2002 ISUZU AXIOM ignition

6E±75
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Multiple PCM Information Sensor DTCs Set

 
StepNo Ye s Value(s) Action
8Locate and repair the open circuit in the MAP or EGR or
Vapor Pressure sensor supply circuit.
Is the action complete?
ÐVerify repairÐ
91. Disconnect the MAP, Vapor pressure sensor and
EGR connector.
2. Ignition ªONº.
3. Measure the resistance of the blow areas:

MAP sensor GND circuit.

EGR GND circuit.

Vapor pressure sensor GND circuit.
Does the voltage resistance near the specified value?
ÐGo to Step 11Go to Step 10
10Locate and repair the short circuit in the MAP or EGR or
Vapor Pressure sensor signal or GND circuit.
Is the action complete?
ÐVerify repairÐ
11 Measure the resistance of the blow areas:

Between CKP Sensor supply circuit and PCM
harness connector. (5Volt supply circuit)
Does the voltage resistance near the specified value?
ÐGo to Step 13Go to Step 12
12Locate and repair the open circuit in the CKP or CMP
sensor supply circuit.
Is the action complete?
ÐVerify repairÐ
131. Disconnect the CKP sensor connector.
2. Ignition ªONº.
3. Measure the voltage of the blow areas:

CKP sensor GND circuit and shield circuit.
Does the voltage resistance near the specified value?
ÐGo to Step 15Go to Step 14
14Locate and repair the short circuit in the CKP sensor
signal or GND circuit.
Is the action complete?
ÐVerify repairÐ
15Are more of the following items for DTCs stored? EGR,
Vapor Pressure Sensor, MAP, CKP, TPS, APS
Ð
Go to
applicable
DTC table
Go to Step 16
16Replace the PCM.
The replacement PCM must be programmed.
Refer to
ON-Vehicle Service in Power Control Module
and Sensors for procedures.
And also refer to latest Service Bulletin. Check to see
if the latest software is released or not. And then Down
Load the LATEST PROGRAMMED SOFTWARE to the
replacement PCM.
Is the action complete?
Ð
Go to OBD
System
Check
Ð

6E±77
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
HO2S BANK2, SEN. 1 ÐTech 2 Range 0-1132 mVÐ
Represents the fuel control exhaust oxygen sensor
output voltage. Should fluctuate constantly within a range
between 10mV (lean exhaust) and 1000 mV (rich
exhaust) while operating in closed loop.
HO2S BANK 2, SEN. 2ÐTech 2 Range 0-1000 mVÐ
Monitors the exhaust oxygen sensor output voltage. The
PCM monitors the operating efficiency of catalytic
converter by comparing the output voltages of sensor 1
and sensor 2 in this bank. If the catalytic converter is
operating efficiently, the output voltage of sensor 1 will
have a greater fluctuation than that of sensor 2. If the
PCM detects an abnormal level of voltage fluctuation
from sensor 2, a DTC P0430 will be set, indicating that the
catalytic converter for this bank is no longer operating
efficiently.
HO2S BANK 1, SEN. 1ÐTech 2 Displays NOT
READY or READYÐ
Indicates the status of the exhaust oxygen sensor. The
Tech 2 will indicate that the exhaust oxygen sensor is
ready when the PCM detects a fluctuating HO2S voltage
sufficient to allow closed loop operation. This will not
occur unless the exhaust oxygen sensor is warmed up.
HO2S BANK 2, SEN. 1 Ð Tech 2 Displays NOT
READY or READY Ð
Indicates the status of the exhaust oxygen sensor. The
Tech 2 will indicate that the exhaust oxygen sensor is
ready when the PCM detects a fluctuating HO2S voltage
sufficient to allow closed loop operation. This will not
occur unless the exhaust oxygen sensor is warmed up.
HO2S WARM UP TIME BANK 1, SEN. 1/BANK 1,
SEN 2/BANK 2 SEN. 1/BANK 2 SEN. 2 Ð Tech 2
Range 00:00:00-99:99:99 HRS:MIN:SEC Ð
Indicates warm-up time for each HO2S. The HO2S
warm-up time is used for the HO2S heater test. The PCM
will run the heater test only after a cold start (determined
by engine coolant and intake air temperature at the time
of start-up) and only once during an ignition cycle. When
the engine is started the PCM will monitor the HO2S
voltage. When the HO2S voltage indicates a sufficiently
active sensor, the PCM looks at how much time has
elapsed since start-up. If the PCM determines that tool
much time was required for the HO2S to become active,
a DTC will set. If the engine was warm when started,
HO2S warm-up will the display ª00:00:00º.
IAT (INTAKE AIR TEMPERATURE) Ð Tech 2 Range
±40
C to 151
C (±40
F to 304
F) Ð
The PCM converts the resistance of the intake air
temperature sensor to degrees. Intake air temperature
(IAT) is used by the PCM to adjust fuel delivery and spark
timing according to incoming air density.
IGNITION 1 Ð Tech 2 Range 0-25.5 Volts Ð
This represents the system voltage measured by the
PCM at its ignition feed.INJ. PULSE BANK 1/INJ. PULSE BANK 2 Ð Tech 2
Range 0-1000 msec. Ð
Indicates the amount of time the PCM is commanding
each injector ªONº during each engine cycle. A longer
injector pulse width will cause more fuel to be delivered.
Injector pulse width should increase with increased
engine load.
LONG TERM FUEL TRIM BANK 1/BANK 2 Ð
The long term fuel trim is derived from the short term fuel
trim values and represents a long term correction of fuel
delivery for the bank in question. A value of 0% indicates
that fuel delivery requires no compensation to maintain
the PCM commanded air/fuel ratio. A negative value
significantly below 0% indicates that the fuel system is
rich and fuel delivery is being reduced (decreased injector
pulse width). A positive value significantly greater than
0% indicates that a lean condition exists and the PCM is
compensating by adding fuel (increased injector pulse
width). Because long term fuel trim tends to follow short
term fuel trim, a value in the negative range due to
canister purge at idle should not be considered unusual.
Fuel trim values at maximum authority may indicate an
excessively rich or lean system.
Fuel System STATUS Ð Tech 2 Displays OPEN or
CLOSED Ð
ªCLOSEDº indicates that the PCM is controlling fuel
delivery according to oxygen sensor voltage. In ªOPENº
the PCM ignores the oxygen sensor voltage and bases
the amount of fuel to be delivered on TP sensor, engine
coolant, and MAF sensor inputs only.
MAF Ð Tech 2 Range 0.0-512 gm/s Ð
MAF (mass air flow) is the MAF input frequency
converted to grams of air per second. This indicates the
amount of air entering the engine.
MAP
Ð Tech 2 Range 10-105 kPa (0.00-4.97 Volts) Ð
The manifold absolute pressure (MAP) sensor measures
the change in the intake manifold pressure from engine
load, EGR flow, and speed changes. As intake manifold
pressure increases, intake vacuum decreases, resulting
in a higher MAP sensor voltage and kPa reading. The
MAP sensor signal is used to monitor intake manifold
pressure changes during the EGR flow test, to update the
BARO reading, and as an enabling factor for several of
the diagnostics.
MIL Ð Tech 2 Displays ON or OFF Ð
Indicates the PCM commanded state of the malfunction
indicator lamp.
MISFIRE CUR. CYL. #1 /#2 /#3 /#4 / #5 / #6 Ð Tech 2
Range 0-255 Counts Ð
The misfire current counters increase at a rate according
to the number of the possible misfires being detected on
each cylinder. The counters may normally display some
activity, but the activity should be nearly equal for all the
cylinders.

6E±81
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Tech 2
ParameterRefer To Typical Data
Values
(2500 RPM) Typical Data
Values (IDLE) Units Displayed Data List
HO2S Bank 2
Sen.1
(millivolts)O2
Sensor
DataMillivolts50-950
changing
quickly50-950
changing
quicklyGeneral Description and
Operation, Fuel Control
HO2S
HO2S Bank 2
Sen.2
(millivolts)
(Auto trans)O2
Sensor
DataMillivolts200-700
changing slowly250-650
changing slowlyGeneral Description and
Operation, Fuel Metering
System
HO2S Bank 1
Sen.1
(ready/not
ready)O2
Sensor
DataReady
Yes/NoReady
Ye sReady
Ye sGeneral Description and
Operation, Fuel Control
HO2S; DTC: P0135
HO2S Bank 2
Sen.1
(ready/not
ready)O2
Sensor
DataReady
Yes/NoReady
Ye sReady
Ye sGeneral Description and
Operation, Fuel Control
HO2S
HO2S
Warm-Up Time
Bank 1 Sen.1O2
Sensor
DataSeconds25-4525-45General Description and
Operation, Fuel Control
HO2S
HO2S
Warm-Up Time
Bank 1 Sen.2O2
Sensor
DataSeconds60-10060-100General Description and
Operation, Fuel Control
HO2S
HO2S
Warm-Up Time
Bank 2 Sen.1O2
Sensor
DataSeconds25-4525-45General Description and
Operation, Fuel Control
HO2S
HO2S
Warm-Up Time
Bank 2 Sen.2O2
Sensor
DataSeconds60-10060-100General Description and
Operation, Catalyst
Monitor Heated Oxygen
Sensor (Auto Trans)
IAT (Intake Air
Temp)EngineDegrees C,
Degrees F0-100
C,
depends on
underhood
temperature0-80
C,
depends on
underhood
temperatureGeneral Description and
Operation, Intake Air
Temperature (IAT) Sensor
Illumination
SwitchEngineClosed 0V/Open
12VClosed 0VClosed 0VRefer to Section 8
Ignition
VoltageEngineVolts12.8-14.112.8-14.1General Description and
Operation, Electronic
Ignition System
Inj. Pulse Bank
1EngineMilliseconds2.0-4.02.5-4.0General Description, Fuel
Metering, Fuel Injector
Inj. Pulse Bank
2EngineMilliseconds2.0-4.02.5-4.0General Description, Fuel
Metering, Fuel Injector
Knock PresentEngineNo/YesNoNoGeneral Description and
ION Sensing Module
Knock SignalEnginePercent1~41~4General Description and
ION Sensing Module
Knock Sensor
RetardEngine
CA00General Description and
ION Sensing Module
Knock CounterEngineCountsÐÐGeneral Description
Long Term FT
Bank 1 (Long
Term Fuel
Trim)MisfireCounts and
Percentage100 to 150
counts, ±22%
to +17%100 to 150
counts, ±22%
to +17%Diagnosis, Fuel Trim
System Monitor; DTCs:
P0171, P0172

6E±83
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Tech 2
ParameterRefer To Typical Data
Values
(2500 RPM) Typical Data
Values (IDLE) Units Displayed Data List
Spark
(Advance)EngineDegrees Before
Top Dead Center15-2234-44General Description and
Operation, Electronic
Ignition System
Start-Up ECT
(Engine
Coolant Temp)EngineDegrees C,
Degrees FDepends on
engine coolant
temperature at
time of start-upDepends on
engine coolant
temperature at
time of start-upGeneral Description and
Operation, Engine
Coolant Temperature
(ECT) Sensor
Start-Up IAT
(Intake Air
Temp)EngineDegrees C,
Degrees FDepends on
intake air
temperature at
time of start-upDepends on
intake air
temperature at
time of start-upGeneral Description and
Operation, Intake Air
Temperature (IAT) Sensor
TCC Cruise
Brake SwitchEngineActive/InactiveActiveActiveRefer to Section 10
Total Misfire
Current CountMisfireCounts0-50-5DTC P0300
TP Sensor 1
(Throttle
Position
Sensor 1)EnginePercentage8±1228±36General Description and
Operation, Throttle
Position (TP) Sensor
TP Sensor 2
(Throttle
Position
Sensor 2)EnginePercentage8±1228±36General Description and
Operation, Throttle
Position (TP) Sensor
Throttle at IdleEngineNo/YesYe sNoGeneral Description and
Operation, Throttle
Position (TP) Sensor
Upshift Lamp
(manual trans)EngineOn/OffOffOffManual Transmission
Vehicle SpeedEngineMPH / km/h004L30-E Automatic
Transmission Diagnosis
Weak CylinderMisfireCylinder #ÐÐDTC P0300

6E±84
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
No Malfunction Indicator Lamp (MIL)
060R200049
Circuit Description
The ªCheck Engineº lamp (MIL) should always be
illuminated and steady with the ignition ªONº and the
engine stopped. Ignition feed voltage is supplied to the
MIL bulb through the meter fuse. The powertrain control
module (PCM) turns the MIL ªONº by grounding the MIL
driver circuit.
Diagnostic Aids
An intermittent MIL may be cased by a poor connection,
rubbed-through wire insulation, or a wire broken inside
the insulation. Check for the following items:

Inspect the PCM harness and connections for
improper mating, broken locks, improperly formed or
damaged terminals, poor terminal-to-wire
connection, and damaged harness.

If the engine runs OK, check for a faulty light bulb, an
open in the MIL driver circuit, or an open in the
instrument cluster ignition feed.

If the engine cranks but will not run, check for an open
PCM ignition or battery feed, or a poor PCM to engine
ground.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
2. A ªNo MILº condition accompanied by a no-start
condition suggests a faulty PCM ignition feed or
battery feed circuit.
9. Using a test light connected to B+, probe each of the
PCM ground terminals to ensure that a good ground
is present. Refer to
PCM Terminal End View for
terminal locations of the PCM ground circuits.
12.In this step, temporarily substitute a known good
relay for the PCM relay. The horn relay is nearby,
and it can be verified as ªgoodº simply by honking
the horn. Replace the horn relay after completing
this step.
17.This vehicle is equipped with a PCM which utilizes
an electrically erasable programmable read only
memory (EEPROM). When the PCM is replaced,
the new PCM must be programmed. Refer to
PCM
Replacement and Programming Procedures
Powertrain Control Module (PCM) and Sensors.

6E±85
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
No Malfunction Indicator Lamp (MIL)

StepActionValue(s)Ye sNo
1Was the ªOn-Board Diagnostic (OBD) System Checkº
performed?
ÐGo to Step 2
Go to OBD
System
Check
2Attempt to start the engine.
Does the engine start?
ÐGo to Step 3Go to Step 6
3Check the meter fuse for the instrument cluster ignition
feed circuit.
Is the fuse OK?
ÐGo to Step 4Go to Step 16
4Ignition ªONº, probe the ignition feed circuit at the
cluster connector with a test light to ground.
Is the test light ªONº?
ÐGo to Step 5Go to Step 13
51. Ignition ªOFFº.
2. Disconnect the PCM.
3. Jumper the MIL driver circuit at the PCM connector
to ground.
4. Ignition ªONº.
Is the MIL ªONº?
ÐGo to Step 10Go to Step 11
6Check the PCM ignition feed and battery feed fuses (15
A engine fuse and 15 A PCM fuse).
Are both fuses OK?
ÐGo to Step 7Go to Step 15
71. Ignition ªOFFº.
2. Disconnect the PCM.
3. Ignition ªONº.
4. Probe the ignition feed circuit at the PCM harness
connector with a test light to ground.
Is the test light ªONº?
ÐGo to Step 8Go to Step 12
8Probe the battery feed circuit at the PCM harness
connector with a test light to ground.
Is the test light ªONº?
ÐGo to Step 9Go to Step 14
9Check for a faulty PCM ground connection.
Was a problem found?
ÐVerify repairGo to Step 10
10Check for damaged terminals at the PCM.
Was a problem found?
ÐVerify repairGo to Step 17
11Check for an open MIL driver circuit between the PCM
and the MIL.
Was a problem found?
ÐVerify repairGo to Step 18
12Substitute a known ªgoodº relay for the PCM main
relay.
Was the malfunction fixed?
ÐVerify repairGo to Step 13
13Repair the open in the ignition feed circuit.
Is the action complete?
ÐVerify repairÐ
14Locate and repair the open PCM battery feed circuit.
Is the action complete?
ÐVerify repairÐ

6E±86
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
No Malfunction Indicator Lamp (MIL)

 
StepNo Ye s Value(s) Action
15Locate and repair the short to ground in the PCM
ignition feed circuit or PCM battery feed circuit.
Is the action complete?
ÐVerify repairÐ
16Locate and repair the short to ground in the ignition
feed circuit to the instrument cluster, and replace the
fuse.
Is the action complete?
ÐVerify repairÐ
17Replace the PCM.
IMPORTANT:The replacement PCM must be
programmed. Refer to
PCM in ON-Vehicle Service for
procedures.
And also refer to latest Service Bulletin.
Check to see if the Latest software is released or not.
And then Down Load the LATEST PROGRAMMED
SOFTWARE to the replacement PCM.
Is the action complete?
ÐVerify repairÐ
18Check the MIL driver circuit for a poor connection at the
instrument panel connector.
Was a problem found?
ÐVerify repair
Go to
Instrument
Panel
in
Electrical
Diagnosis

6E±87
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Malfunction Indicator Lamp (MIL) ªONº Steady
060R200049
Circuit description
The malfunction indicator lamp (MIL) should always be
illuminated and steady with ignition ªONº and the engine
stopped. Ignition feed voltage is supplied directly to the
MIL indicator. The powertrain control module (PCM)
turns the MIL ªONº by grounding the MIL driver circuit.
The MIL should not remain ªONº with the engine running
and no DTC(s) set. A steady MIL with the engine running
and no DTC(s) suggests a short to ground in the MIL
driver circuit.
Diagnostic Aids
An intermittent may be caused by a poor connection,
rubbed-through wire insulation, or a wire broken inside
the insulation. Check for the following items:

Poor connection or damaged harness ± Inspect the
PCM harness and connectors for improper mating,
broken locks, improperly formed or damaged
terminals, poor terminal-to-wire connection, and
damaged harness.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
2. If the MIL does not remain ªONº when the PCM is
disconnected, the MIL driver wiring is not faulty.
3. If the MIL driver circuit is OK, the instrument panel
cluster is faulty.
6. This vehicle is equipped with a PCM which utilizes
an electrically erasable programmable read only
memory (EEPROM). When the PCM is replaced,
the new PCM must be programmed. Refer to
PCM
Replacement and Programming Procedures
in
Powertrain Control Module (PCM) and Sensors.