1998 ISUZU TROOPER IAT SENSOR

ABBREVIATIONS CHARTS
LIST OF AUTOMOTIVE ABBREVIATIONS WHICH MAY BE USED IN THIS MANUAL
A Ð Ampere(s)
ABS Ð Antilock Brake System
A/C Ð Air Conditioning
ACCEL Ð Accelerator
ACC Ð Accessary
Adj Ð Adjust
A/F Ð Air Fuel Ratio
AIR Ð Air Injection Reaction System
ALDL Ð Assembly Line Diagnostic Link
Alt Ð Altitude
AMP Ð Ampere(s)
ANT Ð Antenna
APS Ð Absolute Pressure Sensor
ASM Ð Assembly
A/T Ð Automatic Transmission/Transaxle
ATDC Ð After Top Dead Center
Auth Ð Authority
Auto Ð Automatic
BARO Ð Barometic
Bat Ð Battery
Bat+ Ð Battery Positive Terminal
Bbl Ð Barrel
BCM Ð Body Control Module
BHP Ð Brake Horsepower
BP Ð Back Pressure
BTDC Ð Before Top Dead Center
¡C ÐDegrees Celsius
Cat. Conv. Ð Catalytic Converter
cc Ð Cubic Centimeter
CCC Ð Computer Command Control
CCOT Ð Cycling Clutch Orifice Tube
CCP Ð Controlled Canister Purge
CID Ð Cubic Inch Displacement
CL Ð Closed Loop
CLCC Ð Closed Loop Carburetor Control
CO Ð Carbon Monoxide
Coax Ð Coaxial
Conn Ð Connector
Conv Ð Converter
CP Ð Canister Purge
CPS Ð Central Power Supply
Crank Ð Crankshaft
CTS Ð Coolant Temperature Sensor
Cu.In. Ð Cubic Inch
CV Ð Constant Velocity
Cyl Ð Cylinder(s)
C
3I Ð Computer Controlled Coil Ignition
DBM Ð Dual Bed Monolith
Diff Ð Differential
DIS Ð Direct Ignition System
Dist ÐDistributor
DOHC Ð Double Overhead Camshaft
DVM Ð Digital Voltmeter (10 meg.)
DVOM Ð Digital Volt Ohmmeter
DVDV Ð Differential Vacuum Delay Valve
EAC ÐElectric Air Control
EAS Ð Electric Air Switching
EBCM Ð Electronic Brake Control Module
ECC Ð Electronic Climate Control
ECM Ð Electronic Control Module
ECU Ð Electronic Control Unit
Ð Engine Calibration Unit (PROM)
EECS Ð Evaporative Emission Control System
EFE Ð Early Fuel Evaporation
EFI Ð Electronic Fuel Injection
EGR Ð Exhaust Gas Recirculation
EGR/TVS Ð Exhaust Gas Recirculation/Thermostatic
Vacuum Switch
ELC Ð Electronic Level Control
ESC Ð Electronic Spark Control
EST Ð Electronic Spark Control
ETR Ð Electronically Tuned Receiver
EVRV Ð Electronic Vacuum Regulator Valve (EGR)
Exh Ð Exhaust
¡F Ð Degrees Fahrenheit
FF Ð Front Drive Front Engine
FL Ð Fusible Link
FLW Ð Fusible Link Wire
FRT ÐFront
FWD Ð Front Wheel Drive
4WD Ð Four Wheel Drive
4x4 Ð Four Wheel Drive
4 A/T Ð Four Speed Automatic Transmission/Transaxle
Gal Ð Gallon
Gen Ð Generator
Gov Ð Governor
g Ð Gram
Harn Ð Harness
HC Ð Hydrocarbons
HD ÐHeavy Duty
HEI Ð High Energy Ignition
Hg Ð Mercury
HiAlt Ð High Altitude
HVAC Ð Heater-Vent-Air Conditioning
IAC Ð Idle Air Control
IC Ð Integrated Circuit
ID Ð Identification
Ð Inside Diameter
IDI Ð Integrated Direct Ignition
IGN Ð Ignition
ILC Ð Idle Load Compensator
INJ ÐInjection
IP Ð Instrument Panel
IPC Ð Instrument Panel Cluster
INT Ð Intake
J/B Ð Junction Block
km Ð Kilometers
km/h Ð Kilometer per Hour
kPa Ð KiloPascals
KV Ð Kilovolts (thousands of volts)
KW Ð Kilowatts
0AÐ12 GENERAL INFORMATION

0BÐ2 MAINTENANCE AND LUBRICATION
MAINTENANCE SCHEDULE
GASOLINE ENGINE MODELI: Inspect and correct or replace as necessary A: Adjust
R: Replace or change T: Tighten to specified torque L: Lubricate
SERVICE INTERVAL: x 1,000 km
(Use odometer reading x 1,000 miles
or months whichever comes first) or months5
3
610
6
1215
9
1820
12
2425
15
3030
18
3635
21
4240
24
4845
27
5450
30
6055
33
6660
36
7265
39
7870
42
8475
45
9080
48
9685
51
10290
54
10895
57
114100
60
120
GASOLINE ENGINE
* Engine oil
* Engine oil filter
Oil leakage and contamination
* Timing belt
Spark plugs (For leaded fuel use)
Spark plugs (For unleaded fuel use)
Exhaust system
Radiator coolant concentration
Cooling system for water leakage
All hoses and pipes in engine compartment
for clog or damage
Fuel filter
Fuel leakage
Fuel tank
* Air cleaner element
Pre air cleaner
Engine drive belt
Valve clearance
O
2 Sensor (For leaded fuel use)
O
2 Sensor (For unleaded fuel use)-
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(Replace every 165,000 km or 100,000 miles)
(Replace every 165,000 km or 100,000 miles)
(Check and adjust if necessary every 100,000 km or 60,000 miles)
(Replace every 150,000 km or 90,000 miles)
CLUTCH
Clutch fluid
Clutch pedal travel and free play
TRANSMISSION OR TRANSMISSION WITH
TRANSFER CASE
* Manual transmission with transfer case oil
* Automatic transmission fluid leakage
*
(1)Automatic transmission fluid
* Transfer case oil
PROPELLER SHAFT
Loose connections
*
Universal joints and splines for wear
Universal joints and sliding sleeve (front and rear)
FRONT AND REAR AXLE
* Differential gear oil (Front and rear)
Shift on the fly system gear oil
Front axle shaft rubber boot for damage
Axle case for distortion or damage
Axle shafts for distortion or damage-
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ATATAT
STEERING
* Power steering fluid
Oil leakage
* Steering system for looseness or damage
Power steering hose
Steering wheel play
Steering function
Right and left turning radius
Wheel alignment
Joint ball for oil leakage or damage
Joint ball rubber boot for damage
SERVICE BRAKES
Brake fluid
Brake system for fluid leakage
Brake function
* Disc brake pads and discs wear
Brake pedal travel and free play
Pipes and hoses for loose connections or damage
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(1): Adjust or change automatic transmission fluid.
*Marks: Under severe driving conditions, additional maintenance is required.
Refer to “Maintenance schedule under severe driving conditions”.

RESULT SYMPTOM TROUBLE CAUSE CORRECTION
SERVICE INFORMATION 00 Ð 25
Reduced or no air flow through
the condenser
No bubbles in sight glass when
condenser is cooled by water
(Insufficient cooling)
After stopping air conditioning,
pressure drops approx. 196 kPa
(28 PSI) quickly
Insufficient cooling and excessive
bubbles in the sight glass
Low pressure gauge indicates
vacuum
Frost or dew on refrigerant line
before and after receiver/ drier or
expansion valve, and low pres-
sure gauge indicates vacuum
After turning off air conditioning,
high and low pressure gauge
balanced quickly
Low pressure gauge is lowered
after condenser is cooled by
water
Low pressure hose temperature
around the compressor refriger-
ant line connector is lower than
around evaporator
After turning off air conditioning,
high and low pressure gauge is
balanced quickly
Air conditioning turns off before
passenger compartment is suffi-
ciently cool·Condenser clogged or dirty
·Radiator (condenser) fan
does not operate properly
·Excessive refrigerant in
system
·Air in system
·Insufficient refrigerant in
system
·Clogged or defective expan-
sion valve
·Restriction caused by debris
or moisture in receiver/drier
·Compressor seal defective
·Poor compression due to
defective compressor gasket
·Excessive refrigerant in
system
·Unsatisfactory valve opera-
tion due to defective temper-
ature sensor of expansion
valve
·Expansion valve opens too
long
·Compressor gasket is defec-
tive
·Electronic thermostat defec-
tive·Clean
·Check cooling fan
operation
·Check sight glass.
(See ÒReading Sight
GlassÓ)
·Discharge and
recover refrigerant.
Recharge to speci-
fied amount
·Evacuate and
charge refrigerant
system
·Check sight glass.
(See ÒReading Sight
GlassÓ)
·Check for leaks
·Discharge and
recover refrigerant.
Recharge to speci-
fied amount
·Replace the expan-
sion valve
·Check system for
restriction and
replace
receiver/drier
·Replace or repair
compressor
·Discharge and
recover refrigerant
Recharge to speci-
fied amount
·Replace the expan-
sion valve
·Replace
·Check the electronic
thermostat and
replace as neces-
saryDischarge
(High) pres-
sure gauge
abnormally
high
Discharge
(High) pres-
sure gauge
abnormally
low
Suction
(Low) pres-
sure gauge
abnormally
high
* For the charging and discharging operations in the table above, refer to ÒRECOVERY, RECYCLING,
EVACUATION AND CHARGINGÓ in this section.

RESULT SYMPTOM TROUBLE CAUSE CORRECTION
Suction
(Low) pres-
sure abnor-
mally low
Suction
(Low) and
Discharge
(High) pres-
sure abnor-
mally high
Suction
(Low) and
Discharge
(High) pres-
sure abnor-
mally low
00 Ð 26 SERVICE INFORMATION
·Check sight
glass.(See ÒReading
Sight GlassÓ)
·Check for leaks
·Discharge and
recover refrigerant.
Recharge to speci-
fied amount
·Replace the expan-
sion valve
·Replace the receiv-
er/drier
·Replace the expan-
sion valve
·Check electronic
thermostat and
replace as necessary
·Replace refrigerant
line
·Check sight
glass.(See ÒReading
Sight GlassÓ)
·Discharge and
recover refrigerant.
Recharge to speci-
fied amount
·Clean
·Check cooling fan
operation
·Evacuate and charge
refrigerant
·Check sight glass.
(See ÒReading Sight
GlassÓ)
·Check for leaks
·Discharge and
recover refrigerant.
Recharge to speci-
fied amount·Insufficient refrigerant
·Expansion valve clogged
·Receiver/drier clogged
·The temperature sensor of
the expansion valve is defec-
tive, and the valve cannot
regulate the correct flow of
the refrigerant
·Frozen evaporator core fins
·Clogged or blocked refriger-
ant line
·Excessive refrigerant in
system
·Condenser clogged
·Radiator (condenser) fan
does not rotate properly
·Air in system
·Insufficient refrigerant in
systemCondenser is not hot and exces-
sive bubble in sight glass
Frost on the expansion valve inlet
line
A distinct difference in tempera-
ture between the inlet and outlet
refrigerant lines of the
receiver/drier
Expansion valve outlet refrigerant
line is not cold and low-pressure
gauge indicates vacuum
Discharge temperature is low and
air flow from vents is restricted
Low-pressure gauge reading is
low, or a vacuum reading may be
shown
No bubbles in sight glass after
condenser is cooled by water
(Insufficient cooling)
Reduce air flow through con-
denser
Suction (Low) pressure hose is
not cold
Insufficient cooling and excessive
bubbles in the sight glass

1B Ð 4 AIR CONDITIONING
The refrigeration cycle includes the following four
processes as the refrigerant changes repeatedly
from liquid to gas and back to liquid while
circulating.
EVAPORATION
The refrigerant is changed from a liquid to a gas
inside the evaporator. The refrigerant mist that
enters the evaporator vaporizes readily. The liquid
refrigerant removes the required quantity of heat
(latent heat of vaporization) from the air around the
evaporator core cooling fins and rapidly vaporizes.
Removing the heat cools the air, which is then
radiated from the fins and lowers the temperature
of the air inside the vehicle.
The refrigerant liquid sent from the expansion valve
and the vaporized refrigerant gas are both present
inside the evaporator and the liquid is converted to
gas.
With this change from liquid to gas, the pressure
inside the evaporator must be kept low enough for
vaporization to occur at a lower temperature.
Because of that, the vaporized refrigerant is sucked
into the compressor.
COMPRESSION
The refrigerant is compressed by the compressor
until it is easily liquefied at normal temperature.
The vaporized refrigerant in the evaporator is
sucked into the compressor. This action maintains
the refrigerant inside the evaporator at a low
pressure so that it can easily vaporize, even at low
temperatures close to 0¡C (32¡F).
Also, the refrigerant sucked into the compressor is
compressed inside the cylinder to increase the
pressure and temperature to values such that the
refrigerant can easily liquefy at normal ambient
temperatures.
CONDENSATION
The refrigerant inside the condenser is cooled by
the outside air and changes from gas to liquid.
The high temperature, high pressure gas coming
from the compressor is cooled and liquefied by the
condenser with outside air and accumulated in the
receiver/drier. The heat radiated to the outside air
by the high temperature, high pressure gas in the
compressor is called heat of condensation. This is
the total quantity of heat (heat of vaporization) the
refrigerant removes from the vehicle interior via the
evaporator and the work (calculated as the quantity
of heat) performed for compression.
EXPANSION
The expansion valve lowers the pressure of the
refrigerant liquid so that it can easily vaporize.
The process of lowering the pressure to encourage
vaporization before the liquefied refrigerant is sent
to the evaporator is called expansion. In addition,
the expansion valve controls the flow rate of the
refrigerant liquid while decreasing the pressure.
That is, the quantity of refrigerant liquid vaporized
inside the evaporator is determined by the quantity
of heat which must be removed at a prescribed
vaporization temperature. It is important that the
quantity of refrigerant be controlled to exactly the
right value.
COMPRESSOR
The compressor performs two main functions:
It compresses low-pressure and low-temperature
refrigerant vapor from the evaporator into high-
pressure and high-temperature refrigerant vapor to
the condenser. And it pumps refrigerant and
refrigerant oil through the A/C system.
6VD1/6VE1 engine on RHD model is equipped with
an invariable capacity five-vane rotary compressor
(DKV-14D Type).
The compressor sucks and compresses refrigerant
by the rotation of the vane installed to the shaft,
and always discharges a fixed amount of refrigerant
independent of the load of refrigerant.
The thermo sensor is installed to the front head of
the compressor to protect it by stopping its
operation when the refrigerant gas is insufficient or
when the temperature is abnormally high.
·OFF ....... 160 ±5¡C (320.0 ±41¡F)
·ON ........ 135 ±5¡C (275.0 ±41¡F)
Diesel Engine models and 6VD1/6VE1 engine on
LHD model are equipped with a swash plate type
compressor
Swash plate compressors have a swash (slanted)
plate mounted on the shaft. When the shaft turns,
the rotation of the swash plate is converted to
reciprocating piston motion which sucks in and
compresses the refrigerant gas.
Shaft seal (Lip type) is installed between the valve
plate and shaft & cylinder head to prevent
refrigerant gas leaks. A specified amount of
compressor oil is contained in the oil pan.
This oil is supplied to the cylinders, bearings, etc.,
by an oil pump which is connected to the swash
plate shaft.

1BÐ60 AIR CONDITIONING




















;&9&-
"650
"$0
'
'"650-0)
*
1
13
10
9
7
6
5
8 11122
4 3
FULL AUTOMATIC AIR CONDITIONING SYSTEM
GENERAL DESCRIPTION
Using a variety of sensors, this full automatic heater and air conditioner accurately senses outside air
temperature, solar radiation quantity, evaporatorÕs blowing temperature, heater core coolant temperature
and interior temperature, then enters these data to the automatic heater/air conditioner control unit
(equipped with the built-in micro-computer). The data provided to the control unit enables to automatically
control blow temperature and blow air quantity, turn on or off the compressor and switch the blow port as
well as switching between the fresh air intake and interior air circulation.
Resetting the automatic function allows you to switch to the manual control mode.
The self-diagnosis function of the automatic heater and air conditioner control unit (with the built-in micro-
computer) allows the unit to access and diagnose a failed part easier and quicker.
Full Automatic Air Conditioner Parts Configuration
865RY0004
Legend
(1) Lower Center Vent Box
(2) Sun Sensor
(3) Mix Actuator
(4) Mode Actuator
(5) Heater Unit
(6) In Car Sensor(7) Pollen Filter
(8) Automatic Air Conditioner Control Unit
(9) Max-High Relay
(10) Blower Unit
(11) Intake Actuator
(12) Duct Sensor
(13) Evaporator Assembly
This illustration is based on RHD

1BÐ74 AIR CONDITIONING
FUNCTIONS AND FEATURES
¥ Automatic interior temperature control
This function enables to maintain the interior temperature at the level specified from the temperature
control switch despite of changes in factors such as vehicle speeds, outside air temperature and number
of passengers.
¥ Maximum cooling and heating function
You can select FC (Full cool, namely maximum cooling temperature) or FH (Full heat, maximum heating
temperature) from the temperature control lever.
¥ Automatic air flow control
Air flow is automatically and consecutively fine tuned according to the specified interior temperature and
changes in aperture of the heater unit mix door.
¥ Mode (blow port) control
This function automatically selects either one of the VENT, BI-LEVEL, FOOT or DEP mode for the blow
port according to changes of temperature on the blow port. Using the mode switch allows you to select a
desired blow port manually.
¥ Intake (switching between the fresh air intake and circulation of interior air) control
The intake (switching between fresh air intake and circulation of interior air) mode automatically selects
either FRESH (fresh air intake), MIX or RECIRC (interior air circulation) according to changes of the blow
port temperature. Using the intake switch allows you to select a desired intake port manually (in the
manual operation, FRESH and RECIRC modes alone are available). Pressing the DEF (defrost) mode
switch selects the FRESH (fresh air intake).
¥ Cooler start-up timing control
This function is used for maintaining the air flow at "LOW" level until the evaporator is sufficiently cooled
down. It is intended to prevent a large volume of hot air being blowing into inside of a vehicle when the
cooler is turned on in hot summer season.
¥ Heater start-up timing control
This function is used for maintained the air flow at "LOW" level and also for maintaining the defrost
mode until temperature of coolant in the heater core is sufficiently heated. It is intended to prevent a
large volume of cool air being blown into inside of a vehicle when the heater is turned on in cold winter
season.
¥ Solar radiation quantity offset control
The photodiode on the solar radiation sensor determines solar radiation quantity accurately to offset
interior temperature quickly.
¥ Switch position storing function
This function is used for storing switch positions being selected in the immediately preceding operation,
namely the last time the ignition has been turned off. It simplifies the setup procedures when restarting
the system.
¥ Self-diagnosis function
The self-diagnosis function turned on from the panel switch makes your troubleshooting easier (for detail
of this function, refer to the section titled "Self-Diagnosis").

1BÐ84 AIR CONDITIONING
OVERVIEW OF CONSTRUCTION,
MOVEMENT AND CONTROL OF MAJOR
PARTS OF FULL AUTOMATIC AIR
CONDITIONER SYSTEM
Automatic Heater/Air Conditioner Control Unit
Equipped with the built-in micro-computer, this
control unit operates on signals from sensors and
input signals from switches to offer total control of
the blower fan, and actuators used for the mode
door, intake door and air mix door.
Its self-diagnosis function enables quicker access to
a failed part and its more accurate troubleshooting.
In Car Sensor
It is a sensor used for detecting room temperature
of a vehicle. This sensor converts a given room
temperature into a resistance value before entering
the data to the automatic heater/air conditioner
control unit.
This in car sensor unites the power driven aspirator
and the motor fan so that a small amount of room
air may be constantly fed to the sensor.
This sensor is provided on the control panel.
Legend
(1) In Car Sensor
(2) Full Automatic Air Conditioner Control UnitAmbient Sensor
This sensor is used for detecting temperature
outside the vehicle. It converts a given outside air
temperature into a resistance value before entering
the data to the automatic heater/air conditioner
control unit.
Thermal effects from the condenser and radiator
during idling after a run can be measured and offset
the automatic amplifier.
This sensor is provided on the side plate situated at
upper right side of the condenser.
Legend
(1) Ambient Sensor
(2) Condenser Assembly
¥ Duct Sensor
The sensor is the sensor to detect temperature
change of the side of evaporator blower coming
by fresh recirculation of intake door or "on" "off"
of compressor.
The temperature is converted to resistant rate.
And it works as thermostat to control to prevent
freezing of evaporator.
This sensor is installed in the upper case of
evaporator.


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