relay ISUZU AXIOM 2002 Service Manual PDF

6E±481
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
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
Mass Air Flow, TP sensor 1, TP sensor 2 display on the
Tech 2 while moving connectors and wiring harnesses
related to the sensor.

Plugged intake air duct or filter element

A wide - open throttle acceleration from a stop should
cause the mass air flow displayed on a Tech 2 to
increase from about 3 ± 6 g/s at idle to 100 g/s orgreater at the time of the 1 ± 2 shift. If not, check for a
restriction.
A change in the display will indicate the location of
the fault. If DTC P1514 cannot be duplicated, the
information included in the Failure Records data can
be useful in determining vehicle mileage since the
DTC was last set.
If it is determined that the DTC occurs intermittently,
performing the DTC P1514 Diagnostic Chart may
isolate the cause of the fault.
DTC P1514 - TPS-MAF Correlation Error

StepActionValue(s)Ye sNo
1Was the ªOn-Board (OBD) System Checkº performed?
ÐGo to Step 2
Go to OBD
System
Check
2Was the ªElectric Throttle Control (ETC) System
Checkº performed?
ÐGo to Step 3
Go to ETC
System
Check
31. Ignition ªONº, engine ªOFFº.
2. Review and record Tech 2 Failure Records data.
3. Operate the vehicle within Failure Records
conditions as noted.
4. Using a Tech 2, monitor ªDTCº info for DTC P1514.
Does the Tech 2 indicate DTC P1514 failed this
ignition?
ÐGo to Step 4
Refer to
Diagnostic
Aids
41. Start the engine.
2. With the engine idling, monitor ªMAF Frequencyº
display on the Tech 2.
Is the ªMAF Frequencyº below the specified value?
6 ~ 10 g/sGo to Step 5Go to Step 8
51. Ignition ªOFFº.
2. Disconnect the MAF sensor connector.
3. Ignition ªONº, engine idling.
4. Using a Tech 2, monitor ªMAF Frequencyº.
Does the Tech 2 indicate a ªMAF Frequencyº at the
specified value?
0g/sGo to Step 6Go to Step 7
6Replace the MAF sensor.
Is the action complete?
ÐVerify repairGo to Step 9
71. Check the MAF harness for incorrect routing near
high voltage components (solenoids, relays,
motors).
2. If incorrect routing is found, correct the harness
routing.
Was a problem found?
ÐVerify repairGo to Step 19
81. With the engine idling, monitor ªMAF Frequencyº
display on the Tech 2.
2. Quickly snap open throttle to wide open throttle
while under a road load and record value.
Does the Tech 2 indicate a ªMAF Frequencyº at the
specified value?
6 ~ 10 g/sGo to Step 6Go to Step 9
91. IgnitionªONº, engine not running.
2. Observe the MAP reading on the Tech 2.
Is the MAP reading less than the specified value?
65kPaGo to Step 10Go to Step 13

6E±500
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC)
P1640 Driver-1-Output Circuit Fault (ODM)
Circuit Description
Output driver modules (ODMs) are used by the
powertrain control module (PCM) to turn ªONº many of
the current-driven devices that are needed to control
various engine and transmission functions. Each ODM is
capable of controlling up to 7 separate outputs by
applying ground to the device which the PCM is
commanding ªONº.
Unlike the Quad Driver Modules (QDMs) used in prior
model years, ODMs have the capability of diagnosing
each output circuit individually. DTC P1640 set indicates
an improper voltage level has been detected on an ODM
output.
Since A/C is an option, No A/C will cause the air
conditioning clutch relay output to always fail. If a fault is
seen on the air conditioning clutch relay output, it will not
be logged as a fault until the A/C request input interrupts a
high voltage, indicating that A/C has been installed.
Conditions for Setting the DTC

Ignition ªONº.

Engine running.

Ignition voltage is above 13.2 volts for 4 seconds.

Output voltage does not equal ignition voltage when
output is ªOFFº or output voltage is not less than 1 volt
when output is ªONº.

Above conditions occur for at least 1 second.
Action Taken When the DTC Sets

The PCM will not illuminate the malfunction indicator
lamp (MIL).

The PCM will store conditions which were present
when the DTC was set as Failure Records only. This
information will not be stored as Freeze Frame data.
Conditions for Clearing the MIL/DTC

A history DTC P1640 will clear after 40 consecutive
warm-up cycles occur without a fault.

DTC P1640 can be cleared by using the Tech 2 ªClear
Infoº function or by disconnecting the PCM battery
feed.
Diagnostic Aids
Check for the following conditions:

Poor connection at PCM ± 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, disconnect
the PCM, turn the ignition ªONº and observe a
voltmeter connected to the suspect driver circuit at the
PCM harness connector while moving connectors and
wiring harnesses related to the MIL. A change in
voltage will indicate the location of the fault.

Poor connection at component ± Examine for
damaged connectors, unplugged connector, or
damaged terminals at the following locations:
Instrument cluster harness, canister purge solenoid,
A/C clutch relay. An open ignition feed circuit at any of
these components will cause DTC P1640 to be set.
Reviewing the Failure Records vehicle mileage since the
diagnostic test last failed may help determine how often
the condition that caused the DTC to be set occurs. This
may assist in diagnosing the condition.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
4. The Tech 2 Driver Module Status indicates the PCM
pin that is affected.
9. The Tech 2 may indicate ªshort circuitº even when
the problem is an open circuit. The cause of an
open circuit may be in the component itself-lamp,
purge, solenoid, or A/C compressor relay.
11.A short to ground on the ignition side of the
component will blow the fuse. Since the fuse was
checked in Step 2, a short to ground would be
between the affected component and the PCM.

6E±555
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
6. Install the fuel rail. Refer to Fuel Rail section.
014RW164
7. Install the common chamber. Refer to Common
Chamber in Engine Mechanical
section.
8. Install the engine cover.
9. Connect the negative battery cable.
Fuel Metering System
Fuel Pressure Relief Procedure
CAUTION: To reduce the risk of fire and personal
injury, there are necessary to relieve the fuel system
pressure before filler and gauge unit servicing the
fuel system components.
CAUTION: After relieving the system pressure, a
small amount of fuel may be released when servicing
fuel lines or connections. Reduce the chance of
personal injury by covering the fuel line fittings with
a shop towel before you disconnect the fittings. The
towels will absorb any fuel that may leak out. When
the disconnect is completed, place the towel in an
approved container.
1. Remove the fuel cap.2. Remove the fuel pump relay from the underhood
relay box. Refer to
Fuel Pump Relay section.
014RY00004
3. Start the engine and allow it to stall.
4. Crank the engine for 30 seconds.
5. Disconnect the negative battery cable.
Fuel Pump Assembly
Removal Procedure
Refer to Fuel Tank In Fuel Pump Relay section.
014RW133

6E±556
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Fuel Pump Relay
Removal Procedure
1. Remove the fuse and relay box cover from under the
hood.
2. Consult the diagram on the cover to determine which
is the correct relay.
3. Insert a small screwdriver into the catch slot on the
forward side of the fuel pump relay.

The screwdriver blade will release the catch inside.
D08RY00291
4. Pull the relay straight up and out of the fuse and relay
box.
014RY00004
Installation Procedure
1. Insert the relay into the correct place in the fuse and
relay box with the catch slot facing forward.
2. Press down until the catch engages.

An audible ªclickº will be heard.
014RY00004
3. Install the fuse and relay box cover.

6E±558
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
5. Connect the connectors to manifold absolute
pressure sensor, solenoid valve, electric vacuum
sensing valve.
6. Connect the throttle position sensor electrical
connector to throttle body.
7. Install the engine cover.
8. Connect the negative battery cable.
9. Crank the engine until it starts. Cranking the engine
may take longer than usual due to trapped air in the
fuel rail and in the injectors.
Fuel Tank
Removal Procedure
Refer to Fuel Tank In Fuel Pump Relay
014RW134
Throttle Body (TB)
Removal Procedure
1. Disconnect the negative battery cable.
2. Drain the cooling system. Refer to
Cooling System
section.
3. Disconnect the electrical connectors:

Throttle position (TP) sensor.

Intake air temperature (IAT) sensor. Refer to
Intake
Air Temperature Sensor
section.
060RY00014
4. Disconnect the vacuum hose below the air horn.
5. Remove the intake air duct clamp.
6. Disconnect the intake air duct.
7. Disconnect the coolant lines from the throttle body.
8. Remove the bolts from the common chamber.
9. Remove the throttle body from the common chamber.
10. Remove the gasket from the common chamber.
025RY00004
11. Remove the TP sensor. Refer to Throttle Position
(TP) Sensor
section.

6E±561
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Catalytic Converter
Removal and Installation Procedure
Refer to Engine Exhaust in Engine section.
Air Conditioning Thermo Relay
Removal Procedure
1. Remove the fuse and relay box cover from under the
hood.
2. Consult the diagram on the cover to determine which
is the correct relay.
3. Insert a small screwdriver into the catch slot on the
forward side of the fuel pump relay.

The screwdriver blade will release the catch inside.
D08RW131
4. Pull the relay straight up and out of the fuse and relay
box.
014RY00007
Installation Procedure
1. Insert the relay into the correct place in the fuse and
relay box with the catch slot facing forward.
2. Press down until the catch engages.

An audible ªclickº will be heard.
3. Install the fuse and relay box cover.
014RY00007
EVAP Canister Hoses
Service Information
To view the routing of the EVAP canister hoses, refer to
Vehicle Emission Control Information in Diagnosis. Use
6148M or equivalent when you replace the EVAP canister
hoses.

6E±575
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Powertrain Control Module (PCM)
The powertrain control module (PCM) is located in the
passenger compartment below the center console. The
PCM controls the following:

Fuel metering system.

Transmission shifting (automatic transmission only).

Ignition timing.

On-board diagnostics for powertrain functions.
The PCM constantly observes the information from
various sensors. The PCM controls the systems that
affect vehicle performance. The PCM performs the
diagnostic function of the system. It can recognize
operational problems, alert the driver through the MIL
(Check Engine lamp), and store diagnostic trouble codes
(DTCs). DTCs identify the problem areas to aid the
technician in making repairs.
PCM Function
The PCM supplies either 5 or 12 volts to power various
sensors or switches. The power is supplied through
resistances in the PCM which are so high in value that a
test light will not light when connected to the circuit. In
some cases, even an ordinary shop voltmeter will not give
an accurate reading because its resistance is too low.
Therefore, a digital voltmeter with at least 10 megohms
input impedance is required to ensure accurate voltage
readings. Tool J 39200 meets this requirement. The PCM
controls output circuits such as the injectors, fan relays,
etc., by controlling the ground or the power feed circuit
through transistors or through either of the following two
devices:

Output Driver Module (ODM)

Quad Driver Module (QDM)
060RY00068
PCM Components
The PCM is designed to maintain exhaust emission levels
to government mandated standards while providing
excellent driveability and fuel efficiency. The PCM
monitors numerous engine and vehicle functions via
electronic sensors such as the throttle position (TP)sensor, heated oxygen sensor (HO2S), and vehicle
speed sensor (VSS). The PCM also controls certain
engine operations through the following:

Fuel injector control

Ignition control module

ION sensing module

Automatic transmission shift functions

Cruise control

Evaporative emission (EVAP) purge

A/C clutch control
PCM Voltage Description
The PCM supplies a buffered voltage to various switches
and sensors. It can do this because resistance in the
PCM is so high in value that a test light may not illuminate
when connected to the circuit. An ordinary shop
voltmeter may not give an accurate reading because the
voltmeter input impedance is too low. Use a 10-megohm
input impedance digital voltmeter (such as J 39200) to
assure accurate voltage readings.
The input/output devices in the PCM include
analog-to-digital converters, signal buffers, counters,
and special drivers. The PCM controls most components
with electronic switches which complete a ground circuit
when turned ªON.º These switches are arranged in
groups of 4 and 7, called either a surface-mounted quad
driver module (QDM), which can independently control up
to 4 output terminals, or QDMs which can independently
control up to 7 outputs. Not all outputs are always used.
PCM Input/Outputs
Inputs ± Operating Conditions Read

Air Conditioning ªONº or ªOFFº

Engine Coolant Temperature

Crankshaft Position

Exhaust Oxygen Content

Electronic Ignition

Manifold Absolute Pressure

Battery Voltage

Throttle Position

Vehicle Speed

Fuel Pump Voltage

Power Steering Pressure

Intake Air Temperature

Mass Air Flow

Engine Knock

Acceleration Position
Outputs ± Systems Controlled

EVAP Canister Purge

Exhaust Gas Recirculation (EGR)

Ignition Control

Fuel Control

ION Sensing Module

Electric Fuel Pump

Air Conditioning

6E±578
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
General Description (Fuel Metering)
Acceleration Mode
The PCM provides extra fuel when it detects a rapid
increase in the throttle position and the air flow.
Battery Voltage Correction Mode
When battery voltage is low, the PCM will compensate for
the weak spark by increasing the following:

The amount of fuel delivered.

The idle RPM.

Ignition dwell time.
Clear Flood Mode
Clear a flooded engine by pushing the accelerator pedal
down all the way. The PCM then de-energizes the fuel
injectors. The PCM holds the fuel injectors de-energized
as long as the throttle remains above 80% and the engine
speed is below 800 RPM. If the throttle position becomes
less than 80%, the PCM again begins to pulse the
injectors ªONº and ªOFF,º allowing fuel into the cylinders.
Deceleration Mode
The PCM reduces the amount of fuel injected when it
detects a decrease in the throttle position and the air flow.
When deceleration is very fast, the PCM may cut off fuel
completely for short periods.
Engine Speed/Vehicle Speed/Fuel Disable
Mode
The PCM monitors engine speed. It turns off the fuel
injectors when the engine speed increases above 6400
RPM. The fuel injectors are turned back on when engine
speed decreases below 6150 RPM.
Fuel Cutoff Mode
No fuel is delivered by the fuel injectors when the ignition
is ªOFF.º This prevents engine run-on. In addition, the
PCM suspends fuel delivery if no reference pulses are
detected (engine not running) to prevent engine flooding.
Fuel Injector
The sequential multiport fuel injection (SFI) fuel injector is
a solenoid-operated device controlled by the PCM. The
PCM energizes the solenoid, which opens a valve to allow
fuel delivery.
The fuel is injected under pressure in a conical spray
pattern at the opening of the intake valve. Excess fuel not
used by the injectors passes through the fuel pressure
regulator before being returned to the fuel tank.
A fuel injector which is stuck partly open will cause a loss
of fuel pressure after engine shut down, causing long
crank times.
014RY00009
Fuel Metering System Components
The fuel metering system is made up of the following
parts:

The fuel injectors.

The throttle body.

The fuel rail.

The fuel pressure regulator.

The PCM.

The crankshaft position (CKP) sensor.

The ION sensing module.

The fuel pump.

The fuel pump relay.
Basic System Operation
The fuel metering system starts with the fuel in the fuel
tank. An electric fuel pump, located in the fuel tank,
pumps fuel to the fuel rail through an in-line fuel filter. The
pump is designed to provide fuel at a pressure above the
pressure needed by the injectors. A fuel pressure
regulator in the fuel rail keeps fuel available to the fuel
injectors at a constant pressure. A return line delivers
unused fuel back to the fuel tank. Refer to
Section 6C for
further information on the fuel tank, line filter, and fuel
pipes.
Fuel Metering System Purpose
The basic function of the air/fuel metering system is to
control the air/fuel delivery to the engine. Fuel is delivered
to the engine by individual fuel injectors mounted in the
intake manifold near each intake valve.
The main control sensor is the heated oxygen sensor
(HO2S) located in the exhaust system. The HO2S tells
the PCM how much oxygen is in the exhaust gas. The
PCM changes the air/fuel ratio to the engine by controlling
the amount of time that fuel injector is ªON.º The best
mixture to minimize exhaust emissions is 14.7 parts of air
to 1 part of gasoline by weight, which allows the catalytic
converter to operate most efficiently. Because of the
constant measuring and adjusting of the air/fuel ratio, the
fuel injection system is called a ªclosed loopº system.

6E±579
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
The PCM monitors signals from several sensors in order
to determine the fuel needs of the engine. Fuel is
delivered under one of several conditions called ªmodes.º
All modes are controlled by the PCM.
Fuel Pressure Regulator
The fuel pressure regulator is a diaphragm-operated
relief valve mounted on the fuel rail with fuel pump
pressure on one side and manifold pressure on the other
side. The fuel pressure regulator maintains the fuel
pressure available to the injector at three times
barometric pressure adjusted for engine load. It may be
serviced separtely.
If the pressure is too low, poor performance and a DTC
P0131, DTC P0151,DTC P0171 or DTC P1171 will be the
result. If the pressure is too high, excessive odor and/or a
DTC P0132, DTC P0152,DTC P0172 will be the result.
Refer to
Fuel System Diagnosis for information on
diagnosing fuel pressure conditions.
014RY00010
Fuel Pump Electrical Circuit
When the key is first turned ªON,º the PCM energizes the
fuel pump relay for two seconds to build up the fuel
pressure quickly. If the engine is not started within two
seconds, the PCM shuts the fuel pump off and waits until
the engine is cranked. When the engine is cranked and
the 58 X crankshaft position signal has been detected by
the PCM, the PCM supplies 12 volts to the fuel pump relay
to energize the electric in-tank fuel pump.
An inoperative fuel pump will cause a ªno-startº condition.
A fuel pump which does not provide enough pressure will
result in poor performance.
Fuel Rail
The fuel rail is mounted to the top of the engine and
distributes fuel to the individual injectors. Fuel is
delivered to the fuel inlet tube of the fuel rail by the fuel
lines. The fuel goes through the fuel rail to the fuel
pressure regulator. The fuel pressure regulator maintains
a constant fuel pressure at the injectors. Remaining fuel
is then returned to the fuel tank.
055RW009
Run Mode
The run mode has the following two conditions:

Open loop

Closed loop
When the engine is first started the system is in ªopen
loopº operation. In ªopen loop,º the PCM ignores the
signal from the heated oxygen sensor (HO2S). It
calculates the air/fuel ratio based on inputs from the TP,
ECT, and MAF sensors.
The system remains in ªopen loopº until the following
conditions are met:

The HO2S has a varying voltage output showing that
it is hot enough to operate properly (this depends on
temperature).

The ECT has reached a specified temperature.

A specific amount of time has elapsed since starting
the engine.

Engine speed has been greater than a specified RPM
since start-up.
The specific values for the above conditions vary with
different engines and are stored in the programmable
read only memory (PROM). When these conditions are
met, the system enters ªclosed loopº operation. In
ªclosed loop,º the PCM calculates the air/fuel ratio
(injector on-time) based on the signal from the HO2S.
This allows the air/fuel ratio to stay very close to 14.7:1.
Starting Mode
When the ignition is first turned ªON,º the PCM energizes
the fuel pump relay for two seconds to allow the fuel pump
to build up pressure. The PCM then checks the engine
coolant temperature (ECT) sensor and the throttle
position (TP) sensor to determine the proper air/fuel ratio
for starting.
The PCM controls the amount of fuel delivered in the
starting mode by adjusting how long the fuel injectors are
energized by pulsing the injectors for very short times.

6E±583
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
between the seats. In extreme cases, exhaust blow-by
and damage beyond simple gap wear may occur.
Cracked or broken insulators may be the result of
improper installation, damage during spark plug
re-gapping, or heat shock to the insulator material. Upper
insulators can be broken when a poorly fitting tool is used
during installation or removal, when the spark plug is hit
from the outside, or is dropped on a hard surface. Cracks
in the upper insulator may be inside the shell and not
visible. Also, the breakage may not cause problems until
oil or moisture penetrates the crack later.
TS23994
A/C Clutch Diagnosis
A/C Clutch Circuit Operation
A 12-volt signal is supplied to the A/C request input of the
PCM when the A/C is selected through the A/C control
switch.
The A/C compressor clutch relay is controlled through the
PCM. This allows the PCM to modify the idle air control
position prior to the A/C clutch engagement for better idle
quality. If the engine operating conditions are within their
specified calibrated acceptable ranges, the PCM will
enable the A/C compressor relay. This is done by
providing a ground path for the A/C relay coil within the
PCM. When the A/C compressor relay is enabled,
battery voltage is supplied to the compressor clutch coil.
The PCM will enable the A/C compressor clutch
whenever the engine is running and the A/C has been
requested. The PCM will not enable the A/C compressor
clutch if any of the following conditions are met:

The throttle is greater than 90%.

The engine speed is greater than 6315 RPM.

The ECT is greater than 119
C (246
F).

The IAT is less than 5
C (41
F).

The throttle is more than 80% open.
A/C Clutch Circuit Purpose
The A/C compressor operation is controlled by the
powertrain control module (PCM) for the following
reasons:

It improvises idle quality during compressor clutch
engagement.

It improvises wide open throttle (WOT) performance.

It provides A/C compressor protection from operation
with incorrect refrigerant pressures.
The A/C electrical system consists of the following
components:

The A/C control head.

The A/C refrigerant pressure switches.

The A/C compressor clutch.

The A/C compressor clutch relay.

The PCM.
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 on 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 A/C electrical system.
General Description (Evaporative
(EVAP) Emission System)
EVAP Emission Control System Purpose
The basic evaporative emission (EVAP) control system
used on all vehicles is the charcoal canister storage
method. Gasoline vapors from the fuel tank flow into the
canister through the inlet labeled ªTANK.º These vapors
are absorbed into the activated carbon (charcoal) storage
device (canister) in order to hold the vapors when the
vehicle is not operating. The canister is purged by PCM
control when the engine coolant temperature is over 60
C
(140
F), the IAT reading is over 10
C (50
F), and the
engine has been running. Air is drawn into the canister
through the air inlet grid. The air mixes with the vapor and
the mixture is drawn into the intake manifold.
EVAP Emission Control System Operation
The EVAP canister purge is controlled by a solenoid valve
that allows the manifold vacuum to purge the canister.
The powertrain control module (PCM) supplies a ground
to energize the solenoid valve (purge on). The EVAP
purge solenoid control is pulse-width modulated (PWM)
(turned on and off several times a second). The duty
cycle (pulse width) is determined by engine operating
conditions including load, throttle positron, coolant
temperature and ambient temperature. The duty cycle is
calculated by the PCM. The output is commanded when
the appropriate conditions have been met. These
conditions are:

The engine is fully warmed up.

The engine has been running for a specified time.

The IAT reading is above 10
C (50
F).