power ISUZU TF SERIES 2004 Workshop Manual
[x] Cancel search | Manufacturer: ISUZU, Model Year: 2004, Model line: TF SERIES, Model: ISUZU TF SERIES 2004Pages: 4264, PDF Size: 72.63 MB
Page 2062 of 4264
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.
Page 2065 of 4264
3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-69
GENERAL SERVICE INFORMATION
Aftermarket Electrical and Vacuum
Equipment
Aftermarket (add-on) electrical and vacuum equipment
is defined as any equipment which connects to the
vehicle's electrical or vacuum systems that is installed
on a vehicle after it leaves the factory. No allowances
have been made in the vehicle design for this type o
f
equipment.
NOTE: No add-on vacuum equipment should be
added to this vehicle.
NOTE: Add-on electrical equipment must only be
connected to the vehicle's electrical system at the
battery (power and ground).
Add-on electrical equipment, even when installed to
these guidelines, may still cause the powertrain system
to malfunction. This may also include equipment no
t
connected to the vehicle electrical system such as
portable telephones and radios. Therefore, the firs
t
step in diagnosing any powertrain problem is to
eliminate all aftermarket electrical equipment from the
vehicle. After this is done, if the problem still exists, i
t
may be diagnosed in the normal manner.
Electrostatic Discharge Damage
Electronic components used in the ECM are often
designed to carry very low voltage. Electronic
components are susceptible to damage caused by
electrostatic discharge. Less than 100 volts of static
electricity can cause damage to some electronic
components. By comparison, it takes as much as 4000
volts for a person to feel even the zap of a static
discharge.
TS23793
There are several ways for a person to become
statically charged. The most common methods o
f
charging are by friction and induction.
An example of charging by friction is a person sliding
across a vehicle seat.
Charge by induction occurs when a person with well
insulated shoes stands near a highly charged objec
t
and momentary touches ground. Charges of the
same polarity are drained off leaving the person
highly charged with the opposite polarity. Static
charges can cause damage, therefore it is importan
t
to use care when handling and testing electronic
components.
NOTE: To prevent possible electrostatic discharge
damage, follow these guidelines:
Do not touch the ECM connector pins or soldered
components on the ECM circuit board.
Do not open the replacement part package until
the part is ready to be installed.
Before removing the part from the package,
ground the package to a known good ground on
the vehicle.
If the part has been handled while sliding across
the seat, while sitting down from a standing
position, or while walking a distance, touch a
known good ground before installing the part.
Page 2067 of 4264
3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-71
Basic Knowledge of Tools Required
Lack of basic knowledge of this powertrain when
performing diagnostic procedures could result in an
incorrect diagnosis or damage to powertrain
components. Do not attempt to diagnose a powertrain
problem without this basic knowledge.
A basic understanding of hand tools is necessary to
effectively use this section of the Service Manual.
Serial Data Communications
Class II Serial Data Communications
This vehicle utilizes the “Class II" communication
system. Each bit of information can have one of two
lengths: long or short. This allows vehicle wiring to be
reduced by transmitting and receiving multiple signals
over a single wire. The messages carried on Class II
data streams are also prioritized. If two messages
attempt to establish communications on the data line at
the same time, only the message with higher priority will
continue. The device with the lower priority message
must wait. The most significant result of this regulation
is that it provides Tech 2 manufacturers with the
capability to access data from any make or model
vehicle that is sold.
The data displayed on the other Tech 2 will appear the
same, with some exceptions. Some scan tools will only
be able to display certain vehicle parameters as values
that are a coded representation of the true or actual
value. For more information on this system of coding,
refer to Decimal/Binary/Hexadecimal Conversions.On
this vehicle the Tech 2 displays the actual values fo
r
vehicle parameters. It will not be necessary to perform
any conversions from coded values to actual values.
On-Board Diagnostic (OBD)
On-Board Diagnostic Tests
A diagnostic test is a series of steps, the result of which
is a pass or fail reported to the diagnostic executive.
When a diagnostic test reports a pass result, the
diagnostic executive records the following data:
The diagnostic test has been completed since the
last ignition cycle.
The diagnostic test has passed during the curren
t
ignition cycle.
The fault identified by the diagnostic test is no
t
currently active.
When a diagnostic test reports a fail result, the
diagnostic executive records the following data:
The diagnostic test has been completed since the
last ignition cycle.
The fault identified by the diagnostic test is currently
active.
The fault has been active during this ignition cycle.
The operating conditions at the time of the failure.
Remember, a fuel trim DTC may be triggered by a list o
f
vehicle faults. Make use of all information available
(other DTCs stored, rich or lean condition, etc.) when
diagnosing a fuel trim fault.
Comprehensive Component Monitor
Diagnostic Operation
Input Components:
Input components are monitored for circuit continuity
and out-of-range values. This includes rationality
checking. Rationality checking refers to indicating a
fault when the signal from a sensor does not seem
reasonable, i.e.throttle position sensor that indicates
high throttle position at low engine loads. Inpu
t
components may include, but are not limited to the
following sensors:
Vehicle Speed Sensor (VSS)
Inlet Air Temperature (IAT) Sensor
Crankshaft Position (CKP) Sensor
Throttle Position Sensor (TPS)
Engine Coolant Temperature (ECT) Sensor
Camshaft Position (CMP) Sensor
Mass Air Flow (MAF) Sensor
In addition to the circuit continuity and rationality check
the ECT sensor is monitored for its ability to achieve a
steady state temperature to enable closed loop fuel
control.
Output Components:
Output components are diagnosed for proper response
to control module commands. Components where
functional monitoring is not feasible will be monitored fo
r
circuit continuity and out-of-range values if applicable.
Output components to be monitored include, but are no
t
limited to, the following circuit:
Idle Air Control (IAC) Valve
Control module controlled EVAP Canister Purge
Valve
Electronic Transmission controls
A/C relays
VSS output
MIL control
Refer to ECM and Sensors in General Descriptions.
Page 2068 of 4264
6E-72 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Passive and Active Diagnostic Tests
A passive test is a diagnostic test which simply monitors
a vehicle system or component. Conversely, an active
test, actually takes some sort of action when performing
diagnostic functions, often in response to a failed
passive test.
Intrusive Diagnostic Tests
This is any on-board test run by the Diagnostic
Management System which may have an effect on
vehicle performance or emission levels.
Warm-Up Cycle
A warm-up cycle means that engine at temperature
must reach a minimum of 70
C (160F) andrise at
least 22
C (40F) over the course of a trip.
The Diagnostic Executive
The Diagnostic Executive is a unique segment of
software which is designed to coordinate and prioritize
the diagnostic procedures as well as define the protocol
for recording and displaying their results. The main
responsibilities of the Diagnostic Executive are listed as
follows:
Commanding the MIL (“Check Engine" lamp) on and
off
DTC logging and clearing
Freeze Frame data for the first emission related DTC
recorded
Current status information on each diagnostic
The Diagnostic Executive records DTCs and turns on
the MIL when emission-related faults occur. It can also
turn off the MIL if the conditions cease which caused
the DTC to set.
Diagnostic Information
The diagnostic charts and functional checks are
designed to locate a faulty circuit or component through
a process of logical decisions. The charts are prepared
with the requirement that the vehicle functioned
correctly at the time of assembly and that there are no
t
multiple faults present.
There is a continuous self-diagnosis on certain control
functions. This diagnostic capability is complemented
by the diagnostic procedures contained in this manual.
The language of communicating the source of the
malfunction is a system of diagnostic trouble codes.
When a malfunction is detected by the control module,
a diagnostic trouble code is set and the MIL (“Check
Engine" lamp) is illuminated.
Check Engine Lamp (MIL)
The Check Engine Lamp (MIL) looks the same as the
MIL you are already familiar with (“Check Engine"
lamp).
Basically, the MIL is turned on when the ECM detects a
DTC that will impact the vehicle emissions.
The MIL is under the control of the Diagnostic
Executive. The MIL will be turned on if an
emissions-related diagnostic test indicates a
malfunction has occurred. It will stay on until the
system or component passes the same test, for three
consecutive trips, with no emissionsrelated faults.
Extinguishing the MIL
When the MIL is on, the Diagnostic Executive will turn
off the MIL after three consecutive trips that a “tes
t
passed" has been reported for the diagnostic test tha
t
originally caused the MIL to illuminate.
Although the MIL has been turned off, the DTC will
remain in the ECM memory (both Freeze Frame and
Failure Records) until forty(40) warm-up cycles after no
faults have been completed.
If the MIL was set by either a fuel trim or misfire-related
DTC, additional requirements must be met. In addition
to the requirements stated in the previous paragraph,
these requirements are as follows:
The diagnostic tests that are passed must occur with
375 RPM of the RPM data stored at the time the las
t
test failed.
Plus or minus ten (10) percent of the engine load tha
t
was stored at the time the last failed.
Similar engine temperature conditions (warmed up o
r
warming up ) as those stored at the time the last tes
t
failed.
Meeting these requirements ensures that the fault which
turned on the MIL has been corrected.
The MIL (“Check Engine" lamp) is on the instrumen
t
panel and has the following functions:
It informs the driver that a fault that affects vehicle
emission levels has occurred and that the vehicle
should be taken for service as soon as possible.
As a bulb and system check, the MIL will come “ON"
with the key “ON" and the engine not running. When
the engine is started, the MIL will turn “OFF."
When the MIL remains “ON" while the engine is
running, or when a malfunction is suspected due to a
driveability or emissions problem, a Powertrain
On-Board Diagnostic (OBD) System Check must be
performed. The procedures for these checks are
given in On-Board Diagnostic (OBD) System Check.
These checks will expose faults which may not be
detected if other diagnostics are performed first.
Page 2070 of 4264
6E-74 3.5L ENGINE DRIVEABILITY AND EMISSIONS
0.4 Sec 0.4 Sec
.
ON
OFF
3.2 Sec. 1.2 Sec. 3.2 Sec.
0.4 Sec 0.4 Sec
.
ON
OFF
3.2 Sec. 1.2 Sec. 3.2 Sec.
Self-diagnosis Start
Normal Code (12)
Trouble Code (32)
121212141414323232
In case DTC 14 & 32 are stored
Clearing Diagnostic Trouble Codes
Important: Do not clear DTCs unless directed to do so
by the service information provided for each diagnostic
procedure. When DTCs are cleared, the Freeze Frame
and Failure Record data which may help diagnose an
intermittent fault will also be erased from memory.
If the fault that caused the DTC to be stored into
memory has been corrected, the Diagnostic Executive
will begin to count the “warm-up" cycles with no furthe
r
faults detected, the DTC will automatically be cleared
from the ECM memory.
To clear Diagnostic Trouble Codes (DTCs), use the
Tech 2 “clear DTCs" or “clear information" function.
When clearing DTCs follow instructions supplied by the
Tech 2 manufacturer.
When a Tech 2 is not available, DTCs can also be
cleared by disconnecting one of the following sources
for at least thirty (30) seconds.
To prevent system damage, the ignition key must be
“OFF" when disconnecting or reconnecting battery
power.
The power source to the control module. Examples:
fuse, pigtail at battery ECM connectors etc.
The negative battery cable. (Disconnecting the
negative battery cable will result in the loss of othe
r
on-board memory data, such as preset radio tuning).
On-Board Diagnosis (Self-Diagnosis)
1. The Engine Control Module (ECM) conducts a
self-test of most of the wiring and components in
the system each time the key is turned to ON, and
can detect faults in the system while the key is ON.
If a fault is detected, the ECM will store a trouble
code in memory and flash the CHECK ENGINE
indicator to alert the driver.
2. The Diagnostic Trouble Codes (DTC) can be
displayed by shorting together terminals and the
Data Link Connector (DLC) located belo
w
Instrument Panel of drivers side.
The CHECK ENGINE indicator will flash DTC 12
three times, followed by any DTC.If several DTC are
stored, each DTC will be displayed three times. The
DTC will be displayed in numerical order. The DTC
display will continue as long as the DLC is shorted.
Some DTC can cause other DTC to be stored, It is
important to diagnose and repair the lowes
t
numbered DTC first before going on to the highe
r
numbered DTC.
Page 2071 of 4264
3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-75
TECH 2 CONNECTION
Tech 2 scan tool is used to electrically diagnose the
automatic transmission system and to check the
system. The Tech 2 enhances the diagnosis efficiency
though all the troubleshooting can be done without the
Te c h 2 .
1. Configuration of Tech 2
Tech 2 scan tool kit (No. 7000086), Tech 2
scan tool (No. 7000057) and DLC cable (No.
3000095).
SAE 16/19 adapter (No. 3000098) (3), RS232
loop back connector (No. 3000112) (2) and
PCMCIA card (No. 3000117) (1).
2. Tech 2 Connection
Check the key switch is turn OFF.
Insert the PCMCIA card (1) into the Tech 2 (5).
Connect the SAE 16/19 adapter (3) to the DLC
Turn the key switch of the vehicle ON and press
the “PWR” key of the Tech 2.
Check the display of the Tech 2.
NOTE: Be sure to check that the power is not
supplied to the Tech 2 when attaching or removing
the PCMCIA card.
Diagnosis with TECH 2
If No Codes are Set
Refer to F1: Data Display and identify the electrical
faults that are not indicated by trouble code.
Refer to "SYMPTOM DIAGNOSIS".
If Codes are Set
1. Record all trouble codes displayed by Tech 2 and
check id the codes are intermittent.
2. Clear the codes.
3. Drive the vehicle for a test to reproduce the faulty
status.
4. Check trouble codes again using the Tech 2.
5. If no codes is displayed by test driving, the fault is
intermittent. In this case, refer to "DIAGNOSIS
AIDS".
6. If a code is present, refer to DTC Chartfo
r
diagnosis.
7. Check trouble codes again using the Tech 2.
Page 2076 of 4264
6E-80 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Tech 2
Parameter
Units Idle 2000rpm Definitions
23 A/C Request (Air
Conditioning) On/Off Off Off This displays the air conditioner request signal. This should display "On" when the air
conditioner switch is switched on.
24 A/C Clutch On/Off Off Off This displays whether the ECM has commanded the A/C compressor clutch "On" or
"Off".
25 EVAP Purge
Solenoid
(Evaporative
Emission) % 50 80 0 This displays the duty signal from the ECM to control the canister purge solenoid
valve.
26 Fuel Trim Cell 49 52 13 17 This displays dependent on engine speed and MAF sensor reading.
A plot of engine speed versus MAF amount is divided into the cells.
Fuel trim cell indicates which cell is currently active.
27 Fuel Pump On/Off On On This displays operating status for the fuel pump main relay.
This should display "On" when the key switch is turned on and while engine is
running.
28 Deceleration Fuel
Cutoff Active/ Inactive Inactive Inactive The ECM will command the deceleration fuel mode when it detects a closed throttle
position while the vehicle is traveling.
While in decreasing fuel mode, the ECM will decrease the amount of fuel delivered
by entering open loop and decreasing the injector pulse width.
29 Power Enrichment Yes/No No No The ECM will command power enrichment mode "Yes" when a large increase in
throttle position and load is detected.
While in power enrichment mode, the ECM will increase the amount of fuel delivered
by entering open loop and increasing the injector pulse width.
30 Vehicle Speed km/h or mph 0 0 This displays vehicle speed.
The vehicle speed is measured by ECM from the vehicle speed sensor.
31 Cam Signal Present/ Missing Present Present This displays input signal from the camshaft position sensor.
When the correct pulse is generated, signal is received.
32 PSP Switch
(Power Steering
Pressure) Normal Pressure /
High Pressure Normal PressureNormal PressureThis displays the power steering pressure signal.
This should display "High Pressure" when the steering is steered.
33 Security Code
Status Programmable/
Not
Programmable Programmable Programmable This should display "Programmable" when the correct security code & secret code
are programmed.
34 Security Code Okay/ Not Okay Okay Okay This should display "Okay" when the security code is correctly accepted.
35 Immobilizer
System Normal /
Abnormal Normal Normal This should display "Normal" when the immobilizer is correctly operated.
36 Malfunction
Indicator Lamp On/Off Off Off This displays operating status for the Check Engine Lamp.
This should display "On" when the Check Engine Lamp is turned on.
37 Time From Start This displays the engine time elapsed since the engine was started.
If the engine is stopped, engine run time will be reset to 00:00:00
Page 2079 of 4264
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.
Page 2088 of 4264
6E-92 3.5L ENGINE DRIVEABILITY AND EMISSIONS
2.Demand of Data
1.
Connect Tech-2 to the vehicle. When activated b
y
turning on the power of Tech-2, push the "Enter"
switch.
2.
Turn on the ignition switch (without starting the
engine)
3.
In the main menu of Tech 2, push "F1: Service
Programming System (SPS)".
4.
Push "F0: Request Info" of Tech-2.
5.
Where vehicle data has been already saved in
Tech-2, the existing data come on display. In this
instance, as Tech-2 starts asking whether to keep
the data or to continue obtaining anew data from
the control unit, choose either of them.
6.
If you select “continue”, you have to select “Model
Year”, “Vehicle Type”.
7.
After that. then push button and turn Ignition switch
tuned on, off, on following Tech-2 display. Tech-2
will read information from controller after this
procedure.
8.
During obtaining information, Tech-2 is receiving
information from the control unit ECM and TCM
(A/T only) at the same time. With VIN not being
programmed into the new control unit at the time
of shipment, "obtaining information" is not
complete (because the vehicle model, engine
model and model year are specified from VIN). Fo
r
the procedure get additional information on
vehicles, instruction will be provided in dialog form,
when TIS2000 is in operation.
9.
Following instructions by Tech-2, push the "Exit"
switch of Tech-2, turn off the ignition of the vehicle
and turn off the power of Tech-2, thereby removing
from the vehicle.
3.Data Exchange
1.
Connect Tech-2 to P/C, turn on the power and
click the "Next" button of P/C.
2. Check VIN of the vehicle and choose "Next".
3. Select “System Type” for required control unit.
Engine (Programming for ECM or PCM)
Transmission (Programming for TCM)
4.
When a lack of data is asked from among the
following menu, enter accordingly.
Select following Menu
Model Year
Model
Engine type
Transmission type
Destination code (vehicles for general export)*1
Immobilizer
Etc.
* 1: How to read the destination code
"Destination code can be read from service ID Plate
affixed on vehicles, while on service ID plate the
destination code is described at the right-hand edge o
f
Body Type line. In the figure, the destination code can
be read as "RR3" (Australia).
Page 2089 of 4264
3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E -93
5.
After choosing the data, click the "Next" button.
6.
When all the necessary information is entered, the
"details" of software within the database that
match the entered data will appear fo
r
confirmation. Click the "Program" switch and then
download the new software onto Tech-2.
7. "Data Transfer" comes on display. The progress o
f
downloading will be displayed on the screen in the
form of bar graph.
8.
Upon finishing the data transfer, turn off the powe
r
of Tech-2, removing from P/C.
4. Programming of ECM
1.
Check to see if batteries are fully charged, while
ABS connectors shall be removed from the
vehicle.
2.
Connect Tech-2 to Vehicle Diagnostic Connectors.
3.
Turn on the power of Tech-2 and the title screen
comes on display.
4.
Turn on the ignition (without allowing the engine to
start)
5.
On the title screen of Tech-2, push the "Enter"
button.
6.
Choose "F1: Service Programming System" on the
main screen and then choose "F1: Program ECU".
7.
While data is being transferred, "Programing in
Progress" will be displayed on the Tech-2 screen.
8.
Upon finishing the data transfer, Tech-2 will
display "Reprogramming was Successful". Push
the "Exit" button to bring program to completion.
9.
Following "Procedure 2: Demand of Data", try ove
r
again "Information Obtaining" and check to confirm
if the data has been correctly re-loaded.
10. Upon finishing confirmation, turn off the ignition o
f
the vehicle and then turn off the power of Tech-2,
removing from the vehicle.