ISUZU AXIOM 2002 Service Repair Manual

6E±564
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Installation Procedure
1. Install the rubber grommet on the fuel pump
assembly.
014RW133
2. Install the fuel tank vapor pressure sensor on the fuel
pump assembly.

Insert the sensor nipple firmly into the grommet.

Keep twisting and pushing the sensor until the wide
portion of the nipple shows on the other side of the
grommet.
3. Install the fuel pump assembly on the fuel tank. Refer
to
Fuel Tank In Fuel Pump..
EVAP Canister Purge Solenoid
(Purge Duty Solenoid Valve)
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the electrical connector from the EVAP
canister purge solenoid.3. Disconnect the vacuum hoses from the EVAP
canister purge solenoid.
060R200080
4. Remove the EVAP canister purge solenoid retaining
bolt from the common chamber.
5. Remove the EVAP canister purge solenoid.
Installation Procedure
1. Install the EVAP canister purge solenoid on the upper
intake manifold.
2. Install the EVAP canister purge solenoid retaining
bolt.
Tighten

Tighten the bolts to 20 N´m (16 lb ft.).
3. Connect the vacuum hoses to the EVAP canister
purge solenoid.
4. Connect the electrical connector to the EVAP canister
purge solenoid.
060R200080

6E±565
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Fuel Tank Vent Valve
(Vent Solenoid Valve)
Removal and Installation Procedure
Refer to Fuel Pump section.
Linear Exhaust Gas
Recirculation (EGR) Valve
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the electrical connector at the EGR valve.
014RW139
3. Remove the bolts from the common chamber.
014RW098
4. Remove the EGR valve from the common chamber
manifold.
5. Remove the gasket from the common chamber
manifold.
Installation Procedure
1. Install the gasket on the common chamber.
2. Install the EGR valve on the common chamber.
3. Secure the EGR valve and the gasket with the bolts.
Torque: 25 N´m (18 Ib ft)
NOTE: It is possible to install the EGR valve rotated 180

from the correct position. Make sure that the base of the
valve is placed so that it aligns with the mounting flange.
014RW098
4. Connect the electrical connector at the EGR valve.
014RW139
5. Connect the negative battery cable.

6E±566
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Positive Crankcase Ventilation
(PCV) Valve
Removal Procedure
1. Remove the vacuum hose at the PCV valve.

Slide the clamp back to release the hose.
2. Pull the PCV valve from the rubber grommet in the
right valve cover.
014RW097
Inspection Procedure
Before inspecting the PCV valve, make sure that the
hoses are connected properly and are in good condition.
Also check that the oil pan and rocker cover gaskets are
sealing properly.
PCV Valve
1. Run the engine at normal operating temperature.
2. Disconnect the valve from the rocker cover.
RESULT: A hissing noise should be heard from the
valve. If no noise is heard, the PCV valve or hose is
plugged.
3. Remove the PCV valve from the engine.
a. Blow air into the rocker cover side of the valve.
RESULT: Air should pass freely.
b. Blow air into the air cleaner side of the valve.
RESULT: Air should not pass through the valve.
4. Re-install the PCV valve and remove the oil filler cap.
RESULT: A small vacuum should be felt at the oil filler
hole.
Installation Procedure
1. Push the PCV valve into the rubber grommet in the
left valve cover.2. Install the vacuum hose on the PCV valve and secure
the vacuum hose with the clamp.
014RW097
Wiring and Connectors
Wiring Harness Service
The control module harness electrically connects the
control module to the various solenoids, switches and
sensors in the vehicle engine compartment and
passenger compartment.
Replace wire harnesses with the proper part number
replacement.
Because of the low amperage and voltage levels utilized
in powertrain control systems, it is essential that all wiring
in environmentally exposed areas be repaired with crimp
and seal splice sleeves.
The following wire harness repair information is intended
as a general guideline only. Refer to
Chassis Electrical
section for all wire harness repair procedures.
Connectors and Terminals
Use care when probing a connector and when replacing
terminals. It is possible to short between opposite
terminals. Damage to components could result. Always
use jumper wires between connectors for circuit
checking. NEVER probe through Weather-Pack seals.
Use an appropriate connector test adapter kit which
contains an assortment of flexible connectors used to
probe terminals during diagnosis. Use an appropriate
fuse remover and test tool for removing a fuse and to
adapt the fuse holder to a meter for diagnosis.
Open circuits are often difficult to locate by sight because
oxidation or terminal misalignment are hidden by the
connectors. Merely wiggling a connector on a sensor, or
in the wiring harness, may temporarily correct the open
circuit. Intermittent problems may also be caused by
oxidized or loose connections.
Be certain of the type of connector/terminal before
making any connector or terminal repair. Weather-Pack
and Com-Pack III terminals look similar, but are serviced
differently.

6E±567
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
PCM Connectors and Terminals
Removal Procedure
1. Remove the connector terminal retainer.
2. Push the wire connected to the affected terminal
through the connector face so that the terminal is
exposed.
3. Service the terminal as necessary.
Installation Procedure
1. Bend the tab on the connector to allow the terminal to
be pulled into position within the connector.
2. Pull carefully on the wire to install the connector
terminal retainer.
Wire Harness Repair: Twisted
Shielded Cable
Removal Procedure
1. Remove the outer jacket.
2. Unwrap the aluminum/mylar tape. Do not remove the
mylar.
047
3. Untwist the conductors.4. Strip the insulation as necessary.
048
Installation Procedure
1. Splice the wires using splice clips and rosin core
solder.
2. Wrap each splice to insulate.
3. Wrap the splice with mylar and with the drain
(uninsulated) wire.
049

6E±568
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
4. Tape over the whole bundle to secure.
050
Twisted Leads
Removal Procedure
1. Locate the damaged wire.
2. Remove the insulation as required.
051
Installation Procedure
1. Use splice clips and rosin core solder in order to splice
the two wires together.
052
2. Cover the splice with tape in order to insulate it from
the other wires.
053

6E±569
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
3. Twist the wires as they were before starting this
procedure.
054
4. Tape the wires with electrical tape. Hold in place.
055
Weather-Pack Connector
Tools Required
J 28742-A Weather-Pack II Terminal Remover
Removal Procedure
A Weather-Pack connector can be identified by a rubber
seal at the rear of the connector. This engine room
connector protects against moisture and dirt, which could
form oxidation and deposits on the terminals. This
protection is important, because of the low voltage and
the low amperage found in the electronic systems.
1. Open the secondary lock hinge on the connector.
070
2. Use tool J 28742-A or the equivalent to remove the
pin and the sleeve terminals. Push on J 28742-A to
release.
NOTE: Do the use an ordinary pick or the terminal may
be bent or deformed. Unlike standard blade terminals,
these terminals cannot be straightened after they have
been improperly bent.
071

6E±570
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
3. Cut the wire immediately behind the cable seal.
072
Installation Procedure
Make certain the connectors are properly seated and all
of the sealing rings are in place when you reconnect the
leads. The secondary lock hinge provides a backup
locking feature for the connector. The secondary lock
hinge is used for added reliability. This flap should retain
the terminals even if the small terminal lock tangs are not
positioned properly.
Do not replace the Weather-Pack connections with
standard connections. Read the instructions provided
with the Weather-Pack connector and terminal packages.
1. Replace the terminal.
2. Slip the new seal onto the wire.
3. Strip 5 mm (0.2º) of insulation from the wire.
4. Crimp the terminal over the wire and the seal.
073
5. Push the terminal and the connector to engage the
locking tangs.
070
6. Close the secondary locking hinge.
Com-Pack III
General Information
The Com-Pack III terminal looks similar to some
Weather-Pack terminals. This terminal is not sealed and
is used where resistance to the environment is not
required. Use the standard method when repairing a
terminal. Do not use the Weather-Pack terminal tool J
28742-A or equivalent. These will damage the terminals.

6E±571
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Metri-Pack
Tools Required
J 35689 Terminal Remover
Removal Procedure
Some connectors use terminals called Metri-Pack Series
150. These may be used at the engine coolant
temperature (ECT) sensor.
1. Slide the seal (1) back on the wire.
2. Insert the J 35689 tool or equivalent (3) in order to
release the terminal locking tang (2).
060
3. Push the wire and the terminal out through the
connector. If you reuse the terminal, reshape the
locking tang.
Installation Procedure
Metri-Pack terminals are also referred to as ªpull-to-seatº
terminals.
1. In order to install a terminal on a wire, the wire must be
inserted through the seal (2) and through the
connector (3).2. The terminal (1) is then crimped onto the wire.
061
3. Then the terminal is pulled back into the connector to
seat it in place.

6E±572
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
General Description (PCM and
Sensors)
58X Reference PCM Input
The powertrain control module (PCM) uses this signal
from the crankshaft position (CKP) sensor to calculate
engine RPM and crankshaft position at all engine speeds.
The PCM also uses the pulses on this circuit to initiate
injector pulses. If the PCM receives no pulses on this
circuit, DTC P0337 will set. The engine will not start and
run without using the 58X reference signal.
A/C Request Signal
This signal tells the PCM when the A/C mode is selected
at the A/C control head. The PCM uses this to adjust the
idle speed before turning ªONº the A/C clutch. The A/C
compressor will be inoperative if this signal is not
available to the PCM.
Refer to
A/C Clutch Circuit Diagnosis section for A/C
wiring diagrams and diagnosis for the A/C electrical
system.
Crankshaft Position (CKP) Sensor
The crankshaft position (CKP) sensor provides a signal
used by the powertrain control module (PCM) to calculate
the ignition sequence. The CKP sensor initiates the 58X
reference pulses which the PCM uses to calculate RPM
and crankshaft position.
Refer to
Electronic Ignition System section for additional
information.
0013
Engine Coolant Temperature (ECT) Sensor
The engine coolant temperature (ECT) sensor is a
thermistor (a resistor which changes value based on
temperature) mounted in the engine coolant stream. Low
coolant temperature produces a high resistance of
100,000 ohms at ±40
C (±40
F). High temperature
causes a low resistance of 70 ohms at 130
C (266
F).
The PCM supplies a 5-volt signal to the ECT sensor
through resistors in the PCM and measures the voltage.
The signal voltage will be high when the engine is cold and
low when the engine is hot. By measuring the voltage, thePCM calculates the engine coolant temperature. Engine
coolant temperature affects most of the systems that the
PCM controls.
The Tech 2 displays engine coolant temperature in
degrees. After engine start-up, the temperature should
rise steadily to about 85
C (185
F). It then stabilizes
when the thermostat opens. If the engine has not been
run for several hours (overnight), the engine coolant
temperature and intake air temperature displays should
be close to each other. A hard fault in the engine coolant
sensor circuit will set DTC P0177 or DTC P0118. An
intermittent fault will set a DTC P1114 or P1115.
0016
Electrically Erasable Programmable Read
Only Memory (EEPROM)
The electrically erasable programmable read only
memory (EEPROM) is a permanent memory chip that is
physically soldered within the PCM. The EEPROM
contains the program and the calibration information that
the PCM needs to control powertrain operation.
Unlike the PROM used in past applications, the EEPROM
is not replaceable. If the PCM is replaced, the new PCM
will need to be programmed. Equipment containing the
correct program and calibration for the vehicle is required
to program the PCM.
Fuel Control Heated Oxygen Sensors
The fuel control heated oxygen sensors (Bank 1 HO2S 1
and Bank 2 HO2S 1) are mounted in the exhaust stream
where they can monitor the oxygen content of the exhaust
gas. The oxygen present in the exhaust gas reacts with
the sensor to produce a voltage output. This voltage
should constantly fluctuate from approximately 100 mV to
900 mV. The heated oxygen sensor voltage can be
monitored with a Tech 2. By monitoring the voltage output
of the oxygen sensor, the PCM calculates the pulse width
command for the injectors to produce the proper
combustion chamber mixture.

Low HO2S voltage is a lean mixture which will result in
a rich command to compensate.

High HO2S voltage is a rich mixture which will result in
a lean command to compensate.

6E±573
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
An open Bank 1 HO2S 1 signal circuit will set a DTC
P0134 and the Tech 2 will display a constant voltage
between 400-500 mV. A constant voltage below 300 mV
in the sensor circuit (circuit grounded) will set DTC
P0131. A constant voltage above 800 mV in the circuit will
set DTC P0132. Faults in the Bank 2 HO2S 1 signal
circuit will cause DTC 0154 (open circuit), DTC P0151
(grounded circuit), or DTC P0152 (signal voltage high) to
set. A fault in the Bank 1 HO2S 1 heater circuit will cause
DTC P0135 to set. A fault in the Bank 2 HO2S 1 heater
circuit will cause DTC P0155 to set. The PCM can also
detect HO2S response problems. If the response time of
an HO2S is determined to be too slow, the PCM will store
a DTC that indicates degraded HO2S performance.
060RY00127
Catalyst Monitor Heated Oxygen Sensors
Three-way catalytic converters are used to control
emissions of hydrocarbons (HC), carbon monoxide (CO),
and oxides of nitrogen (NOx). The catalyst within the
converters promotes a chemical reaction. This reaction
oxidizes the HC and CO present in the exhaust gas and
converts them into harmless water vapor and carbon
dioxide. The catalyst also reduces NOx by converting it to
nitrogen. The PCM can monitor this process using the
Bank 1 HO2S 2 and the Bank 2 HO2S 2 heated oxygen
sensors. The Bank 1 HO2S 1 and the Bank 2 HO2S 1
sensors produce an output signal which indicates the
amount of oxygen present in the exhaust gas entering the
three-way catalytic converter. The Bank 1 HO2S 2 and
the Bank 2 HO2S 2 sensors produce an output signal
which indicates the oxygen storage capacity of the
catalyst. This indicates the catalyst's ability to efficiently
convert exhaust gases. If the catalyst is operating
efficiently, the Bank 1 HO2S 1 and the Bank 2 HO2S 1
signals will be more active than the signals produced by
the Bank 1 HO2S 2 and the Bank 2 HO2S 2 sensors.
The catalyst monitor sensors operate the same as the
fuel control sensors. The Bank 1 HO2S 2 and the Bank 2
HO2S 2 sensors' main function is catalyst monitoring, but
they also have a limited role in fuel control. If a sensor
output indicates a voltage either above or below the 450
mV bias voltage for an extended period of time, the PCMwill make a slight adjustment to fuel trim to ensure that
fuel delivery is correct for catalyst monitoring.
A problem with the Bank 1 HO2S 2 signal circuit will set
DTC P0137, P0138, or P0140, depending on the specific
condition. A problem with the Bank 2 HO2S 2 signal
circuit will set DTC P0157, P0158, or P0160, depending
on the specific condition. A fault in the heated oxygen
sensor heater element or its ignition feed or ground will
result in lower sensor response. This may cause
incorrect catalyst monitor diagnostic results.
TS24067
TS23365A
Legend
(1) Bank 1 Sensor 1 (Fuel Control)
(2) Catalytic Converter
(3) Bank 1 Sensor 2 (Catalyst Monitor)
(4) Bank 2 Sensor 1 (Fuel Control)
(5) Bank 2 Sensor 2 (Catalyst Monitor)
Intake Air Temperature (IAT) Sensor
The intake air temperature (IAT) sensor is a thermistor
which changes its resistance based on the temperature of
air entering the engine. Low temperature produces a high