oil type ISUZU TF SERIES 2004 Owner's Manual

ENGINE MECHANICAL (6VE1 3.5L) 6A-93
Main Data and Specification

General Specification
Item Specifications
Engine type, number of cylinders and arrangement Water cooled, four cycle V6
Form of combustion chamber Pent-roof type
Valve mechanism 4-Cams, 4-Valves, DOHC Gear & Belt Drive
Cylinder liner type Casted in cylinder block
Total piston displacement 3494 cc
Cylinder bore x stroke 93.4mm x 85.0mm

(3.6772 in  3.3465 in)
Compression ratio 8.6
Compression pressure at 300rpm 1.37 MPa (14.0 Kg/cm2)
Engine idling speed rpm Non adjustable (750)
Valve clearance Intake: 0.28 mm (0.11 in)

Exhaust: 0.30mm (0.12 in)
Oil capacity 5.3 liters
Ignition timing
Non adjustable (12 BTDC at idle rpm)
Spark plug PK16PR11, RC10PYP4, K16PR-P11
Plug gap 1.0 mm – 1.1 mm (0.0394 in – 0.0433 in)

ENGINE COOLING (6VE1 3.5L) 6B-3
Water Pump
The EC pump is a centrifugal impeller type and is driven
by a timing belt.


030RS001
Thermostat
The thermostat is a wax pellet type with a air hole(1)
and is installed in the thermostat housing.


031RW002
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)


110RS001
Antifreeze Solution
 Calculating mixing ratio






F06RW005

STARTING AND CHARGING SYSTEM (6VE1 3.5L) 6D3-15
Charging System
General Description
The IC integral regulator charging system and its main
components are connected as shown in illustration.
The regulator is a solid state type and it is mounted
along with the brush holder assembly inside the
generator installed on the rear end cover.
The generator does not require particular maintenance
such as voltage adjustment.
The rectifier connected to the stator coil has eigh
t
diodes to transform AC voltage into DC voltage.
This DC voltage is connected to the output terminal o
f
generator.

General On–Vehicle Inspection
The operating condition of charging system is indicated
by the charge warning lamp. The warning lamp comes
on when the starter switch is turned to “ON" position.
The charging system operates normally if the lamp
goes off when the engine starts.
If the warning lamp shows abnormality or i
f
undercharged or overcharged battery condition is
suspected, perform diagnosis by checking the charging
system as follows:
1. Check visually the belt and wiring connector.
2. With the engine stopped, turn the stator switch to
“ON" position and observe the warning lamp.
If lamp does not come on:
Disconnect wiring connector from generator, and
ground the terminal “L" on connector side.
If lamp comes on:
Repair or replace the generator.




F06RW009

6E-2 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Visual/Physical Engine Compartment
Inspection ...................................................... 6E-74
Basic Knowledge of Tools Required............... 6E-71
Serial Data Communications .......................... 6E-71
On-Board Diagnostic (OBD) ........................... 6E-71
Comprehensive Component Monitor
Diagnostic Operation ..................................... 6E-71
The Diagnostic Executive ............................... 6E-72
Verifying Vehicle Repair ................................. 6E-73
Reading Flash Diagnostic Trouble Codes ...... 6E-73
Reading Diagnostic Trouble Codes Using
a Tech 2......................................................... 6E-73
On-Board Diagnosis (Self-Diagnosis)............. 6E-74
Diagnosis with Tech 2 .................................... 6E-75
TYPICAL SCAN DATA & DEFINITIONS
(ENGINE DATA) ............................................... 6E-79
TYPICAL SCAN DATA & DEFINITIONS
(O2 SENSOR DATA)........................................ 6E-81
MISCELLANEOUS TEST .................................. 6E-83
PLOTTING SNAPSHOT GRAPH ...................... 6E-85
Plotting Graph Flow Chart (Plotting graph
after obtaining vehicle information)................ 6E-86
Flow Chart for Snapshot Replay
(Plotting Graph) ............................................. 6E-87
SNAPSHOT DISPLAY WITH TIS2000.............. 6E-88
SERVICE PROGRAMMING SYSTEM (SPS).... 6E-91
HOW TO USE BREAKER BOX ........................ 6E-94
ON-BOARD DIAGNOSTIC (OBD) SYSTEM
CHECK ............................................................. 6E-97
NO CHECK ENGINE LAMP (MIL)..................... 6E-101
CHECK ENGINE LAMP (MIL) "ON" STEADY ... 6E-104
FUEL INJECTOR COIL TEST PROCEDURE
AND FUEL INJECTOR BALANCE
TEST PROCEDURE ......................................... 6E-106
FUEL SYSTEM ELECTRICAL TEST ................ 6E-111
FUEL SYSTEM DIAGNOSIS ............................. 6E-116
A/C SYSTEM CIRCUIT DIAGNOSIS ................ 6E-122
ECM DIAGNOSTIC TROUBLE CODES (DTC) 6E-130
MULTIPLE DTC SETS TROUBLESHOOTING
AIDS ................................................................. 6E-142
DTC P0101 (FLASH CODE 61) MASS
AIR FLOW SENSOR CIRCUIT
RANGE/PERFORMANCE ................................ 6E-146
DTC P0102 (FLASH CODE 61) MASS
AIR FLOW SENSOR CIRCUIT LOW INPUT ... 6E-149
DTC P0103 (FLASH CODE 61) MASS
AIR FLOW SENSOR CIRCUIT HIGH INPUT .. 6E-154
DTC P0112 (FLASH CODE 23) INTAKE AIR
TEMPERATURE (IAT) SENSOR LOW
INPUT ............................................................... 6E-158 DTC P0113 (FLASH CODE 23) INTAKE AIR
TEMPERATURE (IAT) SENSOR HIGH
INPUT ............................................................... 6E-163
DTC P0117 (FLASH CODE 14) ENGINE
COOLANT TEMPERATURER (ECT)
SENSOR LOW INPUT ..................................... 6E-168
DTC P0118 (FLASH CODE 14) ENGINE
COOLANT TEMPERATURER (ECT)
SENSOR HIGH INPUT..................................... 6E-173
DTC P0121 (FLASH CODE 21) THROTTLE
POSITION SENSOR (TPS) CIRCUIT
RANGE/PERFORMANCE ................................ 6E-179
DTC P0122 (FLASH CODE 21) THROTTLE
POSITION SENSOR (TPS) CIRCUIT
LOW INPUT ..................................................... 6E-183
DTC P0123 (FLASH CODE 21) THROTTLE
POSITION SENSOR (TPS) CIRCUIT
HIGH INPUT ..................................................... 6E-188
DTC P0131 (FLASH CODE 15) O2 SENSOR
CIRCUIT LOW VOLTAGE
(BANK 1 SENSOR 1) ....................................... 6E-193
DTC P0151 (FLASH CODE 15) O2 SENSOR
CIRCUIT LOW VOLTAGE
(BANK 2 SENSOR 1) ....................................... 6E-193
DTC P0132 (FLASH CODE 15) O2 SENSOR
CIRCUIT HIGH VOLTAGE
(BANK 1 SENSOR 1) ....................................... 6E-201
DTC P0152 (FLASH CODE 15) O2
SENSOR CIRCUIT HIGH VOLTAGE
(BANK 2 SENSOR 1) ....................................... 6E-201
DTC P0134 (FLASH CODE 15) O2 SENSOR
CIRCUIT NO ACTIVITY DETECTED
(BANK 1 SENSOR 1) ....................................... 6E-207
DTC P0154 (FLASH CODE 15) O2 SENSOR
CIRCUIT NO ACTIVITY
DETECTED (BANK 2 SENSOR 1) ................... 6E-207
DTC P0171 (FLASH CODE 44) O2 SENSOR
SYSTEM TOO LEAN (BANK 1) ....................... 6E-211
DTC P0174 (FLASH CODE 44) O2 SENSOR
SYSTEM TOO LEAN (BANK 2) ....................... 6E-211
DTC P0172 (FLASH CODE 45) O2 SENSOR
SYSTEM TOO RICH (BANK 1) ........................ 6E-216
DTC P0175 (FLASH CODE 45) O2 SENSOR
SYSTEM TOO RICH (BANK 2) ........................ 6E-216
DTC P1171 (FLASH CODE 44) FUEL
SUPPLY SYSTEM LEAN DURING POWER
ENRICHMENT (TYPE A) ................................. 6E-221
DTC P1172 (FLASH CODE 44) FUEL SUPPLY
SYSTEM LEAN DURING POWER
ENRICHMENT (TYPE B) ................................. 6E-221

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-53
Idle Air Control (IAC) Valve








Step
CoilAB CD
Coil A High
(EC M B13)On On
Coil A Low
(EC M B16)On On
Coil B High
(EC M B14)On On
Coil B Low
(EC M B17)On On

(IAC Valve Close Direction)
(IAC Valve Open Direction)



The idle air control valve (IAC) valve is two directional
and gives 2-way control. It has a stepping moto
r
capable of 256 steps, and also has 2 coils. With power
supply to the coils controlled steps by the engine control
module (ECM), the IAC valve's pintle is moved to adjus
t
idle speed, raising it for fast idle when cold or there is
extra load from the air conditioning or power steering.
By moving the pintle in (to decrease air flow) or out (to
increase air flow), a controlled amount of the air can
move around the throttle plate. If the engine speed is
too low, the engine control module (ECM) will retract the
IAC pintle, resulting in more air moving past the throttle
plate to increase the engine speed.
If the engine speed is too high, the engine control
module (ECM) will extend the IAC pintle, allowing less
air to move past the throttle plate, decreasing the
engine speed.

The IAC pintle valve moves in small step called counts.
During idle, the proper position of the IAC pintle is
calculated by the engine control module (ECM) based
on battery voltage, coolant temperature, engine load,
and engine speed.
If the engine speed drops below a specified value, and
the throttle plate is closed, the engine control module
(ECM) senses a near-stall condition. The engine control
module (ECM) will then calculate a new IAC pintle valve
position to prevent stalls. If the IAC valve is disconnected and reconnected with
the engine running, the idle speed will be wrong. In this
case, the IAC must be reset. The IAC resets when the
key is cycled "On" then "Off". When servicing the IAC, i
t
should only be disconnected or connected with the
ignition "Off".
The position of the IAC pintle valve affects engine start-
up and the idle characteristic of the vehicle.
If the IAC pintle is fully open, too much air will be
allowed into the manifold. This results in high idle
speed, along with possible hard starting and lean
air/fuel ratio.

Camshaft Position (CMP) Sensor








12
(1) Camshaft Position (CMP) Sensor
(2) EGR Valve


With the use of sequential multi-point fuel injection, a
hall element type camshaft position (CMP) is adopted to
provide information to be used in making decisions on
injection timing to each cylinder. It is mounted on the
rear of the left-hand cylinder head and sends signals to
the ECM.
One pulse is generated per two rotations of crankshaft.

6E-70 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Fuel Quality
Fuel quality is not a new issue for the automotive
industry, but its potential for turning on the MIL (“Check
Engine" lamp) with OBD systems is new.
Fuel additives such as “dry gas" and “octane
enhancers" may affect the performance of the fuel. The
Reed Vapor Pressure of the fuel can also create
problems in the fuel system, especially during the spring
and fall months when severe ambient temperature
swings occur. A high Reed Vapor Pressure could sho
w
up as a Fuel Trim DTC due to excessive canister
loading. High vapor pressures generated in the fuel
tank can also affect the Evaporative Emission
diagnostic as well.
Using fuel with the wrong octane rating for your vehicle
may cause driveability problems. Many of the majo
r
fuel companies advertise that using “premium" gasoline
will improve the performance of your vehicle. Mos
t
premium fuels use alcohol to increase the octane rating
of the fuel. Although alcohol-enhanced fuels may raise
the octane rating, the fuel's ability to turn into vapor in
cold temperatures deteriorates. This may affect the
starting ability and cold driveability of the engine.
Low fuel levels can lead to fuel starvation, lean engine
operation, and eventually engine misfire.
Non-OEM Parts
All of the OBD diagnostics have been calibrated to run
with OEM parts.
Aftermarket electronics, such as cellular phones,
stereos, and anti-theft devices, may radiate EMI into the
control system if they are improperly installed. This may
cause a false sensor reading and turn on the MIL
(“Check Engine" lamp).
Environment
Temporary environmental conditions, such as localized
flooding, will have an effect on the vehicle ignition
system. If the ignition system is rain-soaked, it can
temporarily cause engine misfire and turn on the MIL
(“Check Engine" lamp).
Vehicle Marshaling
The transportation of new vehicles from the assembly
plant to the dealership can involve as many as 60 key
cycles within 5Km miles of driving. This type o
f
operation contributes to the fuel fouling of the spark
plugs and will turn on the MIL (“Check Engine" lamp).

Poor Vehicle Maintenance
The sensitivity of OBD diagnostics will cause the MIL
(“Check Engine" lamp) to turn on if the vehicle is no
t
maintained properly. Restricted air filters, fuel filters,
and crankcase deposits due to lack of oil changes o
r
improper oil viscosity can trigger actual vehicle faults
that were not previously monitored prior to OBD. Poo
r
vehicle maintenance can not be classified as a
“non-vehicle fault", but with the sensitivity of OBD
diagnostics, vehicle maintenance schedules must be
more closely followed.
Severe Vibration
The Misfire diagnostic measures small changes in the
rotational speed of the crankshaft. Severe driveline
vibrations in the vehicle, such as caused by an
excessive amount of mud on the wheels, can have the
same effect on crankshaft speed as misfire.
Related System Faults
Many of the OBD system diagnostics will not run if the
ECM detects a fault on a related system or component.
One example would be that if the ECM detected a
Misfire fault, the diagnostics on the catalytic converte
r
would be suspended until Misfire fault was repaired. If
the Misfire fault was severe enough, the catalytic
converter could be damaged due to overheating and
would never set a Catalyst DTC until the Misfire faul
t
was repaired and the Catalyst diagnostic was allowed to
run to completion. If this happens, the customer may
have to make two trips to the dealership in order to
repair the vehicle.
Maintenance Schedule
Refer to the Maintenance Schedule.
Visual/Physical Engine Compartment
Inspection
Perform a careful visual and physical engine
compartment inspection when performing any
diagnostic procedure or diagnosing the cause of an
emission test failure. This can often lead to repairing a
problem without further steps. Use the following
guidelines when performing a visual/physical inspection:

Inspect all vacuum hoses for punches, cuts,
disconnects, and correct routing.

Inspect hoses that are difficult to see behind othe
r
components.

Inspect all wires in the engine compartment fo
r
proper connections, burned or chafed spots, pinched
wires, contact with sharp edges or contact with ho
t
exhaust manifolds or pipes.

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-137
Flash
Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up) Recovery Condition Related Failure Parts Related
ECM Pin
No. Related
Multiple
DTC
P0351 A Ignition 1 Control Circuit
A32 - P0352 A Ignition 2 Control Circuit
B7 - P0353 A Ignition 3 Control Circuit
A31 - P0354 A Ignition 4 Control Circuit
B8 - P0355 A Ignition 5 Control Circuit
A30 -
42
P0356 A Ignition 6 Control Circuit 1. No DTC relating to CMP sensor and CKP
sensor.
2. Engine speed is between 250rpm and 850
rpm.
3. 10 ignition signals are not detected
consecutively. Fuel cut is operated more than
2000rpm. 10 ignition signals are detected
consecutively. 1. Ignition coil harness open circuit, short to
ground or short to voltage.
2. Ignition coil malfunction.
3. ECM malfunction.
B9 -

6E-250 3.5L ENGINE DRIVEABILITY AND EMISSIONS

Condition For Setting The DTC and Action Taken When The DTC Sets
Flash
Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)
P0351 A Ignition 1 Control
Circuit
P0352 A Ignition 2 Control
Circuit
P0353 A Ignition 3 Control
Circuit
P0354 A Ignition 4 Control
Circuit
P0355 A Ignition 5 Control
Circuit
42
P0356 A Ignition 6 Control
Circuit 1. No DTC relating to CMP sensor and CKP sensor.
2. Engine speed is between 250rpm and 850 rpm.
3. 10 ignition signals are not detected consecutively. Fuel cut is operated more than
2000rpm.

CIRCUIT DESCRIPTION
The Engine Control Module's (ECM) control circuit 1
provides a zero-volt or a 5-volt output signal to the
ignition coil. The normal voltage on the circuit is zero
volts. When the ignition coil receives the 5-volt signal
from the ECM, it provides a ground path for the B+
supply to the primary side of the number 1 ignition coil.
When the ECM shuts off the 5 volts to the ignition coil,
the ignition coil turns “OFF." This causes the ignition coil
primary magnetic field to collapse, producing a voltage
in the secondary coil which fires the spark plug.
The circuit between the ECM and ignition coil is
monitored for an open circuit, short to voltage, and shor
t
to ground. When the ECM detects a problem on ignition
control circuit, it will set a DTC P0351, P0352, P0353,
P0354, P0355 or P0356.

DIAGNOSTIC AIDS
Check for the following conditions:
 Poor connection at ECM – Inspect the harness
connectors for backed-out terminals, imprope
r
mating, broken locks, improperly formed or damaged
terminals, and poor terminal-to-wire connections.
 Damaged harness –Inspect the wiring harness fo
r
damage. If the harness appears to be OK, observe
the Tech 2 display related to DTC P0351 or P0352,
P0353, P0354, P0355 or P0356 while moving the
connector and wiring related to the ignition system.
A
change in the display will indicate the location of the
fault.
Reviewing the Failure Records vehicle mileage since
the diagnostic test last failed may help determine ho
w
often the condition that caused the DTC to be set
occurs. This may assist in diagnosing the condition.

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-253
Step Action Value (s) Yes No
7

Using the DVM and check the ignition coil signal
circuit for the affected cylinder.
Breaker box is available:
1. Ignition "Off", engine "Off".
2. Install the breaker box as type A (ECM
disconnected).
Refer to 6E-95 page.
3. Disconnect the ignition coil connector for the
affected cylinder.
4. Check the circuit for open or short to ground circuit.
Was the problem found?
A32
Breaker Box No.1 Cylinder


E-53





B7
Breaker Box No.2 Cylinder


E-54





A31
Breaker Box No.3 Cylinder


E-55





B8
Breaker Box No.4 Cylinder


E-56





A30
Breaker Box No.5 Cylinder


E-57

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-297
Condition For Setting The DTC and Action Taken When The DTC Sets
Flash
Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)
P1508 B Idle Air Control System
Low/Closed 1. No DTC relating to MAF sensor, IAT sensor, ECT sensor,
TPS, CMP sensor, CKP sensor, VSS and system voltage.
2. Engine speed is between 675rpm and 6000rpm.
3. Engine coolant temperature is more than 75
C.
4. Intake air temperature is between -10
C and 80
C.
5. Vehicle is stopping.
6. Small amount of intake air through the idle air control
valve. (Idle air control valve is sticking at close position.)
Above conditions are met for 2 seconds. 22
P1509 B Idle Air Control System
High/Open 1. No DTC relating to MAF sensor, IAT sensor, ECT sensor,
TPS, CMP sensor, CKP sensor, VSS and system voltage.
2. Engine speed is between 675rpm and 6000rpm.
3. Engine coolant temperature more than 75
C.
4. Intake air temperature is between -10
C and 80
C.
5. Vehicle is stopping.
6. Large amount of intake air through the idle air control
valve. (Idle air control valve is sticking at open position.)
Above conditions are met for 2 seconds. Fuel cut is operated at high idle
speed.

CIRCUIT DESCRIPTION
The engine control module (ECM) controls engine idle
speed by adjusting the position of the idle air control
(IAC) motor pintle. The IAC is a bi-directional steppe
r
motor driven by two coils. The ECM applies current to
the IAC coils in steps (counts) to extend the IAC pintle
into a passage in the throttle body to decrease air flow.
The ECM reverses the current to retract the pintle,
increasing air flow. This method allows highly accurate
control of idle speed and quick response to changes in
engine load. If the ECM detects a condition where too
low of an idle speed is present and the ECM is unable
to adjust idle speed by increasing the IAC counts, DTC
P1508 or P1509 will set, indicating a problem with the
idle control system.

DIAGNOSTIC AIDS
Check for the following conditions:
 Poor connection at ECM or IAC motor –Inspec
t
harness connectors for backed-out terminals,
improper mating, broken locks, improperly formed o
r
damaged terminals, and poor terminal-to-wire
connection.
 Damaged harness – Inspect the wiring for damage.
 Restricted air intake system – Check for a possible
collapsed air intake duct, restricted air filter element,
or foreign objects blocking the air intake system.