width ISUZU TF SERIES 2004 User Guide

4JA1/4JH1 ENGINE DRIVEABILITY AND EMISSIONS 6E–209
Condition for setting the DTC and action taken when the DTC sets
Circuit Description
The CKP sensor is located on top of the flywheel
housing of the flywheel and fix ed with a bolt. The CKP
sensor is of the magnet coil type. The inductive pickup
sensors four gaps in the flywheel ex citer ring and is
used to determine the engine speed and engine
cylinder top dead center.
If the CKP sensor harness or sensor malfunction is
detected during engine run, DTC P0335 (Symptom
Code B) is stored.
If the CKP sensor harness or sensor malfunction is
detected during engine cranking, DTC P0335
(Symptom Code D) is stored.
If the CKP sensor signal frequency is ex cessively high
or engine over-running, DTC P0335 (Symptom Code E)
is stored.
Diagnostic Aids
An intermittent may be caused by the following:
Poor connections.
Misrouted harness.
Rubbed through wire insulation.
Broken wire inside the insulation.
Check for the following conditions:
Poor connection at ECM-Inspect harness connectors
for backed out terminals, improper mating, broken
locks, improperly formed or damaged terminals, and
poor terminal to wire connection.
Damaged harness-Inspect the wiring harness for
damage. If the harness appears to be OK, observe
the “Engine Speed” display on the Tech2 while
moving connectors and wiring harness related to the
sensor.
Diagnostic Trouble Code (DTC) P0335 (Symptom Code B) (Flash Code 43)
Crankshaft Position Sensor Circuit Malfunction
Diagnostic Trouble Code (DTC) P0335 (Symptom Code D) (Flash Code 43)
Crankshaft Position Sensor Malfunction
Flash
CodeCode Symptom
CodeMIL DTC Name DTC Setting Condition Fail-Safe (Back Up)
43 P0335 B ON Crankshaft Position Sensor
Circuit Ma lfunction1. Engine speed is more than
665rpm.
2. CKP sensor pulse width
e rro r.When pump camshaft speed
senso r is OK:
ECM use s do uble d pump cam-
sha ft spe ed as substitute
engine speed.
When pump camshaft speed
senso r is not OK:
1. MAB (fuel cutoff solenoid
valve) is operated.
2. Desired injection quantity
becomes 0mg/strk.
D ON Crankshaft Position Sensor
Circuit Ma lfunction1. No pump camshaft speed
se nsor erro r.
2.“Cranksha ft Position Se n-
so r Circuit Ma lfunction
(Symptom Code B)” is not
stored.
3. Engine speed is 0rpm.
4. Do uble d pump camsha ft
speed is more than 50rpm.When pump camshaft speed
senso r is OK:
ECM use s do uble d pump cam-
sha ft spe ed as substitute
engine speed.
Other tha n pump camsha ft
speed sensor is OK:
Fuel inje ctio n qua ntity is
reduced.
E ON Engine Speed Input Circuit
Range/PerformanceEngine spe ed is more tha n
5700rpm.When intermittent malfunction:
1. MAB (fuel cutoff solenoid
valve) is operated.
2. Desired injection quantity
becomes 0mg/strk.
When preliminary malfunction:
ECM use s do uble d pump cam-
sha ft spe ed as substitute
engine speed.
Step Action Value(s) Yes No
1Was the “On-Board Diagnostic (OBD) System Check”
performed?
—Go to Step 2Go to On Board
Diagnostic
(OBD) System
Check

ENGINE MECHANICAL (6VE1 3.5L) 6A-3
General Description
Engine Cleanliness And Care
An automobile engine is a combination of many
machined, honed, polished and lapped surfaces with
tolerances that are measured in the thousandths of a
millimeter (ten thousandths of an inch). Accordingly,
when any internal engine parts are serviced, care and
cleanliness are important. Throughout this section, i
t
should be understood that proper cleaning and
protection of machined surfaces and friction areas is
part of the repair procedure. This is considered
standard shop practice even if not specifically stated.


A liberal coating of engine oil should be applied to
all friction areas during assembly to protect and
lubricate the surfaces on initial operation.

Whenever valve train components, pistons, piston
rings, connecting rods, rod bearings, and
crankshaft journal bearings are removed fo
r
service, they should be retained in order.


At the time of installation, they should be installed
in the same locations and with the same mating
surfaces as when removed.

Battery cables should be disconnected before any
major work is performed on the engine. Failure to
disconnect cables may result in damage to wire
harness or other electrical parts.

The six cylinders of this engine are identified by
numbers; Right side cylinders 1, 3 and 5, Left side
cylinders 2, 4 and 6, as counted from crankshaf
t
pulley side to flywheel side.
General Information on Engine Service
The following information on engine service should be
noted carefully, as it is important in preventing damage
and contributing to reliable engine performance.

When raising or supporting the engine for any
reason, do not use a jack under the oil pan. Due to
the small clearance between the oil pan and the oil
pump strainer, jacking against the oil pan may
cause damage to the oil pick-up unit.

The 12-volt electrical system is capable o
f
damaging circuits. When performing any work
where electrical terminals could possibly be
grounded, the ground cable of the battery should
be disconnected at the battery.


Any time the intake air duct or air cleaner is
removed, the intake opening should be covered.
This will protect against accidental entrance o
f
foreign material into the cylinder which could
cause extensive damage when the engine is
started.
Cylinder Block
The cylinder block is made of aluminum die-cast casting
for 75Vtype six cylinders. It has a rear plate integrated
structure and employs a deep skirt. The cylinder liner is
cast and the liner inner diameter and crankshaft journal
diameter are classified into grades. The crankshaft is
supported by four bearings of which width is differen
t
between No.2, No.3 and No.1, No.4; the width of No.3
bearing on the body side is different in order to suppor
t
the thrust bearing. The bearing cap is made of nodular
cast iron and each bearing cap uses four bolts and two
side bolts.
Cylinder Head
The cylinder head, made of aluminum alloy casting
employs a pent-roof type combustion chamber with a
spark plug in the center. The intake and exhaust valves
are placed in V-type design. The ports are cross-flo
w
type.
Valve Train
Intake and exhaust camshaft on the both side of banks
are driven through an camshaft drive gear by timing
belt. The valves are operated by the camshaft and the
valve clearance is adjusted to select suitable thickness
shim.
Intake Manifold
The intake manifold system is composed of the
aluminum cast common chamber and intake manifold
attached with six fuel injectors.
Exhaust Manifold
The exhaust manifold is made of nodular cast iron.
Pistons and Connecting Rods
Aluminum pistons are used after selecting the grade
that meets the cylinder bore diameter. Each piston has
two compression rings and one oil ring. The piston pin
made of chromium steel is offset 1mm toward the thrus
t
side, and the thrust pressure of piston to the cylinder
wall varies gradually as the piston travels. The
connecting rods are made of forged steel. The
connecting rod bearings are graded for correct size
selection.
Crankshaft and Bearings
The crankshaft is made of Ductile cast-iron. Pins and
journals are graded for correct size selection for thei
r
bearing.
Engine Control Module (ECM)
The ECM location is on the common charmber.

6A-60 ENGINE MECHANICAL (6VE1 3.5L)
2. Measure the valve seat contact width. Make the
necessary corrections if the seat contact surface is
damaged or rough or if the contact width wea
r
exceeds the limit.
Valve seat contact width
Standard: 1.1 mm (0.0433 in)
Limit: 1.7 mm (0.0669 in)


014RS011
Contact Surface Angle on Valve Seat on
Valve
1. Measure contact surface angle on valve seat.
2. If the measured value exceeds the limit, replace
valve, valve guide and valve seat as a set.
Valve contact surface angle: 45
 


014RS012


Valve Seat Insert Correction
1. Remove the carbon from the valve seat insert
surface.
2. Use a valve cutter to minimize scratches and othe
r
rough areas. This will bring the contact width back
to the standard value. Remove only the scratches
and rough areas. Do not cut away too much. Take
care not to cut away unblemished areas of the
valve seat surface.
Valve seat angle degree: 90
 





014RW059
3. Apply abrasive compound to the valve seat insert
surface.
4. Insert the valve into the valve guide.
5. Turn the valve while lapping it to fit the valve sea
t
insert.
6. Check that the valve contact width is correct.
7. Check that the valve seat insert surface is in
contact with the entire circumference of the valve.

014RS014

ENGINE MECHANICAL (6VE1 3.5L) 6A-61
Valve Seat Insert Replacement
1. Arc weld the rod at several points. Be careful not
to damage the aluminum section.
2.
Allow the rod to cool for a few minutes. This will
cause the valve seat to shrink.
3. Strike the rod and pull it out.


014RS015
4. Carefully clean the valve seat press
fit section on
the cylinder head side.
5. Heat the press
fit section with steam or some
other means to cause expansion. Cool the valve
seat with dry ice or some other means.
6. Insert the press
fit section into the valve sea
t
horizontally.
Standard fitting interference: 0.14 mm




0.09 mm
(0.0055 in




0.0035 in)
7.
After insertion, use a seat grinder to grind finish
the seating face. Carefully note the seating angle,
the contact width, and the depression.
8. Lap the valve and the seat.

Reassembly
1. Install valve guide (1) to cylinder head. Apply
engine oil to the outside of the valve guide. Using
valve guide replacer 5
8840
2442
0, drive in a
new valve guide from the camshaft side.
2. Install oil controller (3) and spring lower seat (2).
Using oil controller replacer 5
8840
0623
0, drive
in a new oil controller.




014RW058
3. Install valve to valve guide. Before install valve
guide apply engine oil to the outside of the valve
stem.
4. Install valve spring to cylinder head. Attach the
valve spring to the lower spring seat. The painted
area of the valve spring should be facing
downward.


014RS020

ENGINE MECHANICAL (6VE1 3.5L) 6A-73
bolts.
Main bearing cap bolts.
Torque: 39 N
 m (4.0 Kg
 m/29 lb ft)
Oil gallery fixing bolts.
Torque:
1st step: 29 N
 m (3.0 Kg
 m/21 lb ft)
2nd step 55
  
  65
 
Crank case side bolts
Torque : 39 N
 m (4.0 Kg
 m/29 lb ft)
NOTE: Do not allow the crankshaft to rotate.




015RS006
10. Remove the main bearing caps in the sequence
shown in the illustration.




015RS004
11. Measure the plastigage width and determine the
oil clearance. If the oil clearance exceeds the
specified limit, replace the main bearings as a se
t
and/or replace the crankshaft.
Standard : 0.019 mm




0.043 mm
(0.0007 in




0.0017 in)
Limit : 0.08 mm (0.0031 in)





015RS008
12. Clean the plastigage from the bearings and the
crankshaft.
Remove the crankshaft and the bearings.
Crankshaft (12) Inspection
Inspect the surface of the crankshaft journal and crank
pins for excessive wear and damage. Inspect the oil
seal fitting surfaces for excessive wear and damage.
Inspect the oil ports for obstructions.
Inspection and Repair
1. Carefully set the crankshaft on the V
blocks.
Slowly rotate the crankshaft and measure the
runout. If the crankshaft runout exceeds the
specified limit, the crankshaft must be replaced.
Runout : 0.04 mm (0.0016 in)






015RS007

6A-78 ENGINE MECHANICAL (6VE1 3.5L)



012RS001
7. Install oil pump assembly (5), refer to “Oil pump" in
this manual.
8. Install oil strainer and O-ring (4).
9. Install oil pipe and O-ring (3) and tighten the bolts.
Torque: 25 N
 m (2.5 Kg
 m/18 lb ft)
10. Install crankcase with oil pan (2).
1. Completely remove all residual sealant,
lubricant and moisture from the sealing
surfaces. The surfaces must be perfectly dry.
2. Apply a correct width bead of sealant (TB

1207C or its equivalent) to the contact surfaces
of the oil pan. There must be no gaps in the
bead.
3. The crankcase assembly must be installed
within 5 minutes after sealant application to
prevent premature hardening of the sealant.
4. Tighten the bolts and nuts to the specified
torque.
Torque : 10 N
 m (1.0 Kg
 m/7 lb ft)




013RW010
Legend
(1) Portion Between Bolt Holes
(2) Bolt Hole Portion

11. Install cylinder head assembly, refer to “Cylinder
head" in this manual.

6A-84 ENGINE MECHANICAL (6VE1 3.5L)
NOTE: Do not allow the crankshaft to rotate.
5. Remove the rod caps.
6. Measure the width of the plastigage and determine
the oil clearance. If the oil clearance exceeds the
limit, replace the rod bearing as a set.
Standard : 0.019 mm




0.043 mm
(0.0007 in




0.0017 in)
Limit : 0.08 mm (0.003 in)





015RS008
7. Clean the plastigage from the bearings and the
crankshaft pins.
Con




rod Bearing Selection
Select and install the new connecting rod bearings,
paying close attention to the connecting rod big end
diameter size mark (1).
NOTE: Take care not to confuse the alignment mark (2)
and the size mark (1) during the installation procedure.





015RS034


1 Size Mark Big end Bore
Diameter Crankshaft Pin
Diameter Connecting Rod
Bearing Thickness
(Reference) Color of
Size Mark Oil Clearance
(Reference)
A 56.994-57.000
(2.2439-2.2441) 1.512-1.516
(0.0595-0.0597) Yellow 0.025-0.054
(0.0010-0.0021)
B 56.988-56.994
(2.2436-2.2439) 53.922-53.937
(2.1229-2.1235) 1.508-1.512
(0.0594-0.0595) Green 0.027-0.056
(0.0011-0.0022)
C 56.982-56.988
(2.2434-2.2436) 1.504-1.508
(0.0592-0.0594) Pink 0.029-0.058
(0.0011-0.0023)

Reassembly
1. Install connecting rod
2. Install piston
3. Install piston pin

Apply a thin coat of engine oil to the piston pin.
Try to insert the piston pin into the piston pin
hole with normal finger pressure.
NOTE: When changing piston / connecting rod
combinations, do not change the piston / piston pin
combination and do not reuse the old piston pin.

Attach the piston to the connecting rod with the
piston front mark and the connecting rod fron
t
mark on the same side.

ENGINE MECHANICAL (6VE1 3.5L) 6A-91
 Insert the piston/connecting rod assemblies into
each cylinder with the piston ring compressor.
 The front marks (1) must be facing the front o
f
the engine.


015RS020
6. Install oil gallery and tighten the bolts in 2 steps in
the order shown.
1st step : 29 N
 m (3.0 kg
 m/22 lb ft)
2nd step : 55
  
  65°



012RS007
7. Install cylinder block side bolts (1) and tighten
crankcase bolts in sequence shown in the
illustration.
Torque : 39 N
 m (4.0 kg
 m/29 lb ft)





012RW005
8. Install oil pump assembly. Refer to “Oil Pump" in
this manual.
9. Install oil strainer and O-ring.
10. Install oil pipe and O-ring.
11. Install crankcase with oil pan.
1. Completely remove all residual sealant,
lubricant and moisture from the sealing
surfaces. The surfaces must be perfectly dry.
2. Apply a correct width bead of sealant (TB

1207C or its equivalent) to the contact surfaces
of the crankcase. There must be no gaps in the
bead.
3. The oil pan must be installed within 5 minutes
after sealant application to prevent premature
hardening of sealant.

ENGINE FUEL (6VE1 3.5L) 6C-3
Fuel Metering
The Engine Control Module (ECM) is in complete
control of this fuel delivery system during normal driving
conditions.
The intake manifold function, like that of a diesel, is
used only to let air into the engine. The fuel is injected
by separate injectors that are mounted over the intake
manifold.
The Barometric Pressure (BARO) sensor measures the
changes in the barometric pressure which result from
engine load and speed changes, which the BARO
sensor converts to a voltage output.
This sensor generates the voltage to change
corresponding to the flow of the air drawn into the
engine.
The changing voltage is transformed into an electric
signal and provided to the ECM.
With receipt of the signals sent from the BARO sensor,
Intake Air Temperature sensor and others, the ECM
determines an appropriate fuel injection pulse width
feeding such information to the fuel injector valves to
effect an appropriate air/fuel ratio.
The Multiport Fuel Injection system utilizes an injection
system where the injectors turn on at every crankshaf
t
revolution. The ECM controls the injector on time so
that the correct amount of fuel is metered depending on
driving conditions.
Two interchangeable “O" rings are used on the injecto
r
that must be replaced when the injectors are removed.
The fuel rail is attached to the top of the intake manifold
and supplies fuel to all the injectors.
Fuel is recirculated through the rail continually while the
engine is running. This removes air and vapors from the
fuel as well as keeping the fuel cool during hot weathe
r
operation.
The fuel pressure control valve that is mounted on the
fuel rail maintains a pressure differential across the
injectors under all operating conditions. It is
accomplished by controlling the amount of fuel that is
recirculated back to the fuel tank based on engine
demand.
See Section “Driveability and Emission" for more
information and diagnosis.

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-55
Vehicle Speed Sensor (VSS)



The VSS is a magnet rotated by the transmission output
shaft. The VSS uses a hall element. It interacts with the
magnetic field treated by the rotating magnet. It outputs
pulse signal. The 12 volts operating supply from the
meter fuse.
Heated Oxygen (O2) Sensor




1
(1) Bank 1 Heated Oxygen Sensor (RH)






1
(1) Bank 2 Heated Oxygen Sensor (LH)

Each oxygen sensor consists of a 4-wire low
temperature activated zirconia oxygen analyzer elemen
t
with heater for operating temperature of 315C, and
there is one mounted on each exhaust pipe.
A constant 450millivolt is supplied by the ECM between
the two supply terminals, and oxygen concentration in
the exhaust gas is reported to the ECM as returned
signal voltage.
The oxygen present in the exhaust gas reacts with the
sensor to produce a voltage output. This voltage should
constantly fluctuate from approximately 100mV to
1000mV and the ECM calculates the pulse width
commanded for the injectors to produce the prope
r
combustion chamber mixture.
Low oxygen sensor output voltage is a lean mixture
which will result in a rich commanded to compensate.
High oxygen sensor output voltage is a rich mixture
which result in a lean commanded to compensate.
When the engine is first started the system is in "Open
Loop" operation. In "Open Loop", the ECM ignores the
signal from the oxygen sensors. When various
conditions (ECT, time from start, engine speed &
oxygen sensor output) are met, the system enters
"Closed Loop" operation. In "Closed Loop", the ECM
calculates the air fuel ratio based on the signal from the
oxygen sensors.

Heated oxygen sensors are used to minimize the
amount of time required for closed loop fuel control to
begin operation and allow accurate catalyst monitoring.
The oxygen sensor heater greatly decreases the
amount of time required for fuel control sensors to
become active.
Oxygen sensor heaters are required by catalyst monito
r
and sensors to maintain a sufficiently high temperature
which allows accurate exhaust oxygen content readings
further away from the engine.