service 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 2063 of 4264
3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-67
What you should do
Step 1: Acquire information
A thorough and comprehensive customer check sheet
is critical to intermittent problem diagnosis. You should
require this, since it will dictate the diagnostic starting
point. The vehicle service history file is another
source for accumulating information about the
complaint.
Step 2: Analyze the intermittent problem
Analyze the customer check sheet and service history
file to determine conditions relevant to the suspect
system(s).
Using service manual information, you must identify,
trace and locate all electrical circuits related to the
malfunctioning system(s). If there is more than one
system failure, you should identify, trace and locate
areas of commonality shared by the suspect circuits.
Step 3: Simulate the symptom and isolate the
problem
Simulate the symptom and isolate the system by
reproducing all possible conditions suggested in Step 1
while monitoring suspected circuits/components
/
systems to isolate the problem symptom. Begin with the
most logical circuit/component.
Isolate the circuit by dividing the suspect system into
simpler circuits. Next, confine the problem into a smalle
r
area of the system. Begin at the most logical point (or
point of easiest access) and thoroughly check the
isolated circuit for the fault, using basic circuit tests.
Hints
You can isolate a circuit by:
Unplugging connectors or removing a fuse to
separate one part of the circuit from another
If only component fails to operate, begin testing
the component
If a number of components do not operate, begin
test at areas of commonality (such as powe
r
sources, ground circuits, switches, main
connectors or major components)
Substitute a known good part from the parts
department or the vehicle system
Try the suspect part in a known good vehicle See
Symptom Simulation Tests on the next page fo
r
problem simulation procedures. Refer to service
manual sections 6E and 8A for information abou
t
intermittent diagnosis. Follow procedures for basic
circuit testing in service manual section 8A.
What resources you should use
Whenever appropriate, you should use the following
resources to assist in the diagnostic process:
Service manual
Bulletins
Digital multimeter (with a MIN/MAX feature)
Tech 2 and Tech 2 upload function
Circuit testing tools (including connecto
r
kits/harnesses and jumper wires)
Experience
Intermittent problem solving simulation methods
Customer complaint check sheet
Symptom Simulation Tests
1. Vibration
This method is useful when the customer complain
t
analysis indicates that the problem occurs when the
vehicle/system undergoes some form of vibration.
For connectors and wire harness, slightly shake
vertically and horizontally. Inspect the connector join
t
and body for damage. Also, tapping lightly along a
suspected circuit may be helpful.
For parts and sensors, apply slight vibration to the par
t
with a light tap of the finger while monitoring the system
for a malfunction.
2. Heat
This method is important when the complaint suggests
that the problem occurs in a heated environment. Apply
moderate heat to the component with a hair drier o
r
similar tool while monitoring the system for a
malfunction.
CAUTION: Care must be take to avoid overheating
the component.
3. Water and Moisture
This method may be used when the complaint suggests
that the malfunction occurs on a rainy day or unde
r
conditions of high humidity. In this case, apply water in
a light spray on the vehicle to duplicate the problem.
CAUTION: Care must be take to avoid directly
exposing electrical connections to water.
4. Electrical loads
This method involves turning systems ON (such as the
blower, lights or rear window defogger) to create a load
on the vehicle electrical system at the same time you
are monitoring the suspect circuit/component.
Page 2064 of 4264
6E-68 3.5L ENGINE DRIVEABILITY AND EMISSIONS
5e. Vehicle Operates as Designed
This condition refers to instances where a system
operating as designed is perceived to be unsatisfactory
or undesirable. In general, this is due to:
A lack of understanding by the customer
A conflict between customer expectations and
vehicle design intent
A system performance that is unacceptable to the
customer
What you should do
You can verify that a system is operating as designed
by:
Reviewing service manual functional/diagnostic
checks
Examining bulletins and other service information
for supplementary information
Compare system operation to an identical vehicle
If the condition is due to a customer misunderstanding
or a conflict between customer expectation and system
operation, you should explain the system operation to
the customer.
If the complaint is due to a case of unsatisfactory
system performance, you should contact Technical
Assistance for the latest information.
What resources you should use
Whenever possible, you should use the following
resources to facilitate the diagnostic process:
Vehicle service information (service manual, etc.)
ISUZU field support
Experience
Identical vehicle or system for comparison
6. Re-examine the complaint
When you do not successfully find/isolate the problem
after executing a diagnostic path, you should re-
examine the complaint.
What you should do
In this case, you will need to backtrack and review
information accumulated from step 1 through 4 o
f
Strategy Based Diagnostics. You also should repeat
any procedures that require additional attention.
A previous path may be eliminated from consideration
only if you are certain that all steps were executed as
directed. You must then select another diagnostic path
(step 5a, 5b, 5c or 5d). If all possible options have been
explored, you may call or seek ISUZU field support.
What resources you should use
Whenever possible, you should use the following
resources to facilitate the diagnostic process:
Service manual
Accumulated information form a previous
diagnostic path
Service information and publications
ISUZU field support
7. Repair and Verify Fix
What you should do
After you have located the cause of the problem, you
must execute a repair by following recommended
service manual procedures.
When the repair is completed, you should verify the fix
by performing the system checks under the conditions
listed in the customer complaint.
If applicable, you should carry out preventive measures
to avoid a repeat complaint.
What resources you should use
Whenever possible, you should use the following
resources to facilitate the repair process:
Electrical repair procedures
Service manual information and publications
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 2069 of 4264
3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-73
Intermittent Check Engine Lamp
In the case of an “intermittent" fault, the MIL (“Check
Engine" lamp) may illuminate and then (after three trips)
go “OFF". However, the corresponding diagnostic
trouble code will be stored in the memory. When
unexpected diagnostic trouble codes appear, check fo
r
an intermittent malfunction.
A diagnostic trouble code may reset. Consult the
“Diagnostic Aids" associated with the diagnostic trouble
code. A physical inspection of the applicable sub–
system most often will resolve the problem.
Data Link Connector (DLC)
The provision for communication with the control
module is the Data Link Connector (DLC). The DLC is
used to connect to a Tech 2. Some common uses o
f
the Tech 2 are listed below:
Identifying stored Diagnostic Trouble Codes (DTCs).
Clearing DTCs.
Performing out put control tests.
Reading serial data.
060RW046
Verifying Vehicle Repair
Verification of vehicle repair will be more
comprehensive for vehicles with OBD system
diagnostic. Following a repair, the technician should
perform the following steps:
1. Review and record the Fail Records and/or Freeze
Frame data for the DTC which has been diagnosed
(Freeze Frame data will only be stored for an A or B
type diagnostic and only if the MIL has been
requested).
2. Clear DTC(s).
3. Operate the vehicle within conditions noted in the
Fail Records and/or Freeze Frame data.
4. Monitor the DTC status information for the specific
DTC which has been diagnosed until the diagnostic
test associated with that DTC runs.
Following these steps are very important in verifyin
g
repairs on OBD systems. Failure to follow these steps
could result in unnecessary repairs.
Reading Flash Diagnostic Trouble Codes
The provision for communicating with the Engine
Control Module (ECM) is the Data Link Connecto
r
(DLC). The DLC is located behind the lower front
instrument panel. It is used in the assembly plant to
receive information in checking that the engine is
operating properly before it leaves the plant.
The diagnostic trouble code(s) (DTCs) stored in the
ECM's memory can be read either through a hand-held
diagnostic scanner plugged into the DLC or by counting
the number of flashes of the Check Engine Lamp (MIL)
when the diagnostic test terminal of the DLC is
grounded. The DLC terminal “6" (diagnostic request) is
pulled “Low" (grounded) by jumpering to DLC terminal
“4", which is a ground wire.
This will signal the ECM that you want to “flash" DTC(s),
if any are present. Once terminals “4" and “6" have
been connected, the ignition switch must be moved to
the “ON" position, with the engine not running. At this
point, the “Check Engine" MIL should flash DTC12
three times consecutively.
This would be the following flash, sequence: "flash,
pause, flash?flash, long pause, flash, pause,
flash?flash, long pause, flash, pause, flash?flash". DTC
12 indicates that the ECM's diagnostic system is
operating. If DTC 12 is not indicated, a problem is
present within the diagnostic system itself, and should
be addressed by consulting the appropriate diagnostic
chart in DRIVEABILITY AND EMISSIONS.
Following the output of DTC 12, the “Check Engine" MIL
will indicate a DTC three times if a DTC is present, or i
t
will simply continue to output DTC12. If more than one
DTC three has been stored in the ECM's memory, the
DTC(s) will be output from the lowest to the highest,
with each DTC being displayed three times.
Reading Diagnostic Trouble Codes Using a
TECH 2
The procedure for reading diagnostic trouble code(s) is
to used a diagnostic Tech 2. When reading DTC(s),
follow instructions supplied by Tech 2 manufacturer.
For the 1998 model year, Isuzu dealer service
departments will continue to use Tech 2.
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 2087 of 4264
3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E -91
SERVICE PROGRAMMING SYSTEM (SPS)
The procedure to program the control unit by using the
Service Programming System (SPS) software
contained in TIS2000 is explained below.
NOTE:
If the Engine Control Module (ECM) was
programmed, the Immobilizer System must be
linked to the ECM: Refer to section 11
"Immobilizer System-ECM replacement" for the
ECM/Immobilizer linking procedure.
Should Tech2 display "SPS Procedure was not
successful", engine will not start, but no DTCs
are present, low battery voltage or poo
r
electrical connections should be the primary
suspects. Perform the SPS procedure again
after rectifying the fault/s.
IMPORTANT:
Perform the following checks before attempting to
program the control unit:
The Tech2 PCMCIA card is programmed with
the latest software release.
The latest release of TIS2000 is loaded on the
PC.
The vehicle battery is fully charged.
The control unit to be programmed is
connected to the vehicle.
1. Preparations of TIS 2000
1.
Connect Tech 2 to P/C.
2.
Check to see if Hardware Key is plugged into Port.
3.
Activate TIS 2000 by P/C.
4.
On the activating screen of TIS2000, choose
"Service Programming System"
5.
On the screen of "Diagnostic Tester and
Processing Program Selection", choose the one
that will comply with the following.
Diagnostic Tech 2 in use
New programming by the existing module or new
programming by the replaced/new module.
Fixing position of the control unit.
6.
Upon completion of the selection, push the button
of "Next".
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.