engine mechanical ISUZU TF SERIES 2004 Workshop Manual

6A-94 ENGINE MECHANICAL (6VE1 3.5L)
Torque Specifications
Ignition coil, Spark plug, Crankshaft angle sensor and Under cover
N
 m (kg
 m/ lb ft)







RTW460LF000101

ENGINE MECHANICAL (6VE1 3.5L) 6A-95
Cylinder head cover, Cylinder head, Camshaft bracket, Common chamber, ECM
N
 m (kg
 m/ lb ft)





RTW46ALF000601

6A-96 ENGINE MECHANICAL (6VE1 3.5L)
Crankshaft main bearing, Flywheel, Crankcase, Oil pan, Timing belt tensioner, Timing pulley, timing belt
cover, Oil pump, Oil gallery, Oil strainer and water pump
N
 m (kg
 m/ lb ft)




RTW46ALF000701

ENGINE MECHANICAL (6VE1 3.5L) 6A-97
Connecting rod and Water pump
N
 m (kg
 m/ lb ft)




E06RW042

6A-98 ENGINE MECHANICAL (6VE1 3.5L)
Engine mount
N
 m (kg
 m/ lb ft)








RTW36ALF000101

ENGINE MECHANICAL (6VE1 3.5L) 6A-99
Special Tool
ILLUSTRATION PART NO.
PART NAME
ILLUSTRATION PART NO.
PART NAME

5-8840-0011-0
(J-21687-02)
Remover; tie rod end 5-8840-2445-0
(J-42985)
Installer; Camshaft
oil seal

5-8840-0203-0
(J-36390)
Wrench; Oil filter (79) 5-8840-2545-0
(J-39206)
Installer; Pilot bearing

5-8840-2446-0
(J-8062)
Compressor;
Valve spring (1)
5-8840-2547-0
(J-42898)
Adapter; Compressor,
Valve spring (2) 5-8840-0133-0
(J-8614-01)
Holder; Crankshaft

5-8840-0623-0
(J-37281)
Remover; Oil controller 5-8840-2153-0
(J-37228)
Seal cutter

5-8840-0624-0
(J-38537)
Installer; Oil controller 5-8840-2286-0
(J-39201)
Installer; Real oil seal

5-8840-2005-0
(J-29107)
Universal pitman arm
remover 5-8840-2287-0
(J-39202)
Installer; Oil pump
oil seal

6A-100 ENGINE MECHANICAL (6VE1 3.5L)

ILLUSTRATION PART NO.
PART NAME


9-8511-4209-0
(J-24239-1)
Cylinder head bolt wrench





5-8840-2442-0
(J-42899)
Replacer; Valve guide (1,2)
5-8840-2548-0
(J-42687)
Installer; Valve guide (1)
5-8840-2549-0
(J-37985-1)
Remover; Valve guide (2)




5-8840-2444-0
(J-42689)
Adjusting Tool; Valve
clearance




5-8840-2443-0
(J-42686)
Lever; Gear spring




5-8840-2447-1
(J-43041)
Holder; Universal

6E-66 3.5L ENGINE DRIVEABILITY AND EMISSIONS
 Does it rely on some mechanical/vacuum
device to operate?

Physical:
 Where are the circuit components (componen
t
locators and wire harness routing diagrams):

Are there areas where wires could be
chafed or pinched (brackets or frames)?

Are there areas subjected to extreme
temperatures?

Are there areas subjected to vibration or
movement (engine, transmission or
suspension)?

Are there areas exposed to moisture, road
salt or other corrosives (battery acid, oil o
r
other fluids)?

Are there common mounting areas with
other systems/components?
 Have previous repairs been performed to
wiring, connectors, components or mounting
areas (causing pinched wires between panels
and drivetrain or suspension components
without causing and immediate problem)?
 Does the vehicle have aftermarket or dealer-
installed equipment (radios, telephone, etc.)

Step 2: Isolate the problem
At this point, you should have a good idea of what could
cause the present condition, as well as could not cause
the condition. Actions to take include the following:

Divide (and separate, where possible) the system
or circuit into smaller sections

Confine the problem to a smaller area of the
vehicle (start with main harness connections while
removing panels and trim as necessary in order to
eliminate large vehicle sections from furthe
r
investigation)

For two or more circuits that do not share a
common power or ground, concentrate on areas
where harnesses are routed together o
r
connectors are shared (refer to the following hints)

Hints
Though the symptoms may vary, basic electrical failures
are generally caused by:

Loose connections:
 Open/high resistance in terminals, splices,
connectors or grounds

Incorrect connector/harness routing (usually in
new vehicles or after a repair has been made):

 Open/high resistance in terminals, splices,
connectors of grounds

Corrosion and wire damage:
 Open/high resistance in terminals, splices,
connectors of grounds

Component failure:
 Opens/short and high resistance in relays,
modules, switches or loads


Aftermarket equipment affecting normal operation
of other systems You may isolate circuits by:

Unplugging connectors or removing a fuse to
separate one part of the circuit from another part

Operating shared circuits and eliminating those
that function normally from the suspect circuit

If only one component fails to operate, begin
testing at the component

If a number of components do no operate, begin
tests at the area of commonality (such as powe
r
sources, ground circuits, switches or majo
r
connectors)
What resources you should use
Whenever appropriate, you should use the following
resources to assist in the diagnostic process:

Service manual

Technical equipment (for data analysis)

Experience

Technical Assistance

Circuit testing tools
5d. Intermittent Diagnosis
By definition, an intermittent problem is one that does
not occur continuously and will occur when certain
conditions are met. All these conditions, however, may
not be obvious or currently known. Generally,
intermittents are caused by:

Faulty electrical connections and wiring

Malfunctioning components (such as sticking
relays, solenoids, etc.)

EMI/RFI (Electromagnetic/radio frequency
interference)

Aftermarket equipment
Intermittent diagnosis requires careful analysis of
suspected systems to help prevent replacing good
parts. This may involve using creativity and ingenuity to
interpret customer complaints and simulating all
external and internal system conditions to duplicate the
problem.

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E -83

MISCELLANEOUS TEST
The state of each circuit can be tested by using
miscellaneous test menus. Especially when DTC cannot
be detected, a faulty circuit can be diagnosed by testing
each circuit by means of these menus.
Even DTC has been detected, the circuit tests using
these menus could help discriminate between a
mechanical trouble and an electrical trouble.
Connect Tech 2 and select "Powertrain", "3.5L V6 6VE1
Hitachi" & "Miscellaneous Test".

F0: Lamps
F0: Malfunction Indicator Lamp
When the Tech 2 is operated, "Malfunction Indicato
r
Lamp (Check Engine Lamp)" is turned on or off.
The circuit is normal if the "Malfunction Indicator Lamp
(Check Engine Lamp)" in the instrument panel is turned
on or off in accordance with this operation.

F1: Relays
F0: Fuel Pump Relay
When the Tech 2 is operated, fuel pump relay signal
turns ON or OFF.
The circuit is normal if fuel pump sound is generated in
accordance with this operation when key switch is
turned ON.

"F1: A/C Clutch Relay"
When the Tech 2 is operated, A/C clutch relay signal
turns ON or OFF.
The circuit is normal if A/C compressor clutch is
energized in accordance with this operation when the
engine is running.

F2: EVAP
F0: Purge Solenoid
When the Tech 2 is operated, duty ratio of EVAP purge
solenoid is changed 10%-by-10%.

Purge Solenoid
Engine Speed 800 RPM
Desired Idle Speed 762 RPM
Engine Coolant Temperature 80

C
Start Up ECT 50

C
Intake Air Temperature 30

C
Throttle Position 0 %
EVAP Purge Solenoid 10 %



Press "Increase" key.

Then, EVAP Purge Solenoid increases

10%-by-10%.


Press "Quit" Key.

F3: IAC System
F0: RPM Control
When the Tech 2 is operated, "Desired Idle Speed"
increases 50rpm-by-50rpm up to 1550rpm.
The circuit is normal if engine speed is changed in
accordance with this operation.
RPM Control
Engine Speed 850 RPM
Desired Idle Speed 850 RPM
Engine Coolant Temperature 80

C
Start Up ECT 50

C
Intake Air Temperature 30

C
Throttle Position 0 %
Desired Idle Speed 850 RPM



Press "Increase" key.

Then, Desired Idle speed increases

50rpm-by-50rpm up to 1550rpm. Engine speed is
also changed by this operation.


Press "Quit" Key.

F0: IAC Control
When the Tech 2 is operated, "Idle Air Control"
increases or decreases 10steps-by-10steps up to
160steps.
The circuit is normal if idle engine speed is changed in
accordance with this operation.
IAC Control
Engine Speed 875 RPM
Desired Idle Speed 762 RPM
Engine Coolant Temperature 80

Start Up ECT 50

Intake Air Temperature 30

Throttle Position 0 %
Idle Air Control 30 Steps



Press "Increase" key.

Then, Idle Air Control increases 10steps-by-
10steps up to 160steps.

Engine speed is also changed by this operation.


Press "Quit" Key.

6E-106 3.5L ENGINE DRIVEABILITY AND EMISSIONS

FUEL INJECTOR COIL TEST
PROCEDURE AND FUEL INJECTOR
BALANCE TEST PROCEDURE




Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart:
2.
Relieve the fuel pressure by connecting the 5–
8840–0378–0 Fuel Pressure Gauge to the fuel
pressure connection on the fuel rail.
CAUTION: In order to reduce the risk of fire and
personal injury, wrap a shop towel around the fuel
pressure connection. The towel will absorb any fuel
leakage that occurs during the connection of the
fuel pressure gauge. Place the towel in an approved
container when the connection of the fuel pressure
gauge is complete.

Place the fuel pressure gauge bleed hose in an
approved gasoline container.

With the ignition switch “OFF," open the valve on
the fuel pressure gauge.


3.
Record the lowest voltage displayed by the DVM
after the first second of the test. (During the first
second, voltage displayed by the DVM may be
inaccurate due to the initial current surge.)

Injector Specifications:

Resistance Ohms Voltage Specification at
10

C

35
C (50
F

95
F)
11.8 – 12.6 5.7 – 6.6


The voltage displayed by the DVM should be within
the specified range.
 The voltage displayed by the DVM may increase
throughout the test as the fuel injector windings
warm and the resistance of the fuel injecto
r
windings changes.
 An erratic voltage reading (large fluctuations in
voltage that do not stabilize) indicates an
intermittent connection within the fuel injector.
5.
Injector Specifications:




Highest Acceptable
Voltage Reading
Above/Below 35

C/10
C
(95

F/50
F) Acceptable Subtracted
Value
9.5 Volts 0.6 Volts
7.
The Fuel Injector Balance Test portion of this chart
(Step 7 through Step 11) checks the mechanical
(fuel delivery) portion of the fuel injector. An engine
cool-down period of 10 minutes is necessary in
order to avoid irregular fuel pressure readings due
to “Hot Soak" fuel boiling.