check oil ISUZU TF SERIES 2004 Workshop Manual

6B-6 ENGINE COOLING

















Draining and Refilling Cooling
System
Before draining the cooling system, inspect the system and
perform any necessary service to ensure that it is clean, does
not leak and is in proper working order. The engine coolant
(EC) level should be between the "MIN" and "MAX" lines of
reserve tank when the engine is cold. If low, check for leakage
and add EC up to the "MAX" line. There should not be any
excessive deposit of rust or scales around the radiator cap or
radiator filler hole, and the EC should also be free from oil.
Replace the EC if excessively dirty.
1. Completely drain the cooling system by opening the drain
plug at the bottom of the radiator.
2. Remove the radiator cap.
WARNING: TO AVOID THE DANGER OF BEING BURNED,
DO NOT REMOVE THE CAP WHILE THE ENGINE AND
RADIATOR ARE STILL HOT. SCALDING FLUID AND
STEAM CAN BE BLOWN OUT UNDER PRESSURE.
3. Disconnect all hoses from the EC reserve tank.
Scrub and clean the inside of the reserve tank with soap
and water. Flush it well with clean water, then drain it. Install
the reserve tank and hoses.
4. Refill the cooling system with the EC using a solution that is
at least 50 percent antifreeze.
5. Fill the radiator to the base of the filler neck.
Fill the EC reserve tank to "MAX" line when the engine is
cold.
6. Block the drive wheels and firmly apply the parking brake.
Shift an automatic transmission to "P" (Park) or a manual
transmission to neutral.
7. Remove the radiator cap. Start the engine and warm it up a
t
2,500 - 3,000 rpm for about 30 minutes.
8. When the air comes out from the radiator filler neck and the
EC level has gone down, replenish with the EC. Repeat this
procedure until the EC level does not go down. Then stop
the engine and install the radiator cap. Let the engine cool
down.
9. After the engine has cooled, replenish with EC up to the
"MAX" line of the reserve tank.
10. Start the engine. With the engine running at 3,000 rpm,
make sure there is no running water sound from the heate
r
core (behind the center console).
11. If the running water sound is heard, repeat steps 8 to 10.

ENGINE FUEL (C24SE) 6C-3


When working on the fuel system, there are several things to
keep in mind:


Any time the fuel system is being worked on, disconnect the
negative battery cable except for those tests where battery
voltage is required.


Always keep a dry chemical (Class B) fire extinguisher near
the work area.

Replace all pipes with the same pipe and fittings that were
removed.

Clean and inspect "O" rings. Replace if required.


Always relieve the line pressure before servicing any fuel
system components.

Do not attempt repairs on the fuel system until you have
read the instructions and checked the pictures relating to
that repair.

Adhere to all Notices and Cautions.
All gasoline engines are designed to use only unleaded
gasoline. Unleaded gasoline must be used for proper emission
control system operation.
Its use will also minimize spark plug fouling and extend engine
oil life. Using leaded gasoline can damage the emission control
system and could result in loss of emission warranty coverage.
All cars are equipped with an Evaporative Emission Control
System. The purpose of the system is to minimize the escape
of fuel vapors to the atmosphere.



Service Precaution
CAUTION:
Always use the correct fastener in the proper location.
When you replace a fastener, use ONLY the exact part
number for that application. ISUZU will call out those
fasteners that require a replacement after removal. ISUZU
will also call out the fasteners that require thread lockers
or thread sealant. UNLESS OTHERWISE SPECIFIED, do
not use supplemental coatings (Paints, greases, or othe
r
corrosion inhibitors) on threaded fasteners or fastene
r
joint interfaces. Generally, such coatings adversely affect
the fastener torque and the joint clamping force, and may
damage the fastener. When you install fasteners, use the
correct tightening sequence and specifications. Following
these instructions can help you avoid damage to parts
and systems.

IGNITION SYSTEM 6D2-3







Spark Plug
Removal
1. Remove spark plugs.
Inspection and Repair
The spark plug affects entire engine performance and
therefore its inspection is very important.


Check electrode and insulator for presence of cracks, and
replace if any.


Check electrode for wear, and replace if necessary.


Check gasket for damage, and replace if necessary.


Measure insulation resistance with an ohmmeter, and
replace if faulty.

Adjust spark plug gap to 1.0 - 1.1 mm (0.027 in) - 0.8 mm
(0.031 in).


Check fuel and electrical systems if spark plug is extremel
y
dirty.


Use spark plugs having low heat value (hot type plug) if fuel
and electrical systems are normal.


Use spark plugs having high heat value (cold type plug) i
f
insulator and electrode are extremely burned.



Sooty Spark Plugs
Much deposit of carbon or oil on the electrode and insulator of
spark plug reduces the engine performance.
Possible causes:


Too rich mixture


Presence of oil in combustion chamber


Incorrectly adjusted spark plug gap



Burning Electrodes
This fault is characterized by scorched or heavily oxidized
electrode or blistered insulator nose.
Possible causes:



Too lean mixture


Improper heat value




Measuring Insulation Resistance


Measure insulation resistance using a 500 volt megaohm
meter.

Replace spark plugs if measured value is out of standard.
Insulation resistance: 50 M

  or more

6D2-4 IGNITION SYSTEM


Cleaning Spark Plugs


Clean spark plugs with a spark plug cleaner.

Raise the ground electrode to an angle of 45 to 60 degrees.
if electrode is wet, dry it gefore cleaning.



After spark plug is thoroughly cleaned, check insulator for
presence of cracks.






Clean threads and metal body with a wire brush.


File the electrode tip if electrode is extremely worn.


Bend the ground electrode to adjust the spark plug gap.



Installation
1. Spark plugs


Tighten spark plugs to the specified torque.
Torque: 25 N





m (2.5 kgf





m)













Crankshaft Angle Sensor
Removal
1. Disconnect battery ground cable
2. Disconnect the wiring connector from crankshaft angle
sensor.
3. Remove crankshaft angle sensor from cylinder block.
Installation
1. Install crankshaft angle sensor into the cylinder block.
Before installation, apply small amount of engine oil to the
O-ring.
Torque: 6 N





m (0.6 kgf





m)

2. Reconnect wiring connector to crankshaft angle sensor.

STARTING AND CHARGING SYSTEM 6D3-5



Inspection and Repair
Repair or replace necessary parts if extreme wear or damage
is found during inspection.
Armature
Check for continuity between commutator and segment.
Replace commutator if there is no continuity (i.e.,
disconnected).



Check for continuity between commutator and shaft.
Also, check for continuity between commutator and armature
core, armature core and shaft. Replace commutator if there is
continuity (i.e., internally grounded).




Brush
Measure the length of brush.
Replace with a new one, if it is below the limit.
Brush Holder
Check for continuity between brush holder (+) (4) and base (-).
Replace, if there is continuity (i.e., insulation is broken).




Magnetic Switch
Check for continuity of shunt coil between terminals S and M.
Replace, if there is no continuity (i.e., coil is disconnected).




Continuity of Series Coil
Check for continuity between terminals S and M.
Replace, if there is no continuity (i.e., coil is disconnected).

6D3-14 STARTING AND CHARGING SYSTEM

7. To remove the pulley, mount an 8mm Allen key in the vice
with the short end upwards, place a 24mm ring spanner on
the puley nut, position the internal hexagon of the roto
r
shaft onto the Allen ken, loosen the nut and remove the
pulley.

Note: the pulley has an integral boss which locks up against
the bearing,
therefore no thrust collar is provided.
8. Removing the rotor assembly. Remove the four retaining
screws from the drive end housing, withdraw the roto
r
complete with the bearing.

Note: the rotor must not be pressed from the drive end housing
using a press as the bearing retaining plate and drive end
housing will be damaged or distorted. Parts removed in this
way must be replaced if the integrity of the generator is to be
maintained.
9. Remove the drive end bearing from the rotor shaft using a
chuck type puler, take care not to distort the fan assembl
y
during this process.
10. Remove the slipring end bearing using the same meghod
as in 9.

Clean
Thoroughly clean all components except the rotor and stator
with an approved cleaning agent. Ensure that all traced of oil
and dirt are removed. If an abrasive cleaner is used to remove
scale and paint from the housings take care not to abrade the
bearing and mounting spigot surfaces. The rotor and stator
must be cleaned with compressed air only, the use of solvents
could cause damage to the insulating materials.

Inspection
1. Rectifier assembly
The following test equipment is required.
The recitifier assembly is not repairable and must be replaced
if a faulty diode is detected during inspection.

(a)
Adiode tester where the DC output at the test probes does
not exceed 14 volts or in the case of AC testers 12 volts
RMS. This is to ensue that when inspection rectifiers fitted
with zener power diodes the forward and reverse checks
are completer and are not masked by the diode turning on
due to the zener breakdown voltage.
(b) A zenere diode tester with a DC output in excess of 30
volts, the tester should also incorporate internal curren
t
limiting set to 5 Ma. to prevent high currents during
inspection.
(c) Diodes can be destroyed during service due to high
temperature and overload, open circuits are usually a resul
t
of excessive voltage.

6E–2 ENGINE DRIVEABILITY AND EMISSIONS
5e. Vehicle Operates as Designed ............ 6E-65
6. Re-examine the complaint ..................... 6E-66
7. Repair and Verify Fix ............................. 6E-66
GENERAL SERVICE INFORMATION .......... 6E-67
On-Board Diagnostic (OBD) ...................... 6E-68
On-Board Diagnostic Tests ....................... 6E-68
The Diagnostic Executive .......................... 6E-68
Diagnostic Information ............................... 6E-68
Check Engine Lamp .................................. 6E-68
Data Link Connector (DLC) ....................... 6E-68
Tech 2 Operating Flow Cart (Start Up) ...... 6E-70
TYPICAL SCAN DATA & DEFINITIONS
(ENGINE DATA) ......................................... 6E-72
TYPICAL SCAN DATA & DEFINITIONS
(O2 SENSOR DATA) .................................. 6E-74
MISCELLANEOUS TEST ............................. 6E-76
PLOTTING SNAPSHOT GRAPH ................. 6E-78
Plotting Graph Flow Chart (Plotting graph after
obtaining vehicle information) .................. 6E-79
Flow Chart for Snapshot Replay
(Plotting Graph) ....................................... 6E-80
SNAPSHOT DISPLAY WITH TIS2000 ......... 6E-81
ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK
6E-98
Circuit Description ......................................... 6E-90
Diagnostic Aids ............................................. 6E-90
Test Description ............................................ 6E-90
ON-BOARD DIAGNOSTIC (OBD) SYSTEM
CHECK .................................................... 6E-91
NO CHECK ENGINE LAMP (MIL) ................ 6E-94
Circuit Description ..................................... 6E-94
Diagnostic Aids .......................................... 6E-94
No Check Engine Lamp (MIL) ................... 6E-94
CHECK ENGINE LAMP (MIL) “ON” STEADY 6E-96
Circuit description ...................................... 6E-96
Diagnostic Aids .......................................... 6E-96
Check Engine Lamp (MIL) “ON” Steady .... 6E-96
FUEL METERING SYSTEM CHECK ........... 6E-98
FUEL INJECTOR COIL TEST PROCEDURE
AND FUEL INJECTOR BALANCE TEST
PROCEDURE ............................................. 6E-98
Test Description ......................................... 6E-98
Injector Coil Test Procedure (Steps 1-6)
and Injector Balance Test Procedure
(Steps 7-11) ............................................. 6E-99
Injector Coil Test Procedure (Steps 1-6)
and Injector Balance Test Procedure
(Steps 7-11) ............................................. 6E-100
FUEL SYSTEM ELECTRICAL TEST ........... 6E-103
Circuit Description ..................................... 6E-103
Diagnostic Aids .......................................... 6E-104Fuel Pressure Relief Procedure ................. 6E-104
Fuel Pressure Gauge Installation .............. 6E-104
Fuel System Electrical Test ....................... 6E-104
FUEL SYSTEM DIAGNOSIS ........................ 6E-108
Circuit Description ...................................... 6E-108
Test Description ......................................... 6E-108
Fuel Pressure Relief Procedure ................. 6E-109
Fuel Pressure Gauge Installation .............. 6E-109
Fuel System Diagnosis .............................. 6E-110
ECM DIAGNOSTIC TROUBLE CODES (DTC) 6E-113
DIAGNOSTIC TROUBLE CODE (DTC) P0107
MANIFOLD ABSOLUTE PRESSURE
CIRCUIT LOW INPUT ................................ 6E-119
Circuit Description ...................................... 6E-119
Diagnostic Aids .......................................... 6E-119
Diagnostic Trouble Code (DTC) P0107
Manifold Absolute Pressure Circuit Low
Input ......................................................... 6E-120
DIAGNOSTIC TROUBLE CODE (DTC) P0108
MANIFOLD ABSOLUTE PRESSURE
CIRCUIT HIGH INPUT ............................... 6E-123
Circuit Description ...................................... 6E-123
Diagnostic Aids .......................................... 6E-124
Diagnostic Trouble Code (DTC) P0108
Manifold Absolute Pressure Circuit High
Input ......................................................... 6E-124
DIAGNOSTIC TROUBLE CODE (DTC) P0112
INTAKE AIR TEMPERATURE SENSOR LOW
INPUT ......................................................... 6E-127
Circuit Description ...................................... 6E-127
Diagnostic Aids .......................................... 6E-127
Diagnostic Trouble Code (DTC) P0112
Intake Air Temperature Sensor Low Input 6E-128
DIAGNOSTIC TROUBLE CODE (DTC) P0113
INTAKE AIR TEMPERATURE SENSOR HIGH
INPUT ......................................................... 6E-131
Circuit Description ...................................... 6E-131
Diagnostic Aids .......................................... 6E-131
Diagnostic Trouble Code (DTC) P0113
Intake Air Temperature Sensor High Input 6E-132
DIAGNOSTIC TROUBLE CODE (DTC) P0117
ENGINE COOLANT TEMPERATURE
SENSOR LOW INPUT ................................ 6E-136
Circuit Description ...................................... 6E-136
Diagnostic Aids .......................................... 6E-136
Diagnostic Trouble Code (DTC) P0117
Engine Coolant Temperature Sensor Low
Input ......................................................... 6E-137
DIAGNOSTIC TROUBLE CODE (DTC) P0118
ENGINE COOLANT TEMPERATURE
SENSOR HIGH INPUT ............................... 6E-139
Circuit Description ...................................... 6E-139

6E–6 ENGINE DRIVEABILITY AND EMISSIONS
ABBREVIATIONS CHARTS
A bbreviations A ppellation
A/C Air Conditioner
A/T Automatic Transmission
ACC Accessory
BLK Black
BLU Blue
BRN Brown
CEL Check Engine Lamp
CKP Crankshaft Position
DLC Data Link Connector
DTC Diagnostic Trouble Code
DVM Digital Volt Meter
ECM Engine Control Module
ECT Engine Coolant Temperature
EEPROM Electrically Erasable & Programmable Read Only Memory
EVAP Evaporative Emission
EVRV Electric Vacuum Regulating Valve
EXH Exhaust
FT Fuel Temperature
GND Ground
GRY Gray
HOS2 Heated Ox ygen Sensor
IAC Idel Air Control
IAT Intake Air Temperature
IG Ignition
ITP Intake Throttle Position
KS Knock Sensor
M/T Manual Transmission
MAP Manifold Absolute Pressure
MIL Malfunction Indicator Lamp
OBD On-Board Diagnostic
ORN Orange
OT Oil Temperature
PNK Pink
RED Red
SW Switch
TB Throttle Body
TEMP Temperature
TP Throttle Posi tion
VCC Voltage Constant Control
VSS Vehicle Speed Sensor
WHT Whi te
Y EL Yellow

6E–28 ENGINE DRIVEABILITY AND EMISSIONS
CONNECTOR LIST
No. Connector face No. Connector face
B-24
Green Meter-BC-122
CO Adjuster
B-58
Black Check connectorE-6
Fuel injector
B-62
White Ignition switch (IGSUB : G1)E-7
Fuel injector
B-63
White Ignition switch (IGSUB : G2)E-8
Fuel injector
B-68
ImmobilizerE-9
Fuel injector
C-2
Silver Engine room-RH groundE-18
Ignition coil
C-56
ECME-60
ECM
C-107
White J/B E2E-72
Engine earth-A
C-108
White J/B E1E-74
Engine earth-B
C-121
IAT sensorE-77
O
2 sensor

6E–54 ENGINE DRIVEABILITY AND EMISSIONS
GENERAL DESCRIPTION FOR ELECTRIC
IGNITION SYSTEM
The engine use two ignition coils, one per two cylinders.
A two wire connector provides a battery voltage primary
supply through the ignition fuse.
The ignition control spark timing is the ECM’s method of
controlling the spark advance and the ignition dwell.
The ignition control spark advance and the ignition dwell
are calculated by the ECM using the following inputs.
Engine speed
Crankshaft position (CKP) sensor
Engine coolant temperature (ECT) sensor
Throttle position sensor
Vehicle speed sensor
ECM and ignition system supply voltage
Ignition coil works to generate only the secondary
voltage be receiving the primary voltage from ECM.
The primary voltage is generated at the coil driver
located in the ECM. The coil driver generate the primary
voltage based on the crankshaft position signal. In
accordance with the crankshaft position signal, ignition
coil driver determines the adequate ignition timing and
also cylinder number to ignite.
Ignition timing is determined the coolant temperature,
intake air temperature, engine speed, engine load,
knock sensor signal, etc.
Spark Plug
Although worn or dirty spark plugs may give satisfactory
operation at idling speed, they frequently fail at higher
engine speeds. Faulty spark plugs may cause poor fuel
economy, power loss, loss of speed, hard starting and
generally poor engine performance. Follow the
scheduled maintenance service recommendations to
ensure satisfactory spark plug performance. Refer to
Maintenance and Lubrication.
Normal spark plug operation will result in brown to
grayish-tan deposits appearing on the insulator portion
of the spark plug. A small amount of red-brown, yellow,
and white powdery material may also be present on the
insulator tip around the center electrode. These
deposits are normal combustion by-products of fuels
and lubricating oils with additives. Some electrode wear
will also occur. Engines which are not running properly
are often referred to as “misfiring.” This means the
ignition spark is not igniting the air/fuel mix ture at the
proper time. While other ignition and fuel system causes
must also be considered, possible causes include
ignition system conditions which allow the spark voltage
to reach ground in some other manner than by jumping
across the air gap at the tip of the spark plug, leaving
the air/fuel mix ture unburned. Misfiring may also occur
when the tip of the spark plug becomes overheated and
ignites the mixture before the spark jumps. This is
referred to as “pre-ignition.”
Spark plugs may also misfire due to fouling, ex cessive
gap, or a cracked or broken insulator. If misfiring occursbefore the recommended replacement interval, locate
and correct the cause.
Carbon fouling of the spark plug is indicated by dry,
black carbon (soot) deposits on the portion of the spark
plug in the cylinder. Ex cessive idling and slow speeds
under light engine loads can keep the spark plug
temperatures so low that these deposits are not burned
off. Very rich fuel mix tures or poor ignition system output
may also be the cause. Refer to DTC P1167.
Oil fouling of the spark plug is indicated by wet oily
deposits on the portion of the spark plug in the cylinder,
usually with little electrode wear. This may be caused by
oil during break-in of new or newly overhauled engines.
Deposit fouling of the spark plug occurs when the
normal red-brown, yellow or white deposits of
combustion by-products become sufficient to cause
misfiring. In some cases, these deposits may melt and
form a shiny glaze on the insulator around the center
electrode. If the fouling is found in only one or two
cylinders, valve stem clearances or intake valve seals
may be allowing ex cess lubricating oil to enter the
cylinder, particularly if the deposits are heavier on the
side of the spark plug facing the intake valve.
Ex cessive gap means that the air space between the
center and the side electrodes at the bottom of the
spark plug is too wide for consistent firing. This may be
due to improper gap adjustment or to ex cessive wear of
the electrode during use. A check of the gap size and
comparison to the gap specified for the vehicle in
Maintenance and Lubrication will tell if the gap is too
wide. A spark plug gap that is too small may cause an
unstable idle condition. Ex cessive gap wear can be an
indication of continuous operation at high speeds or
with engine loads, causing the spark to run too hot.
Another possible cause is an ex cessively lean fuel
mixture.