Timing ISUZU TF SERIES 2004 Manual Online

6E-54 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Crankshaft Position (CKP) Sensor





The crankshaft position (CKP) sensor, which sends a
signal necessary for deciding on injection timing to the
ECM, is mounted on the right-hand side of the cylinde
r
block.
The crankshaft has a 58 teeth press-fit timing disc, from
which the CKP sensor reads the position of the
crankshaft at all the times. It converts this to an
electrical signal, which it sends to the ECM.
Of the 58 teeth, 57 have a base with of 3°, and are
evenly spaced, but tooth No. 58 is 15° wide at its based
to serve as a timing mark, allowing the sensor to repor
t
the standard crankshaft position.
Using the 58 X signals per rotation and the timing-mark
signal sent by the CKP sensor, the ECM is able to
accurately calculate engine speed and crank position.
Also, the position of each cylinder is precisely known by
the ECM from signals sent by the camshaft position
(CMP) sensor, so the sequential multi-point fuel
injection can be controlled with accuracy.

The 58 X signals are converted by the ECM into a
retangle wave signal. This converted signal is sent from
the ECM terminal B12 to the tachometer and transfe
r
case control module (TCCM) terminal 15 (if 4WD
model).
Engine Coolant Temperature (ECT) Sensor




















The ECT sensor is a thermistor. A temperature
changes the resistance value. And it changes voltage.
In other words it measures a temperature value. It is
installed on the coolant stream. Low coolan
t
temperature produces a high resistance.
The ECM supplies 5 volts signal to the ECT senso
r
through resisters in the ECM and measures the voltage.
The signal voltage will be high when the engine
temperature is cold, and it will be low when the engine
temperature is hot.

Characteris tic of ECT Sens or
10 100 1000 10000 100000-3010 50 90130Temperature (

)
Resistance (Ω)

6E-58 3.5L ENGINE DRIVEABILITY AND EMISSIONS
GENERAL DESCRIPTION FOR
ELECTRONIC IGNITION SYSTEM IGNITION
COILS & CONTROL
A separate coil-at-plug module is located at each spark
plug.
The coil-at-plug module is attached to the engine with
two screws. It is installed directly to the spark plug by an
electrical contact inside a rubber boot.
A three way connector provides 12 volts primary supply
from the ignition coil fuse, a ground switching trigge
r
line from the ECM, and ground.
The ignition control spark timing is the ECM's method o
f
controlling the spark advance and the ignition dwell.
The ignition control spark advance and the ignition dwell
are calculated by the ECM using the following inputs.

Engine speed

Crankshaft position (CKP) sensor

Camshaft position (CMP) sensor

Engine coolant temperature (ECT) sensor

Throttle position sensor

Park or neutral position switch

Vehicle speed sensor

ECM and ignition system supply voltage

Based on these sensor signal and engine load
information, the ECM sends 5V to each ignition coil
requiring ignition. This signal sets in the powe
r
transistor of the ignition coil to establish a grounding
circuit for the primary coil, applying battery voltage to
the primary coil.
At the ignition timing, the ECM stops sending the 5V
signal voltage. Under this condition the power transistor
of the ignition coil is set off to cut the battery voltage to
the primary coil, thereby causing a magnetic field
generated in the primary coil to collapse.
On this moment a line of magnetic force flows to the
secondary coil, and when this magnetic line crosses the
coil, high voltage induced by the secondary ignition
circuit to flow through the spark plug to the ground.

Ignition Control ECM Output
The ECM provides a zero volt (actually about 100 mV to
200 mV) or a 5-volt output signal to the ignition control
(IC) module. Each spark plug has its own primary and
secondary coil module ("coil-at-plug") located at the
spark plug itself. When the ignition coil receives the
5-volt signal from the ECM, it provides a ground path fo
r
the B+ supply to the primary side of the coil-at -plug
module. This energizes the primary coil and creates a
magnetic field in the coil-at-plug module. When the
ECM shuts off the 5-volt signal to the ignition control
module, the ground path for the primary coil is broken.
The magnetic field collapses and induces a high voltage
secondary impulse which fires the spark plug and
ignites the air/fuel mixture.
The circuit between the ECM and the ignition coil is
monitored for open circuits, shorts to voltage, and
shorts to ground. If the ECM detects one of these
events, it will set one of the following DTCs:

P0351: Ignition coil Fault on Cylinder #1

P0352: Ignition coil Fault on Cylinder #2

P0353: Ignition coil Fault on Cylinder #3

P0354: Ignition coil Fault on Cylinder #4

P0355: Ignition coil Fault on Cylinder #5

P0356: Ignition coil Fault on Cylinder #6

Spark Plug
Although worn or dirty spark plugs may give satisfactory
operation at idling speed, they frequency fail at highe
r
engine speeds. Faulty spark plugs may cause poor fuel
economy, power loss, loss of speed, hard starting and
generally poor engine performance. Follow the
scheduled maintenance service recommendations to
ensure satisfactory spark plug performance. Refer to
Maintenance and Lubrication.
Normal spark plug operation will result in brown to
grayish-tan deposits appearing on the insulator portion
of the spark plug. A small amount of red-brown, yellow,
and white powdery material may also be present on the
insulator tip around the center electrode. These
deposits are normal combustion by-products of fuels
and lubricating oils with additives. Some electrode wea
r
will also occur. Engines which are not running properly
are often referred to as “misfiring." This means the
ignition spark is not igniting the air/fuel mixture at the
proper time.
Spark plugs may also misfire due to fouling, excessive
gap, or a cracked or broken insulator. If misfiring
occurs before the recommended replacement interval,
locate and correct the cause.

6E-60 3.5L ENGINE DRIVEABILITY AND EMISSIONS



TS2394
A broken or cracked lower insulator tip (around the
center electrode) may result from “heat shock" (spark
plug suddenly operating too hot).



TS23993

"Heat shock" breakage in the lower insulator tip
generally occurs during several engine operating
conditions (high speeds or heavy loading) and may
be caused by over-advanced timing or low grade
fuels. Heat shock refers to a rapid increase in the
tip temperature that causes the insulator material
to crack.
If there is any doubt about the serviceability of a spark
plug, replace it. Spark plugs with cracked or broken
insulators should always be replaced.

6E-340 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Step Action Value (s) Yes No
22
Check the ECM grounds to verify that they are clean
and tight. Refer to the ECM wiring diagrams.
Was a problem found?
- Verify repair Go to Step 23
23
1. Check for faulty engine mounts.
2. If a problem is found, repair as necessary.
Was a problem found?
- Verify repair Go to Step 24
24
Check for the following engine mechanical problems
(refer to Engine Mechanical section):

Low compression.

Leaking cylinder head gaskets.

Worn camshaft.

Sticking or leaking valves. -Valve timing.

Broken valve springs.

Camshaft drive belt slipped or stripped.
Was a problem found?
- Verify repair Go to Step 25
25
1. Review all diagnostic procedures within this table.
2. If all procedures have been completed and no
malfunctions have been found, review/inspect the
following:

Visual/physical inspection.

Tech 2 data.

All electrical connections within a suspected circuit
and/or system.
Was a problem found?
- Verify repair Go to Step 26
26
Is the ECM programmed with the latest software
release?
If not, download the latest software to the ECM using
the "SPS (Service Programming System)".
Was the problem solved?
- Verify repair Go to Step 27
27
Replace the ECM.
Is the action complete?
IMPORTANT: The replacement ECM must be
programmed. Refer to section of the Service
Programming System (SPS) in this manual. Following
ECM programming, the immobilizer system (if
equipped) must be linked to the ECM. Refer to section
11 “Immobilizer System-ECM replacement” for the
ECM/Immobilizer linking procedure.
- Verify repair -

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-351
Step Action Value (s) Yes No
17
Check for the following engine mechanical problems
(refer to Engine Mechanical Section):

Low compression. -Leaking cylinder head gaskets.

Worn camshaft. -Sticking or leaking valves.

Valve timing. -Broken valve springs.

Camshaft drive belt slipped or stripped.
Was a problem found?
- Verify repair Go to Step 18
18
1. Check for faulty engine mounts.
2. If a problem is found, repair as necessary.
Was a problem found?
- Verify repair Go to Step 19
19
1. Review all diagnostic procedures within this table.
2. If all procedures have been completed and no
malfunctions have been found, review/inspect the
following:

Visual/physical inspection.

Tech 2 data.

All electrical connections within a suspected circuit
and/or system.
Was a problem found?
- Verify repair Go to Step 20
20
Is the ECM programmed with the latest software
release?
If not, download the latest software to the ECM using
the "SPS (Service Programming System)".
Was the problem solved?
- Verify repair Go to Step 21
21
Replace the ECM.
Is the action complete?
IMPORTANT: The replacement ECM must be
programmed. Refer to section of the Service
Programming System (SPS) in this manual. Following
ECM programming, the immobilizer system (if
equipped) must be linked to the ECM. Refer to section
11 “Immobilizer System-ECM replacement” for the
ECM/Immobilizer linking procedure.
- Verify repair -

6E-354 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Step Action Value (s) Yes No
15
Check items that can cause the engine to run lean. Refer to
DTC P0171 "O2 Sensor System Too Lean (Bank 1)" or DTC
P0174 "O2 Sensor System Tool Lean (Bank 2)".
Was a problem found?
- Verify repair Go to Step 16
16
Check for proper ignition voltage output with the spark tester.
Was a problem found?
- Verify repair Go to Step 17
17
Check the ignition coils for cracks or carbon tracking. If a
problem is found, repair as necessary.
Was a problem found?
- Verify repair Go to Step 18
18
1. Remove the spark plugs and check for gas or oil fouling
cracks, wear, improper gap, burned electrodes, heavy
deposits, or improper heat range.
2. If spark plugs are fouled, the cause of fouling must be
determined before replacing the spark plugs.
Was a problem found?
- Verify repair Go to Step 19
19
Visually/physically check the vacuum hose for splits, kinks and
proper connections and routing.
Was a problem found?
- Verify repair Go to Step 20
20
Check the exhaust system for a possible restriction:

Damaged or collapsed pipes.

Internal muffler failure.
Was a problem found?
- Verify repair Go to Step 21
21
Check the torque converter clutch (TCC) for proper operation
(if A/T model). If a problem is found, repair as necessary.
Was a problem found?
- Verify repair Go to Step 22
22
Check for the following engine mechanical problems (refer to
Engine Mechanical Section):

Low compression.

Leaking cylinder head gaskets.

Worn camshaft.

Sticking or leaking valves.

Valve timing.

Broken valve springs.

Camshaft drive belt slipped or stripped.
Was a problem found?
- Verify repair Go to Step 23
23
1. Review all diagnostic procedures within this table.
2. If all procedures have been completed and no malfunctions
have been found, review/inspect the following:

Visual/physical inspection.

Tech 2 data.

All electrical connections within a suspected circuit and/or
system.
Was a problem found?
- Verify repair Go to Step 24

6E-360 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Step Action Value (s) Yes No
11
1. Using a Tech 2, display the ECT sensor and IAT
sensor value.
2. Check the specified value or wire.
Was the problem found?
- Verify repair Go to Step 12
12
1. Remove the spark plugs and check for gas or oil
fouling cracks, wear, improper gap, burned
electrodes, heavy deposits, or improper heat
range.
2. If spark plugs are fouled, the cause of fouling must
be determined before replacing the spark plugs.
Was a problem found?
- Verify repair Go to Step 13
13
Check for proper calibration of the speedometer.
Does the speed indicated on the speed meter closely
match the vehicle speed displayed on the Tech 2?
- Go to Step 15 Go to Step 14
14
Diagnose and repair the inaccurate speedometer
condition as necessary. Refer to Vehicle Speed
Sensor in Electrical Diagnosis.
- Verify repair -
15
Check for proper calibration of the fuel gauge.
Was a problem found?
- Verify repair Go to Step 16
16
Check for the following engine mechanical problems
(refer to Engine Mechanical):

Low compression.

Worn camshaft.

Sticking or leaking valves.

Valve timing.
Was a problem found?
- Verify repair Go to Step 17
17
1. Review all diagnostic procedures within this table.
2. If all procedures have been completed and no
malfunctions have been found, review/inspect the
following:

Visual/physical inspection.

Tech 2 data.

All electrical connections within a suspected circuit
and/or system.
Was a problem found?
- Verify repair Go to Step 18
18
Is the ECM programmed with the latest software
release?
If not, download the latest software to the ECM using
the "SPS (Service Programming System)".
Was the problem solved?
- Verify repair Go to Step 19

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-363
Step Action Value (s) Yes No
14
Check the EVAP purge solenoid valve operation.
Is the valve operated normally?
- Verify repair &
Go to Step 17 Verify repair &
Go to Step 15
15
Check the exhaust system for a possible restriction:

Damaged or collapsed pipes.

Internal catalytic converter failure.
Was a problem found?
- Verify repair &
Go to Step 17 Go to Step 16
16
1. Remove excessive carbon buildup with a top
engine cleaner. Refer to the instructions on the top
engine cleaner can.
2. Perform the exhaust emission test.
Does the vehicle pass the test?
- System OK Go to Step 18
17
Perform the exhaust emission test.
Does the vehicle pass the test?
- System OK Go to Step 18
18
Check the fuel control Heated Oxygen Sensor
(HO2S). When monitored on the Tech 2, the HO2S
should respond quickly to different throttle positions. If
it doesn't check for silicon or other contaminates from
fuel or use of improper sealant. The sensors may have
a white powdery coating. Silicon contamination sends
a rich exhaust signal which causes the ECM to
command and excessively lean air/fuel mixture.
Was a problem found?
- Verify repair Go to Step 19
19
Monitor "B1S1 (Bank 1 Sensor 1) Status" and "B2S1
(Bank 2 Sensor 1) Status" on the Tech 2.
Is the "B1S1 (Bank 1 Sensor 1) Status" or "B2S1
(Bank 2 Sensor 1) Status" in the rich condition?
- Go to Step 20 Go to Step 21
20
Check items that can cause the engine to run rich.
Refer to DTC P0172 "O2 Sensor System Too Rich
(Bank 1)" or DTC P0175 "O2 Sensor System Too Rich
(Bank 2)".
Was a problem found?
- Verify repair Go to Step 22
21
Check items that can cause the engine to run lean.
Refer to DTC P0171 "O2 Sensor System Too Lean
(Bank 1)" or DTC P0174 "O2 Sensor System Tool
Lean (Bank 2)".
Was a problem found?
- Verify repair Go to Step 22
22
Check for the following engine mechanical problems
(refer to Engine Mechanical):

Low compression.

Leaking cylinder head gaskets.

Worn camshaft. -Sticking or leaking valves.

Valve timing. -Broken valve springs.
Was a problem found?
- Verify repair Go to Step 23

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-367
Step Action Value (s) Yes No
10
Check for the following engine mechanical problems
(refer to Engine Mechanical):

Low compression.

Leaking cylinder head gaskets.

Worn camshaft.

Sticking or leaking valves.

Valve timing.

Broken valve springs.

Camshaft drive belt slipped or stripped.
Was a problem found?
- Verify repair Go to Step 11
11
Check the intake and exhaust manifold for casting
flash. Refer to Engine Mechanical.
Was a problem found?
- Verify repair Go to Step 12
12
1. Review all diagnostic procedures within this table.
2. If all procedures have been completed and no
malfunctions have been found, review/inspect the
following:

Visual/physical inspection.

Tech 2 data.

All electrical connections within a suspected circuit
and/or system.
Was a problem found?
- Verify repair Go to Step 13
13
Is the ECM programmed with the latest software
release?
If not, download the latest software to the ECM using
the "SPS (Service Programming System)".
Was the problem solved?
- Verify repair Go to Step 14
14
Replace the ECM.
Is the action complete?
IMPORTANT: The replacement ECM must be
programmed. Refer to section of the Service
Programming System (SPS) in this manual. Following
ECM programming, the Immobilizer system (if
equipped) must be linked to the ECM. Refer to section
11 “Immobilizer System-ECM replacement” for the
ECM/Immobilizer linking procedure.
- Verify repair -

ENGINE LUBRICATION (6VE1 3.5L) 6G-3
Oil Pump
Oil Pump and Associated Parts



051RW005
Legend (8) Relief Valve
(1) Crankshaft Timing Pulley (9) Oil Pump Cover
(2) Crankcase with Oil Pan (10) Driven Gear
(3) Oil Pipe (11) Drive Gear
(4) Oil Strainer (12) Oil Seal
(5) Oil Pump Assembly (13) O-ring
(6) Plug (14) Oil Pump Body