torque ISUZU TROOPER 1995 Owner's Guide

ENGINE HOOD LOCK
5
2
4
SHEET METAL 2C-5
Removal steps
1. Hood lock control lever
2. Inner liner
3. Control cable
4. Radiator
grill
5. Engine hood lock assembly
Installation steps
To install, follow the removal
steps in reverse order.
Fig. 2C-5
1••1 REMOVAL (Fig. 2C-5)
1. Hood lock control lever
2. Inner liner
3. Control cable
• Remove the cable fixing clips from the body
panel.
4. Radiator grille
• Refer to "Radiator grille removal" in this
section.
Fig.
2C-6
5. Engine hood lock assembly
• Apply setting marks to the hood lock assembly
and body prior to removal.
EJ INSTALLATION
To install, follow the removal steps in reverse order
noting the
following points:
1. Reroute the control cable to its original position,
and check and see if the
lock assembly and
control lever work normally.
2. Tighten the hood lock assembly fixing bolts to the
specified torque.
Tightening torque
N·m(lb·in) I 10 (87)

2C-8 SHEET METAL
1••1 REMOVAL (Fig. 2C-5)
Preparation: • Open the hood.
• Support the hood.
1. Cowl cover
• Refer to "Cowl cover removal" in this section.
2. Front combination lamp assembly
• Disconnect fixing screw and connector.
3. Front mud flap
•
Disconnect three fixing screws and four clips.
4. Inner liner
5. Front fender panel (fig. 2C-1 0)
• Disconnect ten fixing bolts and two nuts.
Fig.
2C-10
1••1 INSTALLATION
To install, follow the removal steps in reverse order
noting the
following points:
1. Tighten the front fender panel fixing bolts to the
specified torque. (Fig.
2C-1 0)
Tightening torque
N-m (lb·in)
9 (78)
* 7 (61)
•

Fig. 2C-16
Fig. 2C-17
Fig. 2C-18
4. Remove the mounting bolts (No. 1 -3) on
either side.
• No. 3 (LWB only)
Remove the rear door sill plate and center
pillar lower trim cover, turn over the floor
carpet and hold the bolt in check not to
turn.
• No.4 (SWB)
Remove the
luggage side trim cover, turn
over the floor carpet and hold the bolt in
check
not to turn.
SHEET METAL 2C-11
• No. 4 (LWB) and No. 5-6
5. Remove the frame side mounting and
washer.
6. Gently lower the jack supporting the rear
axle until the cab side mounting, can be
removed.
1. Remove the cab side mounting.
• Be sure to use a splice bar around the mounting
to be removed.
• As for No. 5 and 6, remove the frame side
bracket fixing
bolts after lowering the frame
gently. (Fig. 2C-19)
Fig. 2C-19
1••1 INSTALLATION
To install, follow the removal steps in reverse order,
noting the
following points:
1. Tighten each mounting bolt to the specified
torque.
Tightening torque
N·m(lb·ft) I 56 (41)

3-2 DIAGNOSIS
GENERAL DIAGNOSIS
Condition Possible Cause Correction
Vehicle
Pulls 1. Mismatched or uneven tires. Replace tire.
2. Tires not adequately inflated. Adjust tire pressure.
3. Broken or sagging springs. Replace spring.
4. Radial tire lateral force. Replace tire.
5. Improper wheel alignment. Adjust wheel alignment.
6. Brake dragging in one wheel. Repair brake.
7. Loose, bent or broken front or rear suspension Tighten or replace the
parts. appropriate suspension
part(s).
8. Faulty shock absorbers. Replace shock absorber.
Abnormal or Excessive 1. Sagging or broken spring. Replace spring.
Tire Wear
2. Tire out of balance. Balance or replace tire.
3. Improper wheel alignment. Check front end alignment.
4. Faulty shock absorber. Replace shock absorber.
5. Hard driving. Replace tire.
6. Overloaded vehicle. Replace tire
and reduce
load.
7. Tires not rotated periodically. Replace or rotate
tire.
8. Worn or loose road wheel bearings. Replace wheel bearing.
9. Wobbly wheel or tires. Replace wheel or tire.
10. Tires not adequately inflated. Adjust the pressure.
Wheel Tramp or Hop 1. Blister or bump on tire. Replace tire.
2. Improper shock absorber operation. Replace shock absorber.
Shimmy,
Shake or 1. Tire or wheel out of balance. Balance
wheels or replace
Vibration tire/or wheel.
2. Loose wheel bearings. Replace wheel bearing.
3. Worn steering linkage ball joints. Replace ball joints.
4. Worn upper or lower end ball joints. Replace ball joints.
5. Excessive wheel runout. Repair or replace
wheel
and/or tire.
6. Blister or bump on tire. Replace tire.
7. Excessive loaded radial runout of tire/wheel Replace tire or wheel.
assembly.
8. Improper wheel alignment. Check
wheel alignment.
9. Loose or worn steering linkage. Tighten or replace steering
linkage.
10. Loose steering gear. Tighten
housing bolts.
11. Tires not adequately inflated. Adjust tire pressure.
12. Loose, bent or broken front or rear Tighten or replace the
suspension parts. appropriate suspension
parts.
13. Faulty shock absorber. Replace shock absorber.
14. Hub bearing preload misadjustment. Adjust preload.
Hard Steering 1. Bind in steering linkage ball studs, upper or Replace ball joint.
lower end ball joint.
2. Improper wheel alignment. Check wheel alignment.
3. Steering gear misadjustment. Check and adjust pinion
torque.
4. Tire not adequately inflated. Inflate tires to proper
pressure.
5. Bind in steering column or shaft. Repair or replace.
6. Improper power steering
system operation. Repair or replace.
Refer to "Power steering
system diagnosis"
'· •

DIAGNOSIS 3-9
TIRE DIAGNOSIS
• Hard cornering • Incorrect wheel alignment • Heavy acceleration
from a
stop • Under inflation
• Tire unevenly worn
• Lack of rotation • Over inflation
Fig. 3-1
IRREGULAR AND PREMATURE WEAR
(Fig. 3-1)
Irregular and/or premature wear has many causes.
Some of them are incorrect inflation pressures, lack of
tire rotation, poor driving habits or improper wheel
alignment. Incorrect inflation
is common cause of tire
premature wear.
NOTE:
Due to their design, radial tires tend to wear faster in
the
shoulder area, particularly on the front tires. This
makes
regular rotation especially necessary. After
rotation,
be 'Sure to check wheel nut torque, and set tire
pressures.
TIRE ROTATION (Fig. 3-2)
Tire rotation is recommended to equalize wear for
longer tire life.
Acceptable rotation patterns
Fig. 3-2
Spare tire
If the following conditions are noted, rotate the tires:
• Front tire wear is different from rear.
• Uneven wear exists across the tread of any tire.
• Left and right front tire wear is unequal.
•
Left and right rear tire wear is unequal.
Check wheel alignment if the following conditions are
noted:
• Left and right front tire wear is unequal.
•
Wear is uneven across the tread of any front tire.
• Front tire treads have a scuffed appearance with
"feather" edges on one side of the tread ribs or
blocks.
TREAD WEAR INDICATORS (Fig. 3-3)
The original equipment tires have built-in tread wear
indicators to show when tires need replacement.
These indicators may appear as wide bands. When the
indicators appear in
two or more grooves at three
locations, tire replacement is recommended.
Fig. 3-3
Tread wear
indicators

FRONT END ALIGNMENT 3A-1
SECTION3A
FRONT END ALIGNMENT
CAUTION:
When fasteners are removed, always reinstall them at the same location from which they were removed. If
a fastener needs to be replaced, use the correct part number fastener for that application. If the correct part
number fastener is not available, a fastener of equal size and strength (or stronger) may be used. Fasteners
that are not reused, and those requiring thread locking compound will be called out. The correcttorque value
must be used when installing fasteners that require it. If the above conditions are not followed, parts or
system damage could result.
CONTENTS
General Description ................................ 3A-1
Camber Adjustment ............................. 3A-4
Definition of Terms .............................. 3A·2 Toe-in Adjustment ............................... 3A-5
On-Vehicle Service ................................. 3A-3 Maximum Steering Angle Adjustment ....... 3A-5
Inspection ......................................... 3A-3 Main Data and Specifications ..................... 3A-6
Trim Height Adjustment ........................ 3A-3 General Specifications .......................... 3A-6
Caster
Adjustment ............................... 3A-3 Torque Specifications ........................... 3A-6
GENERAL DESCRIPTION
"Front End Alignment" refers to the angular
relationship between the front wheels, the front
suspension attaching parts and the ground.
Proper front end alignment must be maintained in
order to insure efficient steering, good directional
stability and to prevent abnormal tire wear.
The
most important factors of front end alignment are
wheel toe-in, wheel camber and axle caster.

3A-4 FRONT END ALIGNMENT
• Tighten the fulcrum pin bolt to the specified torque.
1~1 Torque N·m (lb·ft) 152 (112)
Fig. 3A-6
0 t Front
0
Fig. 3A-8
Fig. 3A-9
\fl CAUTION:
t Front
'(/ Left and right side to be equal within 30'
NOTE:
Fig. 3A-7
CAMBER ADJUSTMENT
Overall thickness of caster shim and camber shim shall
be 10.8 mm (0.425 in) or less.
The camber angle can be adjusted by means of the
camber shims
installed in position between the chassis
frame and
fulcrum pins (Fig. 3A-8 and 9).
• Tighten the fulcrum pin bolt to the specified torque.
~~~ Torque N·m (lb·ft) 152 (112)
WHEEL ALIGNMENT SPECIFICATION
Camber angle o· ± 30'
King pin inclination 12° 30' ± 30'
Position of shims
Front side Rear
side Camber angle Caster angle
1---When
added When
removed Decreases Decreases
When removed When
added
Increases Increases Caster shim
When removed Unchanged Decreases
When added Unchanged
Increases
When added Decreases
Unchanged
Camber shim
When removed
Increases Unchanged

TOE-IN ADJUSTMENT
1. To adjust the toe-in angle, loosen the lock nuts on
the outer track rods and turn the outer track rods.
Turn both rods the same amount, to keep the
steering
wheel centered (Fig. 3A-1 0).
WHEEL ALIGNMENT SPECIFICATIONS
Toe-in mm (in) I 0 ± 2 (0 ± 0.08)
2. Tighten the lock nut to the specified torque.
~~~ Torque N·m (lb·ft) 118 (87)
Outer track rod
Lock nut
Fig. 3A-10
MAXIMUM STEERING ANGLE
ADJUSTMENT
The maximum steering angle of the front wheels can
be adjusted
with the stopper bolts under the frame side
members (Fig. 3A-11 ).
1. Position each front wheel on the turning radius
gauge in a straight-ahead position.
2. Set the parking brake firmly.
3. Adjust the inside wheel angle of each side with the
stopper
bolts.
NOTE: • The maximum protruding length (L) of
stopper bolt from the lock nut should be
10 mm or less (Fig. 3A-12)
4. Similarly adjust the inside wheel angle of the other
side
with stopper bolt.
WHEEL ALIGNMENT SPECIFICATION
Inside wheel
34° ~~:
Outside wheel 32°
NOTE:
Maximum steering angles should be set after adjusting
front wheel alignment.
FRONT END ALIGNMENT 3A-5
5. If the stopper between the lower link end and the
knuckle comes ahead of the stopper bolt (Fig. 3A-
13), adjust the stopper
bolt so that inner stopper
bolt touches the drop arm (relay lever).
6. Tighten the lock nut to the specified torque.
~~~ Torque N·m (lb·ft) 23 (17)
Fig. 3A-11
L
Stopper bolt Lock nut
Fig. 3A-12
Stopper
Fig. 3A-13

3A-6 FRONT END ALIGNMENT
MAIN DATE AND SPECIFICATION
GENERAL SPECIFICATION
Caster
Camber
King pin inclination
Toe-in
Max. steering
angle
TORQUE SPECIFICATION
mm (in)
(inside)
(outside)
2° 10' ± 45'(LWB) 2° ± 45' (SWB)
oo ± 30'
12° 30' ± 30'
0 ± 2 (0 ± 0.08)
34° ~~:
32°
1152 (112)~ ~1
,I~
Fig. 3A-14
N·m (lb·ft)

POWER STEERING GEAR AND PUMP 381 -1
SECTION 381
POWER STEERING GEAR AND PUMP
w CAUTION:
When fasteners are removed, always reinstall them at the same location from which they were removed.
If a fastener needs to be replaced, use the correct part number fastener for that application. If the correct
part
number fastener is not available, a fastener of equal size and strength (or stronger) may be used.
Fasteners
that are not reused, and those requiring thread locking compound, will be called out. The correct
torque value must be used when installing fasteners that require it. If the above conditions are not
followed, parts or system damage could result.
CONTENTS
General Description ............................ 3B1- 1
Steering Wheel Free Play Adjustment .... 3B1-5
Power Steering
Gear........................ 3B1-1
Steering Gear ................................ 3B1-6
Hydraulic Pump .............................. 3B1- 1
Power Steering Pump ...................... 3B1-8
Pressure Switch
............................. 3B1-1
Unit Repair ...................................... 3B1- 9
Power Steering System Test
................. 3B1-3
Steering Gear ................................ 3B1-9
On-Vehicle Service ............................. 3B1- 4
Power Steering Pump ...................... 3B1-14
Maintenance
................................. 3B1- 4
Main Data and Specifications ................ 3B1-17
Fluid Level .................................... 3B1- 4 General Specifications ...................... 3B1-17
Bleeding The Power Steering System .... 3B1-4
Torque Specifications ....................... 3B1-17
Bleeding Procedure ......................... 3B1-4 Special Tools.................................... 3B1-18
Flushing The Power Steering System .... 3B1-4
GENERAL DESCRIPTION
The hydraulic power steering system consists of a
pump, an oil reservoir, a steering gear, a pressure
hose and a return hose.
POWER STEERING GEAR
The power steering gear has a recirculating ball
system which acts as a rolling thread between the
worm shaft and the rack piston. When the worm shaft
is
turned right, the rack piston moves up in gear.
Turning the worm shaft left moves the rack piston
down in gear. The rack piston teeth mesh with the
sector, which is part ofthe sector shaft.
Turning the worm shaft turns the sector shaft, which
turns the wheels through the steering linkage.
The control valve in the steering gear directs the
power steering fluid to either side of the rack piston.
The rack
piston converts the hydraulic pressure into
a mechanical force. If the steering system becomes
damaged and loses hydraulic pressure, the vehicle
can be controlled manually (Fig. 381-1).
HYDRAULIC PUMP
The hydraulic pump is vane-type design. The
submerged pump has housing and internal parts that
are inside the reservoir and operate submerged in oil.
There are two bore openings at the rear of the pump
housing. The larger opening contains the cam ring,
pressure
plate, thrust plate, rotor and vane assembly,
and end plate. The smaller opening contains the
pressure
line union, flow control valve and spring
(Fig. 381-2).
PRESSURE SWITCH
When hydraulic pressure reaches 3920 ± 690 kPa
(570 ± 100 psi), the pressure switch closes causing
Engine
Control Module (ECM) to actuate the idle air
control valve to prevent the overload-induced engine
speed down. The switch opens
when hydraulic
pressure drops to 2970 ± 560 kPa (430 ± 80 psi).