weight ISUZU AXIOM 2002 Service Repair Manual

0B±8MAINTENANCE AND LUBRICATION
Recommended Fluids and Lubricants
USAGEFLUID/LUBRICANT
EngineAPI SE, SF, SG, SH or ILSAC GF-1 Engine oil (See oil
chart on the following page for proper viscosity)
Engine coolantMixture of water and good quality ethylene glycol base
type antifreeze.
Brake systemDOT-3 hydraulic brake fluid.
Power steering systemDEXRON) -III Automatic transmission fluid.
Automatic transmissionDEXRON) -III Automatic transmission fluid.
TOD SYSTEM (TOD system model only)DEXRON) -IIE or DEXRON) -III Automatic transmis-
sion fluid.
Rear axle and front axleGL-5 gear lubricant (Standard differential)
GL-5 Limited slip differential gear lubricant together
with limited slip differential lubricant additive (Part No.
8-01052-358-0) or equivalent (If equipped with optional
limited slip differential) (See oil chart in this section for
proper viscosity)
Hood latch assembly
a. Pivots and spring anchorEngine oil
b. Release pawlChassis grease
Hood and door hingesEngine oil
Chassis lubricationChassis grease
Parking brake cablesChassis grease
Front wheel bearingsMultipurpose grease
Shift on the fly systemGL-5 gear lubricant (SAE 75W-90)
Body door hinge pins and linkage, fuel door hinge, rear
compartment lid hingesEngine oil
Windshield washer solventWasher fluid
Key lock cylinderSynthetic light weight engine oil (SAE 5W-30)
Accelerator linkageChassis grease

HEATING, VENTILATION AND AIR CONDITIONING (HVAC)
1A±35
Refrigerant Recycling
Recycle the refrigerant recovered by J-39500
(ACR4:HFC-134a Refrigerant Recovery / Recycling /
Recharging / System) or equivalent.
For the details of the actual operation, follow the steps in
the ACR
4(or equivalent) Manufacturer's Instructions.
Evacuation of The Refrigerant System
901R100023
Legend
(1) Low Side
(2) High Side
NOTE: Explained below is a method using a vacuum
pump. Refer to the ACR4(or equivalent) manufacturer's
instructions when evacuating the system with a ACR4(or
equivalent).
Air and moisture in the refrigerant will cause problems in
the air conditioning system. Therefore, before charging
the refrigerant, be sure to evacuate air and moisture thor-
oughly from the system.
1. Connect the gauge manifold.

High-pressure valve (HI) Ð Discharge-side.

Low-pressure valve (LOW) Ð Suction-side.
2. Discharge and recover the refrigerant.
3. Connect the center hose of the gauge manifold set to
the vacuum pump inlet.
4. Operate the vacuum pump, open shutoff valve and
then open both hand valves.
5. When the low-pressure gauge indicates
approximately 750 mmHg (30 inHg), continue the
evacuation for 5 minutes or more.
6. Close both hand valves and stop the vacuum pump.
7. Check to ensure that the pressure does not change
after 10 minutes or more.

If the pressure changes, check the system for
leaks.

If leaks occur, retighten the refrigerant line
connections and repeat the evacuation steps.8. If no leaks are found, again operate the vacuum pump
for 20 minutes or more. After confirming that the
gauge manifold pressure is at 750 mmHg (30 inHg),
close both hand valves.
9. Close positive shutoff valve. Stop the vacuum pump
and disconnect the center hose from the vacuum
pump.
Charging The Refrigerant System
There are various methods of charging refrigerant into the
air conditioning system.
These include using J-39500 (ACR
4:HFC-134a
Refrigerant Recovery/Recycling/Recharging/System) or
equivalent and direct charging with a weight scale
charging station.
Charging Procedure

ACR
4(or equivalent) Method
For the charging of refrigerant recovered by ACR4(or
equivalent), follow the manufacturer's instruction.
901R100022
Legend
(1) Low Side
(2) High Side

Direct charging with a weight scale charging
station method
1. Make sure the evacuation process is correctly
completed.
2. Connect the center hose of the manifold gauge to the
weight scale.

1A±36
HEATING, VENTILATION AND AIR CONDITIONING (HVAC)
3. Connect the low pressure charging hose of the
manifold gauge to the low pressure side service valve
of the vehicle.
4. Connect the high pressure charging hose of the
manifold gauge to the high pressure side service
valve of the vehicle.
901R100021
Legend
(1) Low Side
(2) High Side
(3) Refrigerant Container
(4) Weight Scale
5. Place the refrigerant container(3) up right on a weight
scale(4).
Note the total weight before charging the refrigerant.
a. Open the refrigerant container valve.
b. Open the low side vale on the manifold gauge set.
Refer to the manufacturer's instructions for a
weight scale charging station.
901RS144
6. Perform a system leak test:

Charge the system with approximately 200 g
(0.44 lbs) of HFC-134a.

Make sure the high pressure valve of the manifold
gauge is closed.

Check to ensure that the degree of pressure does
not change.

Check for refrigerant leaks by using a HFC-134a
leak detector.

If a leak occurs, recover the refrigerant. Repair the
leak and start all over again from the first step of
evacuation.
7. If no leaks are found, continue charging refrigerant to
the air conditioning system.

Charge the refrigerant until the scale reading
decreases by the amount of the charge specified.
Specified amount: 700 g (1.54 lbs)

If charging the system becomes difficult:
1. Run the engine at idle and close all the vehicle
doors.
2. Turn A/C switch ªONº.
3. Set the fan switch to its highest position.
4. Set the air source selector lever to ªCIRCº.
5. Slowly open the low side valve on the manifold
gauge set.
WARNING: BE ABSOLUTELY SURE NOT TO OPEN
THE HIGH PRESSURE VALVE OF THE MANIFOLD
GAUGE. SHOULD THE HIGH PRESSURE VALVE BE
OPENED, THE HIGH PRESSURE REFRIGERANT
WOULD FLOW BACKWARD, AND THIS MAY CAUSE
THE REFRIGERANT CONTAINER TO BURST.

HEATING, VENTILATION AND AIR CONDITIONING (HVAC)
1A±61
Main Data and Specifications
General Specifications
COMPRESSOR
ModelDKV-14G
TypeVane rotary type
Number of vanes5
Rotor diameter64 mm (2.52 in.)
Stroke8.75 mm (0.34 in.)
Displacement140 cc (47.3 fl.oz.)
Maximum speed7,000 rpm (up to 8,400 rpm)
Direction of rotationClockwise (Front-side view)
Lubrication systemPressure differential type
LubricantR-134a Vane Rotary Type Compressor Oil
(AIPDN Part No.2-90188-301-0)
150 cc (5.0 fl.oz.)
RefrigerantRefrigerant-134a (R-134a), 700 g (1.54 lbs.)
Shaft sealLip type
Weight3.5 kg
MAGNETIC CLUTCH
TypeElectromagnetic single-plate dry clutch
Rated voltage12 Volts D.C.
Current consumption3.7 A
Starting torque49 N´m (36 lb´ft)
Direction of rotationClockwise (Front-side view)
Weight3.0 kg (6.6 lbs.)

3E±12WHEEL AND TIRE SYSTEM
Tire
Tire Replacement
When replacement is necessary, the original metric tire
size should be used. Most metric tire sizes do not have
exact corresponding alphanumeric tire sizes. It is
recommended that new tires be installed in pairs on the
same axle. If necessary to replace only one tire, it should
be paired with tire having the most tread, to equalize
braking traction.
CAUTION: Do not mix different types of tires such
as radial, bias and bias-belted tires except in
emergencies, because vehicle handling may be
seriously affected and may result in loss of control.
Tire Dismounting
Remove valve cap on valve step and deflate the tire. Then
use a tire changing machine to mount or dismount tires.
Follow the equipment manufacturer's instruction. Do not
use hand tools or tire lever alone to change tires as they
may damage the tire beads or wheel rim.
Tire Mounting
Rim bead seats should be cleaned with a wire brush or
coarse steel wool to remove lubricants, and light rust.
Before mounting a tire, the bead area should be well
lubricated with an approved tire lubricant.
After mounting, inflate the tire to 196kPa (28 psi) so that
beads are completely seated. Inflate the air to specified
pressure and install valve cap to the stem.
WARNING: NEVER STAND OVER TIRE WHEN
INFLATING. BEAD MAY BREAK WHEN BEAD SNAPS
OVER RIM'S SAFETY HUMP AND CAUSE SERIOUS
PERSONAL INJURY.
NEVER EXCEED 240 KPA (35 PSI) PRESSURE WHEN
INFLATING. IF 240 KPA (35 PSI) PRESSURE WILL
NOT SEAT BEADS, DEFLATE, RE-LUBRICATE AND
RE-INFLATE. OVER INFLATION MAY CAUSE THE
BEAD TO BREAK AND CAUSE SERIOUS PERSONAL
INJURY.
Tire Repair
There are many different materials on the market used to
repair tires.
Manufacturers have published detailed instructions on
how and when to repair tires. These instructions can be
obtained from the tire manufacturer if they are not
included with the repair kit.
Wheel Inspection
Damaged wheels and wheels with excessive run-out
must be replaced.
Wheel run out at rim (Base on hub Bore):
Aluminum
1± Vertical play: Less than 0.55 mm (0.022 in)
2± Horizontal play: Less than 0.55 mm (0.022 in)
480RS012
General Balance Procedure
Deposits of mud, etc. must be cleaned from the inside of
the rim.
The tire should be inspected for the following: match
mount paint marks, bent rims, bulges, irregular tire wear,
proper wheel size and inflation pressure. Then balance
according to the equipment manufacturer's
recommendations.
There are two types of wheel and tire balance.
Static balance is the equal distribution of weight around
the wheel.
Assemblies that are statically unbalanced cause a
bouncing action called tramp. This condition will
eventually cause uneven tire wear.

WHEEL AND TIRE SYSTEM3E±13
480RS013
Legend
(1) Heavy Spot Wheel Shimmy
(2) Add Balance Weights Here
Dynamic balance is the equal distribution of weight on
each side of the wheel center-line so that when the tire
spins there is no tendency for the assembly to move from
side to side. Assemblies that are dynamically unbalanced
may cause shimmy.
480RS014
Legend
(1) Heavy Spot Wheel Hop
(2) Add Balance Weights Here
WARNING: STONES SHOULD BE REMOVED FROM
THE TREAD TO AVOID OPERATOR INJURY DURING
SPIN BALANCING AND TO OBTAIN A GOOD
BALANCE.
Balancing Wheel and Tire
On-vehicle Balancing
On-Vehicle balancing methods vary with equipment and
tool manufacturers. Be sure to follow each
manufacturer's instructions during balancing operation.
Off-vehicle Balancing
Most electronic off-vehicle balancers are more accurate
than the on-vehicle spin balancers. They are easy to use
and give a dynamic balance. Although they do not correct
for drum or disc unbalance (as on- vehicle spin balancing
does), they are very accurate.
480RS015

4A2±2DIFFERNTIAL (REAR)
General Description
The rear axle assembly is of the semi±floating type in
which the vehicle weight is carried on the axle housing .
The center line of the pinion gear is below the center line
of the ring gear (hypoid drive).
All parts necessary to transmit power from the propeller
shaft to the rear wheels are enclosed in a salisbury type
axle housing (a carrier casting with tubes pressed and
welded into the carrier). A removable aluminum cover at
the rear of the axle housing permits rear axle service
without removal of the entire assembly from the vehicle.
The 8.9 inch ring gear rear axle uses a conventional ring
and pinion gear set to transmit the driving force of the
engine to the rear wheels. This gear set transfers this
driving force at a 90 degree angle from the propeller shaft
to the drive shafts.
The axle shafts are supported at the wheel end of the
shaft by a roller bearing.
The pinion gear is supported by two tapered roller
bearings. The pinion depth is set by a shim pack located
between the gear end of the pinion and the roller bearing
that is pressed onto the pinion. The pinion bearing
preload is set by crushing a collapsible spacer between
the bearings in the axle housing.
The ring gear is bolted onto the differential case with 10
bolts.
The differential case is supported in the axle housing by
two tapered roller bearings. The differential and ring gear
are located in relationship to the pinion by using selective
shims and spacers between the bearing and the
differential case. To move the ring gear, shims are deleted
from one side and an equal amount are added to the other
side. These shims are also used to preload the bearings
which are pressed onto the differential case. Two bearing
caps are used to hold the differential into the rear axle
housing.
The differential is used to allow the wheels to turn at
different rates of speed while the rear axle continues to
transmit the driving force. This prevents tire scuffing
when going around corners and prevents premature wear
on internal axle parts.
The rear axle is sealed with a pinion seal, a seal at each
axle shaft end, and by a liquid gasket between the rear
cover and the axle housing.
Limited Slip Differential (LSD)
The axle assembly may be equipped with an limited slip
differential (LSD). It is similar to the standard differential
except that part of the torque from the ring gear is
transmitted through clutch packs between the side gears
and differential case.
The LSD construction permits differential action when
required for turning corners and transmits equal torque to
both wheels when driving straight ahead. However, when
one wheel tries to spin due to a patch of ice, etc., the
clutch packs automatically provide more torque to the
wheel which is not trying to spin.
In diagnosing customer complaints, it is important to
recognize two things:
1. If, both wheels slip, with unequal traction, the LSD
has done all it can possibly do.
2. In extreame cases of differences in traction, the
wheel with the least traction may spin after the LSD
has transferred as much torque as possible to the
non-slipping wheel.
Limited Slip Differntials impose additional requirements
on lubricants, and require a special lubricant or lubricant
additive. Use 80W90 GL±5 LSD lubricant.
Rear Axle Identification
The Bill of Material and build date information(1) is
stamped on the right axle tube on the rearward side.
The axle ratio is identified by a tag(3) which is secured by
a cover bolt. If the axle has limited-slip differntial, it also
will be identified with a tag(2) secured by a cover bolt.
425RX001

4C±41 DRIVE SHAFT SYSTEM

Aluminum tube type only: Inspect the aluminum
tubing for surface scratches and dents. These
scratches may not exceed 0.2 mm (0.008 in) in depth.
401RW022

Aluminum tube type only: Visually inspect the circle
welds and fittings for any signs of cracks or signs of
deterioration. If there are any cracks that exceed 0.2
mm (0.008 in) in depth, the assembly must be
replaced.

Aluminum tube type only: Check to be sure there are
no missing balance weights. If balance weights are
missing and void has occurred in the aluminum tubing
greater than 0.2 mm (0.008 in), the assembly must be
replaced.
Universal Joint Reassembly
1. Pack the four grease cavities of the spider with a high
quality, extreme pressure N.L.G.I. Grade 2 grease.
Do not add additional grease to bearing cup
assembly.
2. Move one end of the spider to cause a trunnion to
project through the spider hole beyond the outer
machined face of the yoke lug. Place a bearing over
the trunnion diameter and align it to the spider hole.
Using an arbor press, hold the trunnion in alignment
with the spider hole and place a solid plug on the
upper bearing. Press the bearing into the spider hole
enough to install a snap ring.
401RW026
3. Install a snap ring.
NOTE: Be sure the snap rings are properly seated in the
grooves.
4. Repeat steps 2 and 3 to install the opposite bearing. If
the joint is stiff, strike the yoke ears with a soft
hammer to seat the bearing.
5. Align the setting marks and join the yokes.

4C±84
DRIVE SHAFT SYSTEM

Aluminum tube type only: Inspect the aluminum
tubing for surface scratches and dents. These
scratches may not exceed 0.2 mm (0.008 in) in depth.
401RW022

Aluminum tube type only: Visually inspect the circle
welds and fittings for any signs of cracks or signs of
deterioration. If there are any cracks that exceed 0.2
mm (0.008 in) in depth, the assembly must be
replaced.

Aluminum tube type only: Check to be sure there are
no missing balance weights. If balance weights are
missing and void has occurred in the aluminum tubing
greater than 0.2 mm (0.008 in), the assembly must be
replaced.
Universal Joint Reassembly
1. Pack the four grease cavities of the spider with a high
quality, extreme pressure N.L.G.I. Grade 2 grease.
Do not add additional grease to bearing cup
assembly.
2. Move one end of the spider to cause a trunnion to
project through the spider hole beyond the outer
machined face of the yoke lug. Place a bearing over
the trunnion diameter and align it to the spider hole.
Using an arbor press, hold the trunnion in alignment
with the spider hole and place a solid plug on the
upper bearing. Press the bearing into the spider hole
enough to install snap ring.
401RW026
3. Install a snap ring.
NOTE: Be sure the snap rings are properly seated in the
grooves.
4. Repeat steps 2 and 3 to install the opposite bearing. If
the joint is stiff, strike the yoke ears with a soft
hammer to seat the bearing.
5. Align the setting marks and join the yokes.

5C±6
POWER±ASSISTED BRAKE SYSTEM
Diagnosis
Road Testing The Brakes
Brake Test
Brakes should be tested on a dry, clean, reasonably
smooth and level roadway. A true test of brake
performance cannot be made if the roadway is wet,
greasy or covered with loose dirt where all tires do not grip
the road equally. Testing will also be adversely affected if
the roadway is crowned so as to throw the weight of the
vehicle toward wheels on one side or if the roadway is so
rough that wheels tend to bounce. Test the brakes at
different vehicle speeds with both light and heavy pedal
pressure; however, avoid locking the wheels and sliding
the tires. Braking without locking the tires will stop the
vehicle in less distance than braking to a skid (which has
no brake efficiency). More tire to road friction is present
while braking without locking the tires than braking to a
skid.
The standard brake system is designed and balanced to
avoid locking the wheels except at very high deceleration
levels.
It is designed this way because the shortest stopping
distance and best control is achieved without brake
lock±up.
Because of high deceleration capability, a firmer pedal
may be felt at higher deceleration levels.
External Conditions That Affect Brake Performance
1. Tires: Tires having unequal contact and grip on the
road will cause unequal braking. Tires must be
equally inflated, identical in size, and the thread
pattern of right and left tires must be approximately
equal.
2. Vehicle Loading: A heavily loaded vehicle requires
more braking effort.
3. Wheel Alignment: Misalignment of the wheels,
particularly in regard to excessive camber and caster,
will cause the brakes to pull to one side.
Brake Fluid Leaks
With engine running at idle and the transmission in
ªNeutralº, depress the brake pedal and hold a constant
foot pressure on the pedal. If pedal gradually falls away
with the constant pressure, the hydraulic system may be
leaking.
Check the master cylinder fluid level. While a slight drop in
the reservoir level will result from normal lining wear, an
abnormally low level in reservoir indicates a leak in the
system. The hydraulic system may be leaking internally
as well as externally. Refer to
Master Cylinder Inspection.
Also, the system may appear to pass this test but still
have slight leakage. If fluid level is normal, check the
vacuum booster push rod length. If an incorrect length
push rod is found, adjust or replace the push rod. Check
the brake pedal travel and the parking brake adjustment.
When checking the fluid level, the master cylinder fluid
level may be lower than the ªMAXº mark if the front and
rear linings are worn. This is normal.
Warning Light Operation
When the ignition switch is in the START position, the
ªBRAKEº warning light should turn on and go off when the
ignition switch returns to the ON position.
The following conditions will activate the ªBRAKEº light:
1. Parking brake applied. The light should be on
whenever the parking brake is applied and the ignition
switch is on.
2. Low fluid level. A low fluid level in the master cylinder
will turn the ªBRAKEº light on.
3. During engine cranking the ªBRAKEº light should
remain on. This notifies the driver that the warning
circuit is operating properly.