ESP ISUZU TROOPER 1998 Service Manual PDF

6E±350
ENGINE DRIVEABILITY AND EMISSIONS
to the intake manifold through an orifice with a PCM
controlled pintle. During operation, the PCM controls
pintle position by monitoring the pintle position feedback
signal. The feedback signal can be monitored with Tech 2
as ªActual EGR Pos.º ªActual EGR Pos.º should always
be near the commanded EGR position (ºDesired EGR
Pos.º). If a problem with the EGR system will not allow the
PCM to control the pintle position properly, DTC P1406
will set. The PCM also tests for EGR flow. If incorrect flow
is detected, DTC P0401 will set. If DTCs P0401 and/or
P1406 are set, refer to the DTC charts.
The linear EGR valve is usually activated under the
following conditions:

Warm engine operation.

Above-idle speed.
Too much EGR flow at idle, cruise or cold operation may
cause any of the following conditions to occur:

Engine stalls after a cold start.

Engine stalls at idle after deceleration.

Vehicle surges during cruise.

Rough idle.
Too little or no EGR flow may allow combustion
temperatures to get too high. This could cause:

Spark knock (detonation).

Engine overheating.

Emission test failure.

DTC P0401 (EGR flow test).

Poor fuel economy.
0017
EGR Pintle Position Sensor
The PCM monitors the EGR valve pintle position input to
endure that the valve responds properly to commands
from the PCM and to detect a fault if the pintle position
sensor and control circuits are open or shorted. If the
PCM detects a pintle position signal voltage outside the
normal range of the pintle position sensor, or a signal
voltage that is not within a tolerance considered
acceptable for proper EGR system operation, the PCM
will set DTC P1406.
General Description (Positive
Crankcase Ventilation (PCV) System)
Crankcase Ventilation System Purpose
The crankcase ventilation system is use to consume
crankcase vapors in the combustion process instead of
venting them to the atmosphere. Fresh air from the
throttle body is supplied to the crankcase and mixed with
blow-by gases. This mixture is then passed through the
positive crankcase ventilation (PCV) valve into the
common chamber.
Crankcase Ventilation System Operation
The primary control is through the positive crankcase
ventilation (PCV) valve. The PCV valve meters the flow at
a rate that depends on the intake vacuum. The PCV valve
restricts the flow when the inlet vacuum is highest. In
addition, the PCV valve can seal the common chamber
off in case of sudden high pressure in the crankcase.
028RV002
While the engine is running, exhaust fuses and small
amounts of the fuel/air mixture escape past the piston

SERVICE INFORMATION 00 Ð 35
Adjust the No. 1 or the No. 4 cylinder valve clearances while
their respective cylinders are at TDC on the compression
stroke.
0.4 (0.016)
mm(in) Valve Clearance (At Cold)
4. Loosen each valve clearance adjusting screw as shown
in the ilustration.
5. Insert a feeler gauge of the appropriate thickness be-
tween the rocker arm and the valve stem end.
6. Turn the valve clearance adjusting screw until a slight
drag can be felt on the feeler gauge.
7. Tighten the lock nut securely.
8. Rotate the crankshaft 360°.
9. Realign the crankshaft damper pulley TDC notched line
with the timing pointer.
10. Adjust the clearances for the remaining valves as shown
in the illustration.
INJECTION TIMING ADJUSTMENT
1. Set the No. 1 cylinder to Top Dead Center.
2. Remove injector pump distributor head plug.
3. Cancel Wax CSD with the handle of a screw driver.
4. Fit a dial gauge and set lift to 1 mm.
5. Set crankshaft damper pulley Top Dead Center mark
about 45° before Top Dead Center from the pointer.
6. Set dial gauge in the ÒOÓ position.
Measuring device : 5-8840-0145-0
7. Turn the crankshaft a little rightwise and leftwise and
see it the pointer is stable in the ÒOÓ position.
8. Turn the crankshaft in the normal direction and read the
measuring deviceÕs indication at TDC (4JG2-T) or 1°
ATDC (4JG2-NA).
9. If the injection timing is outside the specified range,
continue with the following steps.
10. Loosen the injection pump fixing nuts and bracket bolts.
11. Adjust the injection pump setting angle.
¥ If injection timing will be advanced, move the injec-
tion pump toward the engine.
¥ If injection timing will be retarded, move the injec-
tion pump away from the engine.
Tighten the pump fixing nut, adjust bolt and pump distribu-
tor head plug to the specified torque.
19(1.9/13)
N·m(Kg·m/lb·ft) Pump Fixing Bolt
0.5 (0.02)
mm(in) Starting Timing

ENGINE MECHANICAL 6A Ð 3
INSPECTION AND REPAIR
Make the necessary adjustments, repairs, and part re-
placements if excessive wear or damage is discovered
during inspection.
·Cylinder head gasket and mating surfaces for leaks,
corrosion and blow-by. If the gasket has failed,
determine the cause;
Ð Improper installation
Loose or warped cylinder head
Ð Insufficient torque on head bolts
Ð Warped case surface
1. Cylinder head bolts for damaged threads or stretch-
ing and damaged heads caused by improper use of
tools.
CAUTION:
Suspected bolts must be replaced.
2. Cylinder head for cracks, especially between valve
seats and in the exhaust ports.
3. Cylinder head deck for corrosion, sand particles in
head and porosity.
CAUTION:
Do not attempt to weld the cylinder head. Replace it.
4. Cylinder head deck, intake and exhaust manifold
mating surfaces for flatness.
These surfaces may be re-conditioned by milling. If
the surfaces are Òout of flatÓ by more than specifica-
tion, the surface should be grinded to within specifi-
cations. If more than limit of specification, it should
be replaced.
5. Water jacket sealing plugs seating surfaces.
6. Use a straight edge and a feeler gauge to measure
the manifold cylinder head fifting face warpage.
Regrind the exhaust manifold cylinder head fifting
surfaces if the measured values are between the
specified limit and the standard.
If the measured values exceed the specified limit, the
manifold must be replaced.
Cylinder Head
Lower Face
Warpagemm (in)
0.05 (0.0020)
or less0.20 (0.0079)
Cylinder Head
Height92 (3.6220)
–
Standard Limit
Standard Limit
mm(in)
0.05 (0.0020) or less 0.20 (0.0079) Exhaust Manifold Warpage

6A2 Ð 2 4JG2-NA/4JG2-TURBO ENGINE
RECARD Comet V Type swirl combustion chamber which
provides superior driving performance, fuel economy and
silent combustion over a wide range of driving
conditions, is applied.
The cylinder head gasket is of laminated steel sheets.
Three grades of the gasket according to the measured
piston head projection from the cylinder block are
provided to give the engine a minimum compression
ration fluctuation.
The cylinder head fixing blots, flywheel bolts and con-
necting rod fixing bolts are tightened by the angular
Tightening Method.
The chrome plated steel dry type (Chromard) cylinder
liners provide the highest durability.
Auto-thermatic pistons having steel struts with 0.7 mm
offset from the piston pin center line, ate applied to
reduce thermal expansion and resulting engine noise
when the engine is cold.
The crankshaft bearings and connecting rod bearings are
of aluminum having a high bearing surface.
These bearing are especially sensitive to foreign material
such as metal scraps. So, it is very important that the oil
ports and other related surfaces are kept clean and free of
foreign material.
Crank shaft bearing selection for optimum bearing and
journal clearance is applied to reduce vibration and noise.
As tufftriding (Nitrizing treatment) is applied to increase
crankshaft strength, crankpins and journals should not be
reground.
An oiling jet device for piston cooling is provided in the
lubricating oil circuit from cylinder block oil gallery via a
check valve.
Take care not to damage any oiling jet when removing
and installing piston and connecting assembly.
The DFI (Double Formation Injection) Pintaux Type
injection nozzle having a sub-injection hole is applied.
This nozzle contributes to substantially minimize the
diesel knocking sound noticeable in the cold engine idling
operation.
Install the injection nozzle, directing the sub-injection hole
to the specified direction.
QOS III preheating system which features a quick-on glow
plug with thermometer control of the glowing time and
the afterglow time function, is applied.

6A2 Ð 40 4JG2-NA/4JG2-TURBO ENGINE
REMOVAL
1. Engine Assembly
·Refer to ÒEngine AssemblyÓ removal in this
section.
2. Crankshaft Damper Pulley
3. Timing Gear Case Cover
4. Oil Level Gauge and Guide Tube
5. Idler Gear
ÒBÓ and Shaft
6. Idler Gear
7. Injection Pump
8. Camshaft Timing Gear
9. Crankcase
10. Gear Case
11. Flywheel
12. Rear Plate
13. Connecting Rod Caps
14. Crankshaft Main Bearing Caps
15. Crankshaft and Main Bearings
INSTALLATION
15. Crankshaft and Main Bearings
·Install main bearings in the cylinder body and
main bearing cap respectively.
·Apply new engine oil to upper and lower main
bearings.
·Make sure that main bearing are in correct
position.
·Install crankshaft with care.
·Apply engine oil to the thrust washer.
·Install thrust washer on No. 3 journal.
Oil grooves in thrust washer must face the
crankshaft.
14. Crankshaft Main Bearing Caps
·Apply engine oil to the thread and seating surface
of each bearing cap fixing bolt.
·Install bearing caps in the order of numbers,
starting with cylinder body front side.
·Tighten main bearing fixing bolts to the specified
torque.

CHARGING SYSTEM 6D3 Ð 7
17. Brush Holder Assembly
¥ Remove the serrated bolts and melt away solder on
IC regulator.
¥ Do not remove the serrated bolts unless the
replacement of brush or condenser.
To install, follow the removal steps in the reverse
order.
INSPECTION AND REPAIR
Repair or replace necessary parts if extreme wear or
damage is found during inspection.
ROTOR ASSEMBLY
1. Check the rotor slip ring surfaces for contamination and
roughness. If rough, polish with #500-600 sandpaper.
2. Measure the slip ring diameter, and replace if it exceeds
the limit.
3. Check for continuity between slip reings, and replace if
there is no continuity.
4. Check for continuity between slip ring and rotor core or
slip ring and rotor shaft.
In case of continuity, replace the rotor assembly.
STATOR COIL
1. Check for continuity between respective phases.
In case of no continuity, replace the stator.
2. Check for continuity across one of the stator coils and
stator core. If a continuity exists, replace the coil.
34.6(1.36) 33.6(1.32)mm (in)
Standard Limit

ENGINE EXHAUST 6F Ð 3
ON-VEHICLE SERVICE
Rattles and noise vibrations in the exhaust system
are usually caused by misalignment of parts. When
aligning the system, leave all bolts or nuts loose
until all parts are properly aligned; then tighten,
working from front to rear.
1. Check connections for looseness or damage,
especially for exhaust gas leakage.2. Check clamps and rubbers for weakness, cracks
or damage.
3. If any part of the converter heat shield is
damaged or dented to the extent that it contacts
the catalyst, repair or replace.
4. Check for dents or damage and for any holes or
cracks caused by corrosion.
REMOVAL
Preparation:
¥ Disconnect battery negative cable.
¥ Raise the vehicle and support with suitable safety
stands.
1. Front exhaust pipe mounting bracket fixing
bolt
150RV009
FRONT EXHAUST PIPE
4JG2-NA
4JG2-T3
31
4
42

6A – 2 ENGINE MECHANICAL
GENERAL DESCRIPTION
Cylinder Head Gasket
The cylinder head gasket is laminated steel sheets.
Three grades of the gasket according to the measured
piston head projection from the cylinder block are
provided to give the engine a minimum compression
ratio fluctuation.
Tightening Method for
Special Bolt
The cylinder head fixing bolts, flywheel bolts and
connecting rod cap fixing bolts are tightened by the
angular Tightening Method.
Piston
Auto-thermatic pistons having steel struts with a 0.4
mm offset from the piston pin center line, are applied to
reduce thermal expansion and resulting engine noise
when the engine is cold.
Bearings
The crankshaft bearings and connecting rod bearings
are of aluminum having a high bearing surface.
These bearings are especially sensitive to foreign
material such as metal scraps. So, it is very important
that the oil ports and other related surfaces are kept
clean and free of foreign material.
Crankshaft bearings are selected for optimum bearing
and journal clearance which reduces vebration and
noise.
For General Export
For Europe
F06R200004

6A – 42 ENGINE MECHANICAL
2. Cylinder head for cracks, especially between valve
seats and in the exhaust ports.
3. Cylinder head deck for corrosion, sand particles in
head and porosity.
CAUTION: Do not attempt to weld the cylinder
head. Replace it.
4. Cylinder head lower surface for flatness.
Use a straight edge and a feeler gauge to measure
the cylinder head lower surface warpage.
If the measured values exceed the specified limit,
the cylinder head must be replaced.
Cylinder Head Lower Face Warpage:
Standard: 0.075 mm (0.0029 in) or less
Limit: 0.2 mm (0.0079 in)
Cylinder Head Height:
Standard: 95 mm (3.740 in)
5. Water jacket sealing plugs seating surfaces.
6. Use a straight edge and a feeler gauge to measure
the manifold cylinder head fitting face warpage.
If the measured values exceed the specified limit,
the manifold must be replaced.
Exhaust Manifold Warpage:
Standard: 0.05 mm (0.0020 in) or less
Limit: 0.20 mm (0.0079 in)
CAUTION: Do not attempt to weld the cylinder
head. Replace it.
REASSEMBLY
1. Cylinder Head
•Refer to “Cylinder Head Gasket”.
2. Glow Plug and Glow Plug Connector
•Tighten glow plugs.
Torque: 15 N·m (1.5 kg·m/11 lb ft)
011RW006
012RW053

6E±26
4JX1±TC ENGINE DRIVEABILITY AND EMISSIONS
Output Components:
Output components are diagnosed for proper response to
control module commands. Components where
functional monitoring is not feasible will be monitored for
circuit continuity and out-of-range values if applicable.
Output components to be monitored include, but are not
limited to, the following circuit:

EGR VSV

EGR EVRV

Electronic Transmission controls

Injector

Intake throttle

Glow plug

MIL control
Refer to ECM and Sensors in General Descriptions.
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 (160
F)
and rise at least 22
C
(40
F) over the course of a trip.
Freeze Frame
Freeze Frame is an element of the Diagnostic
Management System which stores various vehicle
information at the moment an emissions-related fault is
stored in memory and when the MIL is commanded on.
These data can help to identify the cause of a fault. Refer
to
Storing And Erasing Freeze Fame Data for more
detailed information.
Failure Records
Failure Records data is an enhancement of the OBD
Freeze Frame feature. Failure Records store the same
vehicle information as does Freeze Frame, but it will store
that information for any fault which is stored in on-board
memory, while Freeze Frame stores information only for
emission-related faults that command the MIL on.
Common OBD Terms
Diagnostic
When used as a noun, the word diagnostic refers to any
on-board test run by the vehicle's Diagnostic
Management System. A diagnostic is simply a test run on
a system or component to determine if the system or
component is operating according to specification. There
are many diagnostics, shown in the following list:

EGR

engine speed

vehicle speed

ECT
MAP

VSV

IAT

ITP

AP

FT (Fuel Temp)

RP (Rail Pressure)

OT (Oil Temp)

EGR EVRV

Idle SW

Brake SW
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 (ªCheck Engineº lamp) on and
off

DTC logging and clearing

Freeze Frame data for the first emission related DTC
recorded

Current status information on each diagnostic
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 not 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 Malfunction
Indicator Lamp (MIL) (ªCheck Engineº lamp) is
illuminated.
Malfunction Indicator Lamp (MIL)
The Malfunction Indicator Lamp (MIL) looks the same as
the MIL you are already familiar with ªCheck Engineº
lamp.
Basically, the MIL is turned on when the ECM detects a
DTC that will impact the vehicle emissions.

When the MIL remains ªONº 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.
DTC Types
Characteristic of Code