oil type ISUZU TF SERIES 2004 User Guide

6A – 126 ENGINE MECHANICAL


LUBRICATION SYSTEM
LUBRICATING OIL FLOW









1. Oil Pump Relief Valve Operating Pressure: 6.2 - 7.8kg/cm 2 (608 - 764Kpa)
2. Regulating Valve Operating Pressure: 5.7 - 6.3kg/cm 2 (558.6 - 617.4Kpa)
3. Oil Cooler Relief Valve Opening Pressure: 2.8 - 3.4kg/cm 2 (270 - 330Kpa)
4. Oil Filter Relief Valve Opening Pressure: 0.8 - 1.2kg/cm 2 (78.4 - 117.6Kpa)
5. Oil Pressure Switch Operating Pressure: 0.3 - 0.5kg/cm 2 (29.4 - 49.0Kpa)
6. Regulating Valve: 1.8 - 2.2kg/cm 2 (176 - 216Kpa)

The 4J series engine has a full flow type lubricating system.
Lubricating oil is pumped from the oil pump to the cylinder body oil gallery through the oil cooler and the oil filter. It is
then delivered to the vital parts of the engine from the cylinder body oil gallery.
Oiling jets installed on the cylinder body spray engine oil to the piston backside faces to achieve maximum piston
cooling effect.

ENGINE MECHANICAL 6A – 127

OIL PUMP AND OIL FILTER




RTW46ALF001501

The 4J series engine is equipped with a gear type oil pump.
The oil filter and the water cooled oil cooler integrated a single unit to increase the cooling effect.

ENGINE COOLING 6B – 3

MAIN DATA AND SPECIFICATIONS
Description Item
M/T A/T
Cooling system
Water pump type
Pump to crankshaft speed ratio (To 1)
Delivery volume lit (US/UK gal)/min
Pump speed at 3000 rpm
Water temperature at 30
C (86
F)
Pump bearing type

Thermostat type
Valve initial opening temperature
C (
F)
(Oil cooler thermo valve)
(EGR cooler thermo valve)
Valve full opening temperature
C (
F)
(Oil cooler thermo valve)
(EGR cooler thermo valve)
Valve lift at fully open position mm (in)
(Oil cooler thermo valve)
(EGR cooler thermo valve) Engine coolant forced circulation
Centrifugal impeller type
1.2
100 (26.3/22.2)


Double row shaft

Wax pellet with jiggle valve
82 (180)
76.5 (170)
40 (104)
95 (203)
90 (194)
55 (131)
9.5 (0.37)
4.5 (0.18)
3.5 (0.14)
Radiator Tube type corrugated
Heat radiation capacity 93.0 kw (79,980 kcal/h)
Heat radiation area
11.63 m
(1.081ft
)
Radiator front area
0.28m
(0.026 ft
)
Radiator dry weight 52 N (5.3 kg/11.7 lb) 53 N (5.4 kg/11.9 lb)
Radiator cap valve opening pressure
93.3
122.7kpa (13.5
17.8psi)
Engine coolant capacity 2.4 lit (5.1 U.S pint) 2.3 lit (4.9 U.S pint)
Engine coolant total capacity 10.1 lit (21.3 U.S pint) 10.0 lit (21.1 U.S pint)

6B – 6 ENGINE COOLING



110RS001
RADIATOR
The radiator is a tube type with corrugated fins. In order to
raise the boiling point of the coolant, the radiator is fitted with a
cap in which the valve is operated at 93.3

122.7 kPa (13.5

17.8 psi) pressure. (No oil cooler provided for M/T)





F06RW005
Antifreeze Solution
NOTE: Antifreeze solution + Water = Total cooling system
capacity.
Total Cooling System Capacity Lit (US / UK gal)
9.4 (2.5/21) 4JA1L/TC
M/T 10.1 (2.7/2.2) 4JH1TC
A/T 10.0 (2.6/2.2) 4JH1TC
See section 0B MAINTENACE AND LUBRICATION.





PTW46BSH000201
NOITE:
To maintain the corrosion resistance of the aluminum
radiator, water and antifreeze must be combined in a 1:1
solution (50% antifreeze and 50% water)
NOTE

FUEL SYSTEM 6C – 3

MAIN DATA AND SPECIFICATIONS
Description Item
4JA1T (L) 4JA1TC 4JH1TC
Injection pump type
Bosch distributor
VE type Bosch distributor VP44 type
Governor type Mechanical variable
(Half speed oil
pressure) Electrical controled
Timer type Oil pressure Electrical controled
Fuel feed pump type Vane with input shaft
Injection nozzle type Hole type
Number of injection nozzle orifices 5
Injection nozzle orifices
Inside diameter mm (in) 0.19 (0.0075) 0.17 (0.0067) 0.21 (0.0083)
19.1 (195) 19.0 (194) 19.5 (199) Injection nozzle designed operating
pressure MPa (kg/cm2) 1st
2nd 25.0 (255) 33.5 (328) 33.8 (331)
Main fuel filter type Disposable cartridge paper element


Precautions
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 fo
r
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.

NOTE:
Injection nozzle adjustment is possible only on the 4JA1L
engine.

6E–66 4JA1/4JH1 ENGINE DRIVEABILITY AND EMISSIONS
Throttle Position Sensor (TPS)
The TPS is a potentiometer connected to throttle shaft
on the throttle body. It is installed to the main TPS and
idle switch.
The engine control module (ECM) monitors the voltage
on the signal line and calculates throttle position. As the
throttle valve angle is changed when accelerator pedal
moved. The TPS signal also changed at a moved
throttle valve. As the throttle valve opens, the output
increases so that the output voltage should be high.
The engine control module (ECM) calculates fuel
delivery based on throttle valve angle.
Crankshaft Position (CKP) Sensor
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 (TDC). (1) Throttle Position Sensor (TPS)
(2) Idle Switch

1 2
Characteristic of TPS -Reference-
0 0.51 1.52 2.53 3.54 4.5
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100
Pedal Position (%) (Tech2 Readin
g
Output Voltage (V)
(1) Crankshaft Position (CKP) Sensor
(2) Fly wheel with sensor slot

1 2

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

6E–306 4JA1/4JH1 ENGINE DRIVEABILITY AND EMISSIONS
DIAGNOSTIC TROUBLE CODE (DTC) P1335 (SYMPTOM CODE A)
(FLASH CODE 43) ENGINE SPEED OUTPUT CIRCUIT MALFUNCTION
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.
The ECM converts sine wave signal to square wave
signal. And this signal is provided from the ECM to
pump control unit (PSG).
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.
Flash
CodeCode Symptom
CodeMIL DTC Name DTC Setting Condition Fail-Safe (Back Up)
43 P1335 A ON Engine Speed Output Circuit
Malfunctio nThe PSG (pump control unit)
is recognized defective
engine speed signal form the
ECM.Fuel inje ctio n qua ntity is
reduced.

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.

ENGINE MECHANICAL (6VE1 3.5L) 6A-7
Rough Engine Running
Symptom Possible Cause Action
Engine misfires periodically Ignition coil layer shorted Replace
Spark plugs fouling Clean or install hotter type plug
Spark plug(s) insulator nose leaking Replace
Fuel injector(s) defective Replace
Engine control module faulty Replace
Engine knocks periodically Spark plugs running too hot Install colder type spark plugs
Engine control module faulty Replace
Engine lacks power Spark plugs fouled Clean
Fuel injectors defective Replace
Mass Airflow Sensor or Intake Airflow
Sensor circuit defective Correct or replace
Engine Coolant Temperature Sensor
or Engine Coolant Temperature
Sensor circuit defective Correct or replace
Engine Control Module faulty Replace
Intake Air Temperature Sensor or
Intake Air Temperature Sensor circuit
defective Correct or replace
Throttle Position Sensor or Throttle
Position Sensor circuit defective Correct or replace