1998 ISUZU TROOPER 6b engine cooling

6E±324
ENGINE DRIVEABILITY AND EMISSIONS
5. Secure the gasket and the throttle body with the four
bolts.

The vacuum lines must be properly routed under
the throttle body before tightening the mounting
bolts.
Tighten

Tighten the throttle body mounting bolts to 24 N´m
(17 lb ft.).
035RW024
6. Install the coolant lines.
7. Connect all the vacuum lines.
8. Install the intake air duct.
9. Tighten the intake air duct clamp.
10. Connect all the electrical connectors:

Throttle position (TP) sensor.

Idle air control (IAC) solenoid.

Intake air temperature (IAT) sensor. Refer to
Intake Air Temperature Sensor.
035RW023
11. Install the accelerator cable assembly. Refer to
Accelerator Cable in Engine Speed Control System..
12. Fill the cooling system. Refer to
Cooling System.
13. Install the negative battery cable.
Electronic Ignition System
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the electrical connector at the ignition coil.
3. Remove the two screws that secure the ignition coil to
the rocker cover.
014RW108
4. Remove the ignition coil and the spark plug boot from
the spark plug.

Twist the ignition coil while pulling it straight up.
014RW091
5. Use the spark plug socket in order to remove the
spark plug from the engine.

6E±338
ENGINE DRIVEABILITY AND EMISSIONS
RPM. A failure in the MAF sensor or circuit will set DTC
P0101, DTC P0102, or DTC P0103.
0007
Manifold Absolute Pressure (MAP) Sensor
The manifold absolute pressure (MAP) sensor responds
to changes in intake manifold pressure (vacuum). The
MAP sensor signal voltage to the PCM varies from below
2 volts at idle (high vacuum) to above 4 volts with the
ignition ON, engine not running or at wide-open throttle
(low vacuum).
The MAP sensor is used to determine the following:

Manifold pressure changes while the linear EGR flow
test diagnostic is being run. Refer to
DTC P0401.

Engine vacuum level for other diagnostics.

Barometric pressure (BARO).
If the PCM detects a voltage that is lower than the
possible range of the MAP sensor, DTC P0107 will be set.
A signal voltage higher than the possible range of the
sensor will set DTC P0108. An intermittent low or high
voltage will set DTC P1107 or DTC P1106, respectively.
The PCM can detect a shifted MAP sensor. The PCM
compares the MAP sensor signal to a calculated MAP
based on throttle position and various engine load factors.
If the PCM detects a MAP signal that varies excessively
above or below the calculated value, DTC P0106 will set.
055RW004
Powertrain Control Module (PCM)
The powertrain control module (PCM) is located in the
passenger compartment below the center console. The
PCM controls the following:

Fuel metering system.

Transmission shifting (automatic transmission only).

Ignition timing.

On-board diagnostics for powertrain functions.
The PCM constantly observes the information from
various sensors. The PCM controls the systems that
affect vehicle performance. The PCM performs the
diagnostic function of the system. It can recognize
operational problems, alert the driver through the MIL
(Service Engine Soon lamp), and store diagnostic trouble
codes (DTCs). DTCs identify the problem areas to aid the
technician in making repairs.
This engine uses 2 different control modules:

IPCM-6KT for automatic transmission-equipped
vehicles.

ISFI-6 for manual transmission-equipped vehicles.
PCM Function
The PCM supplies either 5 or 12 volts to power various
sensors or switches. The power is supplied through
resistances in the PCM which are so high in value that a
test light will not light when connected to the circuit. In
some cases, even an ordinary shop voltmeter will not give
an accurate reading because its resistance is too low.
Therefore, a digital voltmeter with at least 10 megohms
input impedance is required to ensure accurate voltage
readings. Tool J 39200 meets this requirement. The PCM
controls output circuits such as the injectors, IAC, cooling
fan relays, etc., by controlling the ground or the power
feed circuit through transistors of following device.

Output Driver Module (ODM)

6E±348
ENGINE DRIVEABILITY AND EMISSIONS
oil to enter the cylinder, particularly if the deposits are
heavier on the side of the spark plug facing the intake
valve.
TS23995
Excessive gap means that the air space between the
center and the side electrodes at the bottom of the spark
plug is too wide for consistent firing. This may be due to
improper gap adjustment or to excessive wear of the
electrode during use. A check of the gap size and
comparison to the gap specified for the vehicle in
Maintenance and Lubrication will tell if the gap is too wide.
A spark plug gap that is too small may cause an unstable
idle condition. Excessive gap wear can be an indication
of continuous operation at high speeds or with engine
loads, causing the spark to run too hot. Another possible
cause is an excessively lean fuel mixture.
TS23992
Low or high spark plug installation torque or improper
seating can result in the spark plug running too hot and
can cause excessive center electrode wear. The plug
and the cylinder head seats must be in good contact for
proper heat transfer and spark plug cooling. Dirty or
damaged threads in the head or on the spark plug cankeep it from seating even though the proper torque is
applied. Once spark plugs are properly seated, tighten
them to the torque shown in the Specifications Table. Low
torque may result in poor contact of the seats due to a
loose spark plug. Overtightening may cause the spark
plug shell to be stretched and will result in poor contact
between the seats. In extreme cases, exhaust blow-by
and damage beyond simple gap wear may occur.
Cracked or broken insulators may be the result of
improper installation, damage during spark plug
re-gapping, or heat shock to the insulator material. Upper
insulators can be broken when a poorly fitting tool is used
during installation or removal, when the spark plug is hit
from the outside, or is dropped on a hard surface. Cracks
in the upper insulator may be inside the shell and not
visible. Also, the breakage may not cause problems until
oil or moisture penetrates the crack later.
TS23994
A broken or cracked lower insulator tip (around the center
electrode) may result from damage during re-gapping or
from ªheat shockº (spark plug suddenly operating too
hot).
TS23993

00 Ð 2 SERVICE INFORMATION
TROUBLESHOOTING
CONTENTS
PAGE
Hard Starting ................................................................................................................... 00- 3
Starter Motor Inoperative ........................................................................................... 00- 3
Starter Motor Operates but Engine does not turn over ........................................... 00- 3
Engine turns over but does not start ......................................................................... 00- 4
Quick-on Start System (QOS III) ................................................................................. 00- 5
Unstable Idling ................................................................................................................. 00- 5
Insufficient Power ............................................................................................................ 00- 7
Excessive Fuel Consumption .......................................................................................... 00- 9
Excessive Oil Consumption ............................................................................................. 00- 9
Overheating ...................................................................................................................... 00-10
White Exhaust Smoke ..................................................................................................... 00-10
Dark Exhaust Smoke ........................................................................................................ 00-11
Oil Pressure Does Not Rise .............................................................................................. 00-11
Abnormal Engine Noise ................................................................................................... 00-12
Engine Knocking .......................................................................................................... 00-12
Gas Leakage noise ....................................................................................................... 00-12
Continuous noise ......................................................................................................... 00-12
Slapping noise .............................................................................................................. 00-13
Engine Cooling Trouble ................................................................................................... 00-14
Engine Electrical ............................................................................................................... 00-15
Starter does not run .................................................................................................... 00-15
Faulty Meshing or Pinion and Ring Gear ................................................................... 00-16
Magnetic Switch does not operate though starter switch is turned to ÒStart (ST)Ó ...00-17
Pinion Meshes with ring gear but engine does not run ........................................... 00-18
Starter does not stop though starter switch is returned to ÒONÓ .......................... 00-19

00 Ð 12 SERVICE INFORMATION
10. ABNORMAL ENGINE NOISE
Checkpoint Possible cause Correction
Fuel Fuel unsuitable Replace the fuel
1. ENGINE KNOCKING
2. GAS LEAKAGE NOISE
Exhaust pipes Loosely connected exhaust pipes. Broken
exhaust pipesTighten the exhaust pipe
connections
Replace the exhaust pipes Check to see that the engine has been thoroughly warmed up before begining the troubleshooting
procedure.
Fuel injection timing Fuel injection timing improperly adjusted Adjust the fuel injection timing
Injection nozzle Improper injection nozzle starting pressure
and spray conditionAdjust or replace the injection
nozzle
Compression
pressureBlown out head gasket
Broken piston ringReplace the head gasket or the
piston ring
Injection nozzles
and/or glow plugsLoose injection nozzles and/or glow plugs Replace the washers
Tighten the injection nozzles and/or
the glow plugs
Exhaust manifold Loosely connected exhaust manifold and/or
glow plugsTighten the exhaust manifold
connections
Cylinder head gasket Damaged cylinder head gasket Replace the cylinder head gasket
3. CONTINUOUS NOISE
Fan belt Loose fan belt Readjust the fan belt tension
Cooling fan Loose coling fan Retighten the cooling fan
Water pump bearing Worn or damaged water pump bearing Replace the water pump bearing
Alternator or vacuum
pumpDefective alternator or vacuum pump Repair or replace the alternator or
the vacuum pump
Valve clearance Clearance improperly adjust Adjust the valve clearance

00 Ð 14 SERVICE INFORMATION
Condition Possible cause Correction
Engine overheating Low coolant level Replenish
Thermo unit faulty
Faulty thermostat
Faulty coolant unit
Clogged radiator
Faulty radiator cap
Low engine oil level or use of improper
engine oil
Damaged cylinder head gasket
Clogged exhaust system
Loose fan belt
Excessive fuel injected
Improper injection timing
Injection timing improper
Faulty thermostat
Faulty thermostatReplace
Replace
Repair or replace
Clean or replace
Replace
Replenish or change oil
Replenish
Replace
Clean exhaust system or replace
faulty parts
Adjust
Adjust
Adjust
Replace
Replace
Thermo unit faultyReplace Engine overcooling
Too long engine
warm-up time
Adjust
ENGINE COOLING TROUBLE

00 Ð 20 SERVICE INFORMATION
MAIN DATA AND SPECIFICATIONS
GENERAL SPECIFICATIONS
Engine type
Camshaft type
Cylinder line-type
Number of cylinders
Bore x stroke
Total piston displacement
Compression ratio
Engine weight (dry)
Engine idling speed (Reference)
Compression pressure
Firing order
Injection timing
VALVE SYSTEM
Intake valves
Exhaust valve
Valve clearance at
Oil filter
Oil capacity (Original factory fill or rebuilt engine)
Oil capacity (Service change)
with filter change
without filter change
Oil cooler
Inter cooler
Turbocharger
Control method
Lubrication method
Cooling method
(mm)
(cc)
(to 1)
N (kg/lb)
RPM
open at:
close at:
open at:
close at:
cold
intake:
exhaust:mm (in)Diesel, four cycle water cooled inline
Overhead valve
Dry type
4
95.4 x 107
3,059
20.0
2353 (240/529)(4JG2-NA)
2597 (265/584)(4JG2-T)
750 (4JG2-NA)
720 (4JG2-T)
2940 (30/426)-200
1–3–4–2
1¡A.T.D.C (4JG2-NA)
T.D.C. (4JG2-T)
B.T.D.C. 24¡
A.B.D.C. 55¡
B.B.D.C. 54¡
A.T.D.C. 26¡
0.40 (0.016)
0.40 (0.016)
Full flow and bypass combined type
7.1 liters (6.3 US quarts)
6.0 liters (6.3 US quarts)
5.0 liters (5.3 US quarts)
Water cooled type
Air cooled type
Wastegate control
Pressurized control
Coolant cooled kpa (kg/cm /psi)-rpm
2

SERVICE INFORMATION 00 Ð 21
Engine Cooling
Starting System
Cooling system
Radiator
Heat radiation capacity
Heat radiation area
Front area
Dry weight
Radiator cap
Valve opening pressure
Coolant capacityCoolant forced circulation
(2 tube in row) Tube type corrugated
318 x 10 (76000)
15.63 (1.454)
0.309 (2.029)
83 (8.5/18.7 )
88.2~117.6 (0.899~1.199/12.78~17.05)
2.8 (2.46/2.96) J/h (kcal/h)
m
2 (ft2 )
m
2 (ft2 )
N(Kg/lb)
kPa(Kg/cm
2psi)
lit (Imp.qt./US qt.)
Coolant pump
Pulley ratioCentrifugal impeller type
1.2
Coolant total capacity
lit (Imp.qt./US qt.)8.6 (7.57/9.09)
6
Rating
Voltage
Output
Time
Number of tooth of pinion
Rotating direction (as viewed from pinion)
Weight (approx.)
No-load characteristics
Voltage/current
Speed
Load characteristics
Voltage/current
Torque
Speed
Locking characteristics
Voltage/current
Torque
Model HITACHI S14-03
V
kw
sec12
30
9
Clockwise
N (kg/lb)
59 (6.0/13.2)
V/A
rpm11/160 or less
3900 or more
V/A
N•m (kg•m/lb•ft)
rpm10.85/300
7.4 (0.75/5.4) or more
2000 or more
V/A
N•m (kg•m/lb•ft)3/1300 or less
26 (2.7/20) or more
11.5/120 or less
4000 or more
7.5/500
13 (1.3/9) or less
1400 or more
2/850 or less
16 (1.6/12) or more2.2 2.8DENSO ADR4G1