1998 ISUZU TROOPER fuel type

MAINTENANCE AND LUBRICATION 0BÐ7
RECOMMENDED FLUIDS, LUBRICANTS
AND FUELS
In order to obtain maximum performance and longest service life from your ISUZU vehicles, it is very
important to select and use correctly best lubricants and diesel fuels.
When lubricating, be sure to use ISUZU genuine lubricants or recommended lubricants listed below,
according to the maintenance schedule for each vehicle model.
The lubrication intervals in the maintenance schedule and the coverage and period of new vehicle warranty
are based on the use of ISUZU genuine lubricants or recommended lubricants as given in the chart which
will serve as a guide for selecting lubricants of proper brand name.
LUBRICATION MAKE BRAND / TYPEGRADE
API ACEA
ISUZU GENUINE BESCO MULTI Ð Z TYPE CE (10W-30) CE
ISUZU GENUINE BESCO MULTI Ð Z (10W-30) CD
ISUZU GENUINE BESCO MULTI Ð Z SUV (5W-30) CD
ISUZU GENUINE BESCO S Ð 3 (10W, 20W, 30, 40) CD
Diesel engine crankcase EXXON / ESSO ESSOLUBE XD-3+ (15W-40) CG4/CF E2/B2
EXXON / ESSO ESSOLUBE XT331 (15W-40) CG-4/CF E2/B2
MOBIL DELVAC HP (15W-40, 20, 30, 40) CF/CE
CALTEX / CHEVRONDELO CXJ (15W-40, 30, 40) CF
SHELL RIMURA D (15W-40, 30, 40 CD/CF
ELF PERFORMANCE TROPHY (15W-40) CE E3
TOTAL RUBIA XT (15W-40) CF-4 E2
ISUZU GENUINE BESCO RACING ACE (7.5W-30) SG
ISUZU GENUINE BESCO MULTI ACE (7.5W-30) SF
ISUZU GENUINE BESCO ACE (10W-30) SE
EXXON / ESSO ESSO SUPERFLO (15W-40, 15W-50, 20W-50) SJ A2
Gasoline engine EXXON / ESSO ESSO UNIFLO (15W-40, 15W-50, 20W-50) SJ A2
crankcase MOBIL MOBIL SUPER XHP
(15W-40, 15W-50, 20W-50)SJ A3
CALTEX / TEXACOHAVOLINE FORMULA-3 (15W-40, 20W-50) SJ
SHELL HELIX SUPER (10W-30) SJ
ELF SUPER SPORTI S (15W-40) SG
TOTAL QUARTZ 5000 (15W-40, 20W-50) SJ A2
ISUZU GENUINE BESCO GEAR OIL TRANSAXLE (5W-30) SG
EXXON / ESSO ESSOLUBE XD-3+ (15W-40) CG-4/CF E2/B2
EXXON / ESSO ESSOLUBE XT331 (15W-40) CG-4/CF E2/B2
Manual transmission MOBIL MOBIL SUPER (10W-30) SH
Transfer caseCALTEX / TEXACOHAVOLINE FORMULA-3 (15W-40, 20W-50) SH
SHELL RIMURA D (15W-40) CD/CF
ELF SUPER SPORTI S (15W-40) SG/CD
TOTAL QUARTZ 5000 (15W-40, 20W-50) SJ/CF A2/B2
ISUZU GENUINE BESCO GEAR OIL SH (80W-90, 90, 140) GL-5
ISUZU GENUINE BESCO SHIFT ON THE FLY (75W-90) GL-5
DifferentialEXXON / ESSO GEAR OIL GX (85W-90) GL-5
Shift on the fly systemMOBIL MOBILUBE HD (80W-90, 85W-140) GL-5
(GL-5 only)CALTEX THURBAN GL-5 EP (80W-90, 85W-140) GL-5
SHELL SPIRAX HD (90, 140) GL-5
ELF TRANSELF TYPE B (80W-90, 85W-140) GL-5
TOTAL TRANSMISSION TM (80W-90, 85W-140) GL-5
ISUZU GENUINE BESCO GEAR OIL LSD (140) GL-5
EXXON / ESSO GEAR OIL LSA (90) GL-5
Differential MOBIL MOBILUBE HD LS (80W-90) GL-5
(Limited Slip Differential) CALTEX GEAR OIL LSD (90) GL-5
ELF TRANSELF TYPE BLS (90) GL-5
TOTAL TRANSMISSION DA (85W-90) GL-5

TRANSFER CASE (STANDARD TYPE)
4D1±7
A/T, WO/Shift On The Fly, WO/4WD Switch, model
A07RW055
The transfer case is used to provide a means of providing
power flow to the front axle. The transfer case also
provides a means of disconnecting the front axle,
providing better fuel economy and quieter operation when
the vehicle is driven on improved roads where four wheel
drive is not required. In addition, the transfer case
provides an additional gear reduction when placed in low
range, which is useful when difficult off±road conditions
are encountered.
A floor mounted shift lever is used to select the high±low
range. When four wheel drive switch has been turned on,
the four wheel drive indicator light is designed to come on
when the front axle has been engaged.

6A±3
ENGINE MECHANICAL
General Description
Engine Cleanliness And Care
An automobile engine is a combination of many
machined, honed, polished and lapped surfaces with
tolerances that are measured in the thousandths of a
millimeter (ten thousandths of an inch). Accordingly,
when any internal engine parts are serviced, care and
cleanliness are important. Throughout this section, it
should be understood that proper cleaning and protection
of machined surfaces and friction areas is part of the
repair procedure. This is considered standard shop
practice even if not specifically stated.

A liberal coating of engine oil should be applied to all
friction areas during assembly to protect and lubricate
the surfaces on initial operation.

Whenever valve train components, pistons, piston
rings, connecting rods, rod bearings, and crankshaft
journal bearings are removed for service, they should
be retained in order.

At the time of installation, they should be installed in
the same locations and with the same mating
surfaces as when removed.

Battery cables should be disconnected before any
major work is performed on the engine. Failure to
disconnect cables may result in damage to wire
harness or other electrical parts.

The six cylinders of this engine are identified by
numbers; Right side cylinders 1, 3 and 5, Left side
cylinders 2, 4 and 6, as counted from crankshaft
pulley side to flywheel side.
General Information on Engine Service
The following information on engine service should be
noted carefully, as it is important in preventing damage
and contributing to reliable engine performance:

When raising or supporting the engine for any reason,
do not use a jack under the oil pan. Due to the small
clearance between the oil pan and the oil pump
strainer, jacking against the oil pan may cause
damage to the oil pick±up unit.

The 12±volt electrical system is capable of damaging
circuits. When performing any work where electrical
terminals could possibly be grounded, the ground
cable of the battery should be disconnected at the
battery.

Any time the intake air duct or air cleaner is removed,
the intake opening should be covered. This will
protect against accidental entrance of foreign
material into the cylinder which could cause extensive
damage when the engine is started.
Cylinder Block
The cylinder block is made of aluminum die±cast casting
for 75
V±type six cylinders. It has a rear plate integrated
structure and employs a deep skint. The cylinder liner is
cast and the liner inner diameter and crankshaft journal
diameter are classified into grades. The crankshaft is
supported by four bearings of which width of No.3 bearing
on the body side is different in order to support the thrust
bearing. The bearing cap is made of nodular cast iron and
each bearing cap uses four bolts and two side bolts.
Cylinder Head
The cylinder head, made of aluminum alloy casting
employs a pent±roof type combustion chamber with a
spark plug in the center. The intake and exhaust valves
are placed in V±type design. The ports are cross±flow
type.
Valve Train
Intake and exhaust camshaft on the both side of banks
are driven through an camshaft drive gear by timing belt.
The valves are operated by the camshaft and the valve
clearance is adjusted to select suitable thickness shim.
Intake Manifold
The intake manifold system is composed of the aluminum
cast common chamber and intake manifold attached with
six fuel injectors.
Exhaust Manifold
The exhaust manifold is made of nodular cast iron.
Pistons and Connecting Rods
Aluminum pistons are used after selecting the grade that
meets the cylinder bore diameter. Each piston has two
compression rings and one oil ring. The piston pin is made
of chromium steel is offset 1mm toward the thrust side,
and the thrust pressure of piston to the cylinder wall varies
gradually as the piston travels. The connecting rods are
made of forged steel. The connecting rod bearings are
graded for correct seze selection.
Crankshaft and Bearings
The crankshaft is made of Ductile cast±iron. Pins and
journals are graded for correct size selection for their
bearing.
Engine Lubrication
The oil discharged by a trochoid±type oil pump driven by
the crankshaft is fed through full±flow oil filter and to the oil
gallery provided under the crankshaft bearing cap. The oil
is then led to the crankshaft journals and cylinder head.
The crank pins are lubricated with oil from crankshaft
journals through oil holes. Also, an oil jet is fed to each
cylinder from crankshaft juornals on the connecting rod
for piston cleaning. The oil pan flange is dealed with liquid
packing only; do not deform or damage the flange surface
during removal or installation.

6A±7
ENGINE MECHANICAL
Condition CorrectionPossible cause
OthersEngine lacks compressionRefer to ªHard Startº
Valve incorrectly seatedLap valve
Air Cleaner Filter cloggedReplace filter element
Valve timing incorrectReadjust
Idle air control valve brokenReplace
Fast idle solenoid defectiveReplace
Positive Crankcase Ventilation valve
defective or cloggedReplace
Rough Engine Running
ConditionPossible causeCorrection
Engine misfires periodicallyIgnition coil layer shortedReplace
Spark plugs foulingClean or install hotter type plug
Spark plug(s) insulator nose leakingReplace
Fuel injector(s) defectiveReplace
Powertrain control module faultyReplace
Engine knocks periodicallySpark plugs running too hotInstall colder type spark plugs
Powertrain control module faultyReplace
Engine lacks powerSpark plugs fouledClean
Fuel injectors defectiveReplace
Mass Airflow Sensor or Intake
Airflow Sensor circuit defectiveCorrect or replace
Manifold Absolute Pressure (MAP)
Sensor or Manifold Absolute
Pressure Sensor circuit defectiveCorrect or replace
Engine Coolant Temperature Sensor
or Engine Coolant Temperature
Sensor circuit defectiveCorrect or replace
Powertrain Control Module faultyReplace
Intake Air Temperature Sensor or
Intake Air Temperature Sensor
circuit defectiveCorrect or replace
Throttle Position Sensor or Throttle
Position Sensor circuit defectiveCorrect or replace
Knock Sensor or Knock Sensor
circuits defectiveCorrect or replace
Knock Sensor Module or Knock
Sensor Module circuits defectiveCorrect or replace

6C±5
ENGINE FUEL
Installation
1. Install the fuel filter in the proper direction.
2. Install fuel filter holder fixing bolt.
3. Connect fuel hoses on engine side(1) and fuel tank
side(2).
041RW001
4. Install fuel filler cap
5. Connect the battery ground cable.
Inspection
After installation, start engine and check for fuel leakage.
In±Tank Fuel Filter
The filter is located on the lower end of fuel pickup tube in
the fuel tank. It prevents dirt from entering the fuel pipe
and also stops water unless the filter is completely
submerged in the water. It is a self cleaning type, not
requiring scheduled maintenance. Excess water and
sediment in the tank restricts fuel supply to the engine,
resulting in engine stoppage. In such a case, the tank
must be cleaned thoroughly.
Fuel Pump Flow Test
If reduction of fuel supply is suspected, perform the
following checks:
1. Make sure that there is fuel in the tank.
2. With the engine running, check the fuel feed pipe and
hose from fuel tank to injector for evidence of
leakage. Retighten, if pipe or hose connection is
loose. Also, check pipes and hoses for squashing or
clogging.
3. Insert the hose from fuel feed pipe into a clean
container, and check for fuel pump flow rate.4. Connect the pump relay terminals with a jumper
wire(1) as shown and start the fuel pump to measure
delivery.
140RW002
CAUTION: Never generate sparks when connecting
a jumper wire.
Delivery
Delivery
15 seconds0.38 liters minimum
If the measure value is out of standard, conduct the
pressure test.
Pressure test
For the pressure test to the fuel system, see Section 6E
ªFuel Control Systemº.

6D2±4
IGNITION SYSTEM
Spark Plug
Removal
1. Remove spark plugs.
Inspection and Repair
The spark plug affects entire engine performance and
therefore its inspection is very important.

Check electrode and insulator for presence of cracks,
and replace if any.

Check electrode for wear, and replace if necessary.

Check gasket for damage, and replace if necessary.

Measure insulation resistance with an ohmmeter, and
replace if faulty.

Adjust spark plug gap to 1.0 mm (0.04 in) ~ 1.1 mm
(0.043 in).

Check fuel and electrical systems if spark plug is
extremely dirty.

Use spark plugs having low heat value (hot type plug)
if fuel and electrical systems are normal.

Use spark plugs having high heat value (cold type
plug) if insulator and electrode are extremely burned.
Sooty Spark Plugs
Much deposit of carbon or oil on the electrode and
insulator of spark plug reduces the engine performance.
Possible causes:

Too rich mixture

Presence of oil in combustion chamber

Incorrectly adjusted spark plug gap
Burning Electrodes
This fault is characterized by scorched or heavily oxidized
electrode or blistered insulator nose.
Possible causes:

Too lean mixture

Improper heat value
Measuring Insulation Resistance

Measure insulation resistance using a 500 volt
megaohm meter.

Replace spark plugs if measured value is out of
standard.
Insulation resistance: 50 M
or more
011RS010
Cleaning Spark Plugs

Clean spark plugs with a spark plug cleaner.

Raise the ground electrode to an angle of 45 to 60
degrees. If electrode is wet, dry it before cleaning.

After spark plug is thoroughly cleaned, check
insulator for presence of cracks.

Clean threads and metal body with a wire brush.

File the electrode tip if electrode is extremely worn.

Bend the ground electrode to adjust the spark plug
gap.
011RS011
Installation
1. Spark plugs

Tighten spark plugs to the specified torque.
Torque: 18 N´m (1.8 Kg´m/13 lb ft)

6E±5 ENGINE DRIVEABILITY AND EMISSIONS
Specifications
Tightening Specifications
ApplicationN´mLb Ft.Lb In.
Camshaft Position Sensor Retaining Screw9Ð78
Crankshaft Position Sensor Mounting Bolt10Ð87
EGR Bolt2821Ð
EGR Nut2821Ð
Engine Coolant Temperature Sensor207.7Ð
Fuel Drain Plug2922Ð
Fuel Pressure Regulator Attaching Screw6.5Ð60
Fuel Rail Bolts2518Ð
Fuel Tank Undercover Retaining Bolts3627Ð
Heated Oxygen Sensor4231Ð
Lower Intake Manifold to Engine Block Bolts2518Ð
Lower Intake Manifold to Engine Block Nuts2518Ð
Spark Plugs1813Ð
Throttle Body Mounting Bolts2518Ð
Upper Intake Manifold to Lower Intake Manifold Bolts2518Ð
VSS Retaining Bolt13Ð120
Vehicle Type Specifications
ECAUSTRALIA
THAILAND
SOUTH-EA
ST-ASIA
LATIN
AMERICAGULF
CONTRIES
SAUDI
CHINASOU
TH
AFRI
CA
EXPORTSpecifications
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6E±41 ENGINE DRIVEABILITY AND EMISSIONS
If the MIL was set by either a fuel trim or misfire-related
DTC, additional requirements must be met. In addition to
the requirements stated in the previous paragraph, these
requirements are as follows:

The diagnostic tests that are passed must occur with
375 RPM of the RPM data stored at the time the last
test failed.

Plus or minus ten (10) percent of the engine load that
was stored at the time the last failed.

Similar engine temperature conditions (warmed up or
warming up ) as those stored at the time the last test
failed.
Meeting these requirements ensures that the fault which
turned on the MIL has been corrected.
The MIL (ªCheck Engineº lamp) is on the instrument
panel and has the following function:

It informs the driver that a fault affects vehicle emission
levels has occurred and that the vehicle should be
taken for service as soon as possible.

As a bulb and system check, the MIL will come ªONº
with the key ªONº and the engine not running. When
the engine is started, the MIL will turn ªOFF.º

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 ll) 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
Each DTC is directly related to a diagnostic test. The
Diagnostic Management System sets DTC based on the
failure of the tests during a trip or trips. Certain tests must
fail two (2) consecutive trips before the DTC is set. The
following are the four (4) types of DTCs and the
characteristics of those codes:

Type A

Emissions related

Requests illumination of the MIL of the first trip with a
fail

Stores a History DTC on the first trip with a fail

Stores a Freeze Frame (if empty)

Stores a Fail Record

Updates the Fail Record each time the diagnostic
test fails

Type B

Emissions related

ªArmedº after one (1) trip with a fail

ªDisarmedº after one (1) trip with a pass

Requests illumination of the MIL on the
second
consecutive trip
with a fail

Stores a History DTC on the second consecutive trip
with a fail (The DTC will be armed after the first fail)

Stores a Freeze Frame on the second consecutive
trip with a fail (if empty)
Stores a Fail Record when the first test fails (not
dependent on
consecutive trip fails)

Updates the Fail Record each time the diagnostic
test fails

Type C (if the vehicle is so equipped)

Non-Emissions related

Requests illumination of the Service Lamp or the
service message on the Drive Information Center
(DIC) on the
first trip with a fail

Stores a History DTC on the
first trip with a fail


Does not store a Freeze Frame

Stores Fail Record when test fails

Updates the Fail Record each time the diagnostic
test fails

Type D (
Type D non-emissions related are not utilized
on certain vehicle applications).

Non-Emissions related

Dose not request illumination of any lamp

Stores a History DTC on the
first trip with a fail


Does not store a Freeze Frame

Stores Fail Record when test fails

Updates the Fail Record each time the diagnostic
test fails
IMPORTANT:Only four Fail Records can be stored.
Each Fail Record is for a different DTC. It is possible that
there will not be Fail Records for every DTC if multiple
DTCs are set.
Storing and Erasing Freeze Frame Data and Failure
Records
The data captured is called Freeze Frame data. The
Freeze Frame data is very similar to a single record of
operating conditions. Whenever the MIL is illuminated,
the corresponding record of operating conditions is
recorded to the Freeze Frame buffer.
Data from these faults take precedence over data
associated with any other fault. The Freeze Frame data
will not be erased unless the associated history DTC is
cleared.
Each time a diagnostic test reports a failure, the current
engine operating conditions are recorded in the
Failure
Records
buffer. A subsequent failure will update the
recorded operating conditions. The following operating
conditions for the diagnostic test which failed
typically
include the following parameters:

Air Fuel Ratio

Air Flow Rate

Fuel Trim

Engine Speed

Engine Load

Engine Coolant Temperature

Vehicle Speed

TP Angle

MAP/BARO

Injector Base Pulse Width

Loop Status