE INFORMATION
COMPRESSOR
Model DKV-14D
Type Vane rotary (Invariable)
Number of vanes 5
Rotor diameter mm (in.) 64 (2.52)
Stroke mm (in.) 8.75 (0.34)
Displacement cc (Imp fl oz) 140 (3.9)
Maximum speed (rpm) 7,000 (up to 8,400)
Direction of rotation Clockwise (Front-side view)
Lubrication system Pressure differential type
Lubricant cc (Imp fl oz) ZXL-200PG, 150 (4.2)
ISUZU PART NO.
8-97101-336-0
Refrigerant g (lbs.) HFC-134a, 750 (1.65)
Shaft seal Lip type
Weight kg (lbs.) 3.6 (7.94)
MAGNETIC CLUTCH
Type Electromagnetic single-plate dry clutch
Rated voltage 12 Volts D.C.
Current consumption (A) 3.7
Starting torque Nám 39 (4.0 / 30)
(kgám / lbáft)
Direction of rotation Clockwise (Front-side view)
Weight kg (lbs.) 2.2 (4.9)
6VD1/6VE1 (RHD) & 6VD1 (LHD) (SAUDI/PHILIPPINE)
6VD1/6VE1 (LHD) Except SAUDI/PHILIPPINE
COMPRESSOR
Model HD6
Type Vane rotary (Invariable)
Number of vanes 6
Rotor diameter mm (in.) 64 (2.52)
Stroke mm (in.) 24 (0.94)
Displacement cc (Imp fl oz) 164 (4.59)
Maximum speed (rpm) 9,000
Direction of rotation Clockwise (Front-side view)
Lubrication system Pressure differential type
Lubricant cc (Imp fl oz) SD2-231, 150 (4.2)
Refrigerant g (lbs.) R-134a, 750 (1.65)
Shaft seal Lip type
Weight kg (lbs.) 6.8 (14.99)
MAGNETIC CLUTCH
Type Electromagnetic single-plate dry clutch
Rated voltage 12 Volts D.C.
Current consumption (A) 3.7
Starting torque Nám 39 (4.0 / 30)
(kgám / lbáft)
Direction of rotation Clockwise (Front-side view)
Weight kg (lbs.) 2.2 (4.9)

SERVICE INFORMATION 00 Ð 47
4JG2/4JX1
COMPRESSOR
Model DKS-15CH
Type Swash plate type
Number of cylinder 6
Bore mm (in.) 36 (1.4)
Stroke mm (in.) 24 (0.94)
Displacement cc (Imp fl oz) 147 (4.1)
Maximum speed (rpm) 7,000 (up to 8,400)
Direction of rotation Clockwise (Front-side view)
Lubrication system Pressure differential type
Lubricant cc (Imp fl oz) ZXL-100PG, 150 (4.2)
ISUZU PART NO.
8-97101-338-0
Refrigerant g (lbs.) HFC-134a, 750 (1.65)
Shaft seal Lip type
Weight kg (lbs.) 4.1 (9.0)
MAGNETIC CLUTCH
Type Electromagnetic single-plate dry clutch
Rated voltage 12 Volts D.C.
Current consumption (A) 3.7
Starting torque Nám 49 (5.0 / 36)
(kgám / lbáft)
Direction of rotation Clockwise (Front-side view)
Weight kg (lbs.) 2.3 (5.1)

1B Ð 4 AIR CONDITIONING
The refrigeration cycle includes the following four
processes as the refrigerant changes repeatedly
from liquid to gas and back to liquid while
circulating.
EVAPORATION
The refrigerant is changed from a liquid to a gas
inside the evaporator. The refrigerant mist that
enters the evaporator vaporizes readily. The liquid
refrigerant removes the required quantity of heat
(latent heat of vaporization) from the air around the
evaporator core cooling fins and rapidly vaporizes.
Removing the heat cools the air, which is then
radiated from the fins and lowers the temperature
of the air inside the vehicle.
The refrigerant liquid sent from the expansion valve
and the vaporized refrigerant gas are both present
inside the evaporator and the liquid is converted to
gas.
With this change from liquid to gas, the pressure
inside the evaporator must be kept low enough for
vaporization to occur at a lower temperature.
Because of that, the vaporized refrigerant is sucked
into the compressor.
COMPRESSION
The refrigerant is compressed by the compressor
until it is easily liquefied at normal temperature.
The vaporized refrigerant in the evaporator is
sucked into the compressor. This action maintains
the refrigerant inside the evaporator at a low
pressure so that it can easily vaporize, even at low
temperatures close to 0¡C (32¡F).
Also, the refrigerant sucked into the compressor is
compressed inside the cylinder to increase the
pressure and temperature to values such that the
refrigerant can easily liquefy at normal ambient
temperatures.
CONDENSATION
The refrigerant inside the condenser is cooled by
the outside air and changes from gas to liquid.
The high temperature, high pressure gas coming
from the compressor is cooled and liquefied by the
condenser with outside air and accumulated in the
receiver/drier. The heat radiated to the outside air
by the high temperature, high pressure gas in the
compressor is called heat of condensation. This is
the total quantity of heat (heat of vaporization) the
refrigerant removes from the vehicle interior via the
evaporator and the work (calculated as the quantity
of heat) performed for compression.
EXPANSION
The expansion valve lowers the pressure of the
refrigerant liquid so that it can easily vaporize.
The process of lowering the pressure to encourage
vaporization before the liquefied refrigerant is sent
to the evaporator is called expansion. In addition,
the expansion valve controls the flow rate of the
refrigerant liquid while decreasing the pressure.
That is, the quantity of refrigerant liquid vaporized
inside the evaporator is determined by the quantity
of heat which must be removed at a prescribed
vaporization temperature. It is important that the
quantity of refrigerant be controlled to exactly the
right value.
COMPRESSOR
The compressor performs two main functions:
It compresses low-pressure and low-temperature
refrigerant vapor from the evaporator into high-
pressure and high-temperature refrigerant vapor to
the condenser. And it pumps refrigerant and
refrigerant oil through the A/C system.
6VD1/6VE1 engine on RHD model is equipped with
an invariable capacity five-vane rotary compressor
(DKV-14D Type).
The compressor sucks and compresses refrigerant
by the rotation of the vane installed to the shaft,
and always discharges a fixed amount of refrigerant
independent of the load of refrigerant.
The thermo sensor is installed to the front head of
the compressor to protect it by stopping its
operation when the refrigerant gas is insufficient or
when the temperature is abnormally high.
·OFF ....... 160 ±5¡C (320.0 ±41¡F)
·ON ........ 135 ±5¡C (275.0 ±41¡F)
Diesel Engine models and 6VD1/6VE1 engine on
LHD model are equipped with a swash plate type
compressor
Swash plate compressors have a swash (slanted)
plate mounted on the shaft. When the shaft turns,
the rotation of the swash plate is converted to
reciprocating piston motion which sucks in and
compresses the refrigerant gas.
Shaft seal (Lip type) is installed between the valve
plate and shaft & cylinder head to prevent
refrigerant gas leaks. A specified amount of
compressor oil is contained in the oil pan.
This oil is supplied to the cylinders, bearings, etc.,
by an oil pump which is connected to the swash
plate shaft.

AIR CONDITIONING 1B Ð 5
With some compressors the differential between
the intake pressure and discharge pressure
generated while the compressor is operating is
used for lubrication instead of an oil pump.
The specified amount of the DKV-14D, DKS-15CH
and HD6 compressors oil is 150cc (4.2 Imp fl oz).
Also, compressor oil to be used varies according to
the compressor model. Be sure to avoid mixing
two or more different types of oil.
If the wrong oil is used, lubrication will be poor and
the compressor will seize or malfunction.
The magnetic clutch connector is a waterproof type.
MAGNETIC CLUTCH
The compressor is driven by the drive belt from the
crank pulley of the engine. If the compressor is
activated each time the engine is started, this
causes too much load to the engine. The magnetic
clutch transmits the power from the engine to the
compressor and activates it when the air
conditioning is ÒONÓ. Also, it cuts off the power
from the engine to the compressor when the air
conditioning is ÒOFFÓ. (Magnetic clutch repair
procedure can be found in Section 1D.)
CONDENSER
The condenser assembly in front of the radiator,
which carry the refrigerant and cooling fins to
provide rapid transfer of heat.
Also, it functions to cool and liquefy the high-
pressure and high-temperature vapor sent from the
compressor by the radiator fan or outside air.
A condenser may malfunction in two ways: it may
leak, or it may be restricted. A condenser restriction
will result in excessive compressor discharge
pressure. If a partial restriction is present, the
refrigerant expands after passing through the
restriction.
Thus, ice or frost may from immediately after the
restriction. If air flow through the condenser or
radiator is blocked, high discharge pressures will
result. During normal condenser operation, the
refrigerant outlet line will be slightly cooler than the
inlet line.
The vehicle is equipped with the condenser of the
parallel flow type condenser. A larger thermal
transmission area on the inner surface of the tube
allows the radiant heat to increase and the
ventilation resistance to decrease.
The refrigerant line connection has a bolt at the
block joint, for easy servicing.
RECEIVER/DRIER
The receiver/drier performs four functions;
·As the quantity of refrigerant circulated varies
depending on the refrigeration cycle conditions,
sufficient refrigerant is stored for the refrigera-
tion cycle to operate smoothly in accordance
with fluctuations in the quantity circulated.
·The liquefied refrigerant from the condenser is
mixed with refrigerant gas containing air
bubbles. If refrigerant containing air bubbles is
sent to the expansion valve, the cooling
capacity will decrease considerably. Therefore,
the liquid and air bubbles are separated and
only the liquid is sent to the expansion valve.
·The receiver/drier utilizes a filter and dryer to
remove the dirt and water mixed in the cycling
refrigerant.
·The sight glass, installed atop the receiver/
drier, show the state of the refrigerant.
A receiver/drier may fail due to a restriction inside
the body of the unit. A restriction at the inlet to the
receiver/drier will cause high pressures.
Outlet restrictions will be indicated by low pressure
and little or no cooling. An excessively cold
receiver/ drier outlet may indicate a restriction.
The receiver/drier of this vehicle is made of
aluminum with a smaller tank. It has 300 cc
(8.5 Imp fl oz) refrigerant capacity.
The refrigerant line connection has a bolt at the
block joint, for easy servicing.
DKV-14D TYPE
DKS-15CH TYPE
HD6 TYPE
Magnetic clutch
CompressorSuction side
Discharge side
Compressor Magnetic clutch
852RW031 871RY00012
871RY00011

1B Ð 6 AIR CONDITIONING
DUAL PRESSURE SWITCH
The dual pressure switch is installed on the upper
part of the receiver/drier, to detect excessively high
pressure (high pressure switch) and prevent
compressor seizure due to the refrigerant leaking
(low pressure switch), switching the compressor
ÒONÓ or ÒOFFÓ as required.
The pressure switch connector is waterproof type.
·Low-pressure control kpa (kgácm
2/ PSI)
Compressor
ON: 205.9 ± 30 (2.1 ± 0.3 / 30 ± 4)
(Except 6VD1 / 6VE1, LHD model)
186 ± 30 (1.9 ± 0.3 / 27 ± 4)
(only for 6VD1 / 6VE1, LHD model)
OFF: 176 ± 20 (1.8 ± 0.2 / 26 ± 3)
·High-pressure control
Compressor
ON: 2354 ± 196 (24.0 ± 2.0 / 341 ± 28)
OFF: 2942 ± 196 (30.0 ± 2.0 / 427 ± 28)
TRIPLE PRESSURE SWITCH
Triple pressure switch is installed atop the receiver/
drier. This switch is constructed with a unitized type
of two switches. One of them is a low and high
pressure switch (Dual pressure switch) to switch
ÒONÓ or ÒOFFÓ the magnetic clutch as a result of
irregularly high-pressure or low-pressure of the
refrigerant. The other one is a medium pressure
switch (Cycling switch) to switch ÒONÓ or ÒOFFÓ
the condenser fan sensing the condenser high side
pressure.·Low-pressure control kpa (kgácm
2/PSI)
Compressor
ON: 186 ± 30 (1.9 ± 0.3 / 27 ± 4)
OFF: 176 ± 20 (1.8 ± 0.2 / 26 ± 3)
·Medium-pressure control
Condenser fan
ON: 1471 ± 98 (15.0 ± 1.0 / 213 ± 14)
OFF: 1079 ± 98 (11.0 ± 1.0 / 156 ± 14)
·High-pressure control
Compressor
ON: 2354 ± 196 (24.0 ± 2.0 / 341 ± 28)
OFF: 2942 ± 196 (30.0 ± 2.0 / 427 ± 28)
EXPANSION VALVE
This expansion valve (1) is internal pressure type
and it is installed at the evaporator intake port.
The expansion valve converts the high pressure
liquid refrigerant sent from the receiver/drier to a
low pressure liquid refrigerant by forcing it through
a tiny port before sending it to the evaporator (2).
This type of expansion valve consists of a
temperature sensor, diaphragm, ball valve, ball
seat, spring adjustment screw, etc.
The temperature sensor contacts the evaporator
outlet pipe, and converts changes in temperature to
pressure. It then transmits these to the top chamber
of the diaphragm.
The refrigerant pressure is transmitted to the
diaphragms bottom chamber through the external
equalizing pressure tube.
The ball valve is connected to the diaphragm. The
opening angle of the expansion valve is determined
by the force acting on the diaphragm and the spring
pressure.
The expansion valve regulates the flow rate of the
refrigerant. Accordingly, when a malfunction occurs
to this expansion valve, both discharge and suction
pressures get low, resulting in insufficient cooling
capacity of the evaporator.
Pressure switch
Receiver/Drier
Triple pressure switch
Condenser fan Condenser
1
2
875RY00003874RY00003

AIR CONDITIONING 1B Ð 7
EVAPORATOR
The evaporator cools and dehumidifies the air
before the air enters the vehicle. High-pressure
liquid refrigerant flows through the expansion valve
(1) into the low-pressure area of the evaporator (2).
The heat in the air passing through the evaporator
core is lost to the cooler surface of the core, thereby
cooling the air.
As heat is lost between the air and the evaporator
core surface, moisture in the vehicle condenses on
the outside surface of the evaporator core and is
drained off as water.
When the evaporator malfunctions, the trouble will
show up as inadequate supply of cool air. The
cause is typically a partially plugged core due to
dirt, or a malfunctioning blower motor.
The evaporator core with a laminate louver fin is a
single-sided tank type where only one tank is
provided under the core.
ELECTRONIC THERMOSTAT
The thermostat consists of the thermosensor (1)
and thermostat unit (4) which functions electrically
to reduce the noises being generated while the
system is in operation.
The electronic thermosensor (1) is mounted at the
evaporator core (2) outlet and senses the
temperature of the cool air from the evaporator (3).
Temperature signals are input to the thermostat
unit. This information is compared by the thermo
unit and the results in output to operate the A/C
Thermostat relay and turn the magnetic clutch
ÒONÓ or ÒOFFÓ to prevent evaporator freeze-up.
A characteristic of the sensor is that the resistance
decreases as the temperature increases and the
resistance increases as the temperature decreases.
REFRIGERANT LINE
Restrictions in the refrigerant line will be indicated by:
1. Suction line; A restricted suction line will cause
low suction pressure at the compressor, low
discharge pressure and little or not cooling.
2. Discharge line; A restriction in the discharge line
generally will cause the discharge line to leak.
3. Liquid line; A liquid line restriction will be
evidenced by low discharge and suction
pressure and insufficient cooling.
Refrigerant flexible hoses that have a low
permeability to refrigerant and moisture are used.
These low permeability hoses have a special nylon
layer on the inside.
SERVICE CHARGE VALVES
The charging hoses have a quick-joint type fitting,
to reduce refrigerant loss during removal and
installation.
12
3
4
Reinforcement layer(Polyester) Resin layer(Nylon)
Internal rubber layer
External rubber layer
1
2
874RY00003874RX022

AIR CONDITIONING 1BÐ119
Chart A: Magnet Clutch Does Not work
NOThe harness is disconnected.
NOReplace the failed relay.
NOFailure on the power supply system.
NO
NO
NOReplace the fuse.
YESFailure on the magnet clutch.
NOReplace the electronic thermostat.
YES
YES YES
YES
YESNO
YES
The harness is disconnected.
Failure on the pressure switch or
refrigerant is insufficient.
Turn the A/C (air conditioner) switch on.
Are the pressure switch side connector
terminals No.1 and No.2
conducted?C-25C-25
Are relays normal?
Is fuse (C-20) 10A normal?
Is the electronic thermostat normal?
Is the battery voltage present between
the chassis harness side connector
terminal No.1 and the ground?
E-3
Is the battery voltage present between
the chassis harness side connector
terminal No.1 and the ground.
C-25
Is the battery voltage present between
the chassis side relay terminal No.3
and the ground, and No.1
and the ground?
X-7X-5
YES
Turn the ignition switch off.
Is conduction provided between the
following chassis harness side connecter
terminals?
No.2 and No.2 .
No.4 and No.1 .
E-3X-7
X-7X-5
Turn the ignition switch on (the engine is
started).
Magnet clutch does not work
Chart A
Type of trouble

COMPRESSOR OVERHAUL 1D Ð 3
solvent, and dried with dry air. Use only lint free
cloths to wipe parts.
The operations described below are based on
bench overhaul with compressor removed from the
car, except as noted. They have been prepared in
order of accessibility of the components. When the
compressor is removed from the car for servicing,
the oil remaining in the compressor should be
discarded and new refrigerant oil added to the
compressor.
Magnetic clutch assembly repair procedures require
that the system be discharged of refrigerant. (Refer
to Section 1B for ÒREFRIGERANT RECOVERYÓ.)
Compressor malfunction will appear in one of four
ways: noise, seizure, leakage or low discharge
pressure. Resonant compressor noises are not
cause for alarm; however, irregular noise or rattles
may indicate broken parts or excessive clearances
due to wear. To check seizure, de-energize the
magnetic clutch and check to see if the drive plate
can be rotated. If rotation is impossible, the
compressor is seized. Low discharge pressure may
be due to a faulty internal seal of the compressor,
or a restriction in the compressor. Low discharge
pressure may also be due to an insufficient
refrigerant charge or a restriction elsewhere in the
system. These possibilities should be checked prior
to servicing the compressor. If the compressor is
inoperative, but is not seized, check to see if current
is being supplied to the magnetic clutch coil
terminals.
The compressor has vanes built into a rotor which
is mounted on a shaft.
When the shaft rotates, the vanes built into the
cylinder block assembly are opened by centrifugal
force.
This changes the volume of the space formed by
the rotor and cylinder, resulting in the intake and
compression of the refrigerant gas. The discharge
valve and the valve stopper, which protects the
discharge valve, are built into the cylinder block
assembly. There is no suction valve but a shaft seal
is installed between the shaft and head; a trigger
valve, which applies back pressure to the vanes, is
installed in the cylinder block and a refrigerant gas
temperature sensor is installed in the front head.
The specified quantity of compressor oil is
contained in the compressor to lubricate the various
parts using the refrigerant gas discharge pressure.
6VD1 engine is equipped with an invariable
capacity five-vane rotary compressor (DKV-14D
Type).
The compressor sucks and compresses refrigerant
by the rotation of the vane installed to the shaft,
and always discharges a fixed amount of refrigerant
independent of the load of refrigerant.The thermo sensor is installed to the front head of
the compressor to protect it by stopping its
operation when the refrigerant gas is insufficient or
when the temperature get abnormally high.
·OFF ..... 160 ±5¡C (320.0 ±9.0¡F)
·ON ..... 135 ±5¡C (275.0 ±9.0¡F)
4JG2 Engine are provided with a swash plate type
compressor (DKS-15CH Type)
Swash plate compressors have a swash (slanted)
plate mounted on the shaft. When the shaft turns,
the rotation of the swash plate is converted to
reciprocating piston motion which sucks in and
compresses the refrigerant gas.
Shaft seal (Lip type) is installed between the valve
plate and shaft & cylinder head to prevent
refrigerant gas leaks. A specified amount of
compressor oil is contained in the oil pan.
This oil is supplied to the cylinders, bearings, etc.,
by an oil pump which is connected to the swash
plate shaft.
With some compressors the differential between
the intake pressure and discharge pressure
generated while the compressor is operating is
used for lubrication instead of an oil pump.
Three pistons are arranged at 120g intervals around
the center of the swash plate shaft. These pistons
are connected to the ends of the swash plate
through shoe disks and balls.
The rotation of the swash plate causes
reciprocating movement of the piston inside the
cylinders, with each piston operating as two
cylinders. Because of that, the compressor operates
as though it has 6 cylinders.
The specified amount of the compressors oil is
150cc (4.2 Imp fl oz).
Also, compressor oil to be used varies according to
the compressor model. Be sure to avoid mixing two
or more different types of oil.
If the wrong oil is used, lubrication will be poor and
the compressor will seize or malfunction.