2002 ISUZU AXIOM change time

1A±74
HEATING, VENTILATION AND AIR CONDITIONING (HVAC)
Control Panel Switch Operation
Switch NamePanel DisplaySwitch Operation
A
u
t
o

S
w
i
t
c
hDuring manual outside air intake (FRESH), pressing the AUTO
switch cancels manual outside air intake. The display panel shows
the current set temperature, the current air outlet(s), and the blower
speed. The intake switch LED shows the current air source. The
A/C switch LED is on.
Air volume, air outlet operation, and air source are controlled
automatically. The compressor is on.
During manual inside air recirculation (REC), pressing the AUTO
switch does not cancel inside air recirculation. The intake switch
LED is on.
O
f
f

S
w
i
t
c
hWhen the OFF switch is pressed, the display panel clears except
for the air outlet indication. Blower and compressor operation stop.
The air source switches from automatic to outside air.
During manual inside air recirculation (REC), pressing the OFF
switch does not cancel inside air recirculation. The intake switch
LED is on.
F
a
n

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S
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h
When the fan switch is pressed, air outlet volume (fan speed) can
be manually controlled. Other control switches are unaffected. The
display panel clears AUTO indication.
1. FAN switch is pressed during automatic fan control (AUTO)
Fan control (AUTO)"Press  fan switch"Fan speed increases
from automatic set speed to HI
Fan control (AUTO)"Press
fan switch"Fan speed decreases
from automatic set speed to LO
2. Fan switch is pressed when the fan is off.
Fan (OFF)"Press  fan switch"The fan operates at LO speed
Fan (OFF)"Press
fan switch"The fan operates at LO speed
3. Fan switch is pressed when the fan is in manual operation.
Manual (LO)"Press  fan switch"Manual operation
(LO)" (M1)"(M2)"(M3)"(HI)
Manual (HI)"Press
fan switch"Manual operation
(HI)"(M3)"(M2)"(M1)"(LO)
M
o
d
e

S
w
i
t
c
hPress the mode switch to manually select the air outlet(s). Each
time the switch is pressed, the air outlets change in the progression
shown below.
Mode switch (Automatic control of air
outlets)"VENT"BI-LEVEL"FOOT"DEF/FOOT

HEATING, VENTILATION AND AIR CONDITIONING (HVAC)
1A±89
Performance and Movement
checklist for Automatic Air
Conditioner Related Parts
Start the engine, and when the engine coolant reached
50
C (122
F) check performance and movement of the
related parts according the following checklist.
Performance Check Using the Manual Switch
NoItemProcedureCriteriaNo.ItemConditionOperationCriteria
1
Air discharge
temperature
(Ai i d
Auto±switch ONSet temperature to
18
C (65
F).Cold air discharge.
1(Air±mix door
operation)Set temperature to
32
C (90
F).Hot air discharge.
2
Air discharge
volume (Fan
operation)Fan switch ON1. Set temperature to
25
C (77
F).
2. Press the OFF
switch.Fan does not operate. There is no
air discharge.
21. Set temperature to
25
C (77
F).
2. Press the fan 
switch.Fan operates. Fan speed increases
each time the switch is pressed (LO
to HI in 5 increments).
3
Air discharge
temperature
(Mode door
operation)Fan in manual
5±speed operation1. Set temperature to
25
C (77
F).
2. Press the mode
switch.
3. Move through the 5
modes
(VENT"BI±LEVEL
"FOOT"DEF/FO
OT"DEF).
Panel display lights for each
mode.

Air discharge outlet position
changes for each mode.
4
Inside/outside air
mode (Intake door
operation)Auto±switch ON1. Set temperature to
25
C (77
F).
2. Press the intake
switch.
3. Press the fan 
switch.
4. Set the fan to the
highest speed.
5. Press the intake
switch.
Intake switch LED turns from on
to off.

Air discharge sound changes.
5
CompressorOutside air
temperature above
0
C (32
F) and
vehicle interior at
normal temperature1. Set temperature to
25
C (77
F).
2. Press the OFF
switch.
3. Press the
auto±switch.
4. Press the air
conditioner switch.
When the auto±switch is
pressed, the LED in the air
conditioner switch turns on and
the compressor begins
operation.

When the air conditioner switch
is pressed, the LED in the air
conditioner switch turns off and
the compressor stops operation.

DIFFERENTIAL (REAR)4A2±23
Backlash Adjustment
1. Install the differential case assembly and bearing
caps.
2. Rotate the case several times to seat the bearings.
3. Remove the spreader.
4. Install the side bearing cap bolts.
Tighten side bearing cap bolts
Torque: 108 N´m (80 lb ft)
5. Install a dial indicator to the case using a magnetic
base.
6. Place the indicator stem at the heel end of a tooth.

Set the dial indicator so that the stem is in line with
the gear rotation and perpendicular to the tooth
angle.
425RS087
7. Check and record the backlash at three points around
the ring gear.

The pinion must be held stationary when checking
backlash.

The backlash should be the same at each point
within 0.07 mm (0.003 in). If the backlash varies
more than 0.07 mm (0.003 in), check for burrs, a
distorted case flange, or uneven bolting conditions.
8. Backlash at the minimum lash point measured should
be between 0.13 and 0.20 mm (0.005 and 0.008 in)
for all new gear sets.
9. If the backlash is not within specifications, move the
ring gear in or out from the pinion by increasing the
thickness of one shims, and decreasing the thickness
of the other shim by the same amount.
This will maintain the correct rear axls side bearing
preload.

Moving 0.05 mm (0.002 in) worth of shim from one
side of the differential to the other will change the
backlash adjustment by 0.03 mm (0.001 in).
10. After obtaining correct tooth contact described in
later, install ABS speed sensor.11. Install the cover with sealant.
Torque: 40 N´m (30 lb ft)
12. Fill the axle lubricant.
Gear Tooth Pattern Check
Checking the ring gear to pinion tooth pattern is to be
done only after setting up the axle according to the
methods in this section. The pattern check is NEVER to
be used as an initial check, or instead of checking pinion
depth and backlash adjustments.
This check is only to be verify the correct adjustment of
the gear set after set up.
425RS038
Legend
(1) Heel
(2) Toe
(3) Concave Side (Coast)
(4) Convex Side (Drive)
1. Wipe all oil out of the carrier, and carefully clean each
tooth of the ring gear.
2. Use gear marking compound 1052351 or equivalent
and apply this mixture sparingly to all ring gear teeth,
using a medium-stiff brush. When properly used, the
area of pinion tooth contact will be visible when hand
load is applied.
3. Tighten the bearing cap bolts to the specified torque.
4. Expand the brake shoes until a torque of 54 to 68 N´m
(40 to 50 lb ft.) is required to turn the pinion. A test
made without loading the gears will not give a
satisfactory pattern. Turn the pinion flange with a
wrench so that the ring gear rotates one full
revolution, then reverse the rotation so that the ring
gear rotates one revolution in the opposite direction.
5. Observe the pattern on the ring gear teeth and
compare this with figure.

DRIVE LINE CONTROL SYSTEM (TOD) 4B2±16
How to Clear The Trouble Code
The trouble codes saved to the control unit can be deleted
by the following procedure if the starter switch is being in
the OFF position.
1. Short-circuit terminal 8 of the self-diagnostic
connector to GND (terminal 4 or 5).
2. Turn on the starter switch while maintaining the state
of step1, and stop short-circuiting terminal 8 to GND
within five seconds.
826R200011
3. If the conditions shown in steps 1 and 2 are met, the
trouble codes saved to the control unit are cleared.
(After the codes are completely deleted, the code 12
that indicates the normal condition is continuously
displayed.)
Precautions on Diagnosis
Replacement of Control Unit
The control unit itself rarely fails. In most cases, the
harnesses have failed (i.e. short-circuit) to cause
secondary troubles. Other cases include that the cause
has been unknown due to intermittent occurrence of
troubles and the troubles are removed accidentally along
with replacement of control unit, resulting in misjudgment
of cause. Therefore, before replacing the control unit,
check the connector joints and whether the unspecified
current flows in the control unit due to short-circuit
between harnesses.
Trouble Intermittently Observed
Troubles intermittently observed are mostly attributable
to temporary imperfect connection of harnesses and
connectors.
When such troubles are found, check the associated
circuit according to the following procedure.
1. Check whether improper connectors are plugged in
or connector terminals are completely engaged.
2. Check whether the terminals are deformed or
damaged. If yes, remove the deformation or damage
and connect the terminals securely.3. It is likely that wires in the harness are falsely broken.
Therefore, in examination of failed harness circuit,
shake the harness for check to such extent that the
harness will not be damaged.
Test Run of Failed TOD Vehicle
If the TOD indicator lamps experienced faulty operation
even once in the past, the failed portion can be identified
by use of the procedure ªDiagnosis from Trouble Codesº
or ªTrouble Diagnosis Depending on the Status of TOD
Indicatorº. If the troubles that are only recognized as
abnormal phenomena of the vehicle by the driver are
observed, conduct the test run in the following procedure
to reproduce the faulty phenomena and diagnose the fault
for each phenomenon.
1. Start the engine, and check that the TOD indicator
lamps are turned on for about two seconds for initial
check; the CHECK lamp goes off; and the TOD
indicator lamps display the specified drive mode. (If
the CHECK lamp starts blinking, read the trouble
codes and identify the failed portion.)
2. While keeping the vehicle standstill, operate the TOD
switch to change the modes: 2H mode"TOD
mode"4L mode"TOD mode"2H mode. Check
that the TOD indicator lamps correctly display the
status whenever the mode is changed. If the
transition status is displayed during the shift
operation, run the vehicle a little to complete shifting.
3. Slowly start the vehicle in the TOD mode, and add the
power to accelerate to at least 40 km/h (25 mph)and
maintain the speed for about two minutes. Apply the
brake to completely stop the vehicle. Repeat this test
pattern at least three times.
4. Turn the steering to the right end (or left end) in the
TOD mode, and slowly start the vehicle and make a
circle five times. Next, conduct the same test in the 2H
mode.
5. Slowly start the vehicle in the TOD mode, and
accelerate to at least 40 km/h (25 mph). Keep the
established speed, carefully change the mode in the
sequence ªTOD mode"2H mode "TOD modeº
while checking that the shift is complete in each mode
change. After the test, apply the brake to completely
stop the vehicle.
6. Slowly start the vehicle in the TOD mode, and
accelerate to at least 40 km/h (25 mph). Apply the
brake strongly so that the ABS works, and completely
stop the vehicle.
7. Slowly start the vehicle in the 4L mode, and
accelerate to at least 20 km/h (13 mph). Apply the
brake to completely stop the vehicle.
If the CHECK lamp starts blinking during the test run, read
the trouble codes and give appropriate maintenance
according to the diagnostic procedure. If the TOD
indicator lamps are lit abnormally during the run, check
the lighting condition and give appropriate maintenance
according to the diagnostic procedure. Even if the
phenomena are not observed, try to reproduce the
abnormal state reported by the customer to the possible
extent.

4C±70
DRIVE SHAFT SYSTEM
Phasing
The propeller shaft is designed and built with the yoke
lugs (ears) in line with each other. This design produces
the smoothest running shaft possible, called
phasing.Vibration can be caused by an out±of±phase
propeller shaft.The propeller shaft will absorb vibrations
from speeding up and slowing down each time the
universal joint spins.This vibration would be the same as
a person snapping a rope and watching the ºwaveº
reaction flow to the end.A propeller shaft working in phase
would be similar to two persons snapping a rope at the
same time, and watching the ºwavesº meet and cancel
each other out.In comparison, this would be the same as
the universal joints on a propeller shaft.A total
cancellation of vibration produces a smooth flow of power
in the driveline.It is very important to apply a reference
mark to the propeller shaft before removal, to assure
installation alignment.
Universal Joint
401RW015
Legend
(1) Spider
(2) Yoke
A universal joint consists of two Y-shaped yokes
connected by a crossmember called a spider.
The spider is shaped like a cross. Universal joints are
designed to handle the effects of various loadings and
front or rear axle windup during acceleration. Within the
designed angle variations, the universal joint will operate
efficiently and safely. When the design angle is changed
or exceeded the operational life of the joint may decrease.
The bearings used in universal joints are of the needle
roller type. The needle rollers are held in place on the
trunnions by round bearing cups. The bearing cups are
held in the yokes by snap rings.

6A±12
ENGINE MECHANICAL (6VE1 3.5L)
Engine Noisy
Abnormal engine noise often consists of various noises
originating in rotating parts, sliding parts and other
moving parts of the engine. It is, therefore, advisable to
locate the source of noise systematically.
Troubleshooting Procedure for Crankshaft Journals or Crankshaft Bearing Noise
Condition
Possible causeCorrection
Noise from crank journals or from
crank bearings
(Faulty crank journals and crankOil clearance increased due to worn
crank journals or crank bearingsReplace crank bearings and
crankshaft or regrind crankshaft and
install the undersize bearing
yj
bearings usually make dull noise that
becomes more evident when
accelerating)Crankshaft out of roundReplace crank bearings and
crankshaft or regrind crankshaft and
install the undersize bearing
Crank bearing seizedCrank bearing seized Replace crank
bearings and crankshaft or regrind
crankshaft and install the undersize
bearing
Troubleshooting Procedure for Connecting Rods or Connecting Rod Bearing Noise
Short out each spark plug in sequence using insulated
spark plug wire removers. Locate cylinder with defective
bearing by listening for abnormal noise that stops when
spark plug is shorted out.
Condition
Possible causeCorrection
Noise from connecting rods or from
connecting rod bearings
(Faulty connecting rods orBearing or crankshaft pin wornReplace connecting rod bearings
and crankshaft or regrind crankshaft
pin and install the undersize bearing
yg
connecting rod bearings usually
make an abnormal noise slightly
higher than the crank bearing noise,
which becomes more evident when
Crankpin out of roundReplace connecting rod bearings
and crankshaft or regrind crankshaft
pin and install the undersize bearing
which becomes more evident when
engine is accelerated)Connecting rod bentCorrect or replaceg)
Connecting rod bearing seizedReplace connecting rod bearings
and crankshaft or regrind crankshaft
pin and install the undersize bearing
Troubleshooting Procedure for Piston and Cylinder Noise
Abnormal noise stops when the spark plug on the cylinder
with defective part is shorted out.
Condition
Possible causeCorrection
Piston and cylinder noise
(Faulty piston or cylinder usually
k bid hil
Piston clearance increased due to
cylinder wearReplace piston and cylinder body
makes a combined mechanical
thumping noise which increasesPiston seizedReplace piston and cylinder bodyg
when engine is suddenly accelerated
but diminishes
gradually as thePiston ring brokenReplace piston and cylinder bodybut diminishes gradually as the
engine warms up)Piston defectiveReplace pistons and others
Troubleshooting Procedure for Piston Pin Noise
Short out each spark plug and listen for change in engine
noise.
Condition
Possible causeCorrection
Piston pin noise
(Piston makes noise each time it
goes up and down)Piston pin or piston pin hole wornReplace piston, piston pin and
connecting rod assy

6C±3 ENGINE FUEL (6VE1 3.5L)
When working on the fuel system, there are several
things to keep in mind:

Any time the fuel system is being worked on,
disconnect the battery ground cable except for those
tests where battery voltage is required.

Always keep a dry chemical (Class B) fire
extinguisher near the work area.

Replace all pipes with the same pipe and fittings that
were removed.

Clean and inspect ªOº rings. Replace if required.

Always relieve the line pressure before servicing any
fuel system components.

Do not attempt repairs on the fuel system until you
have read the instructions and checked the pictures
relating to that repair.

Adhere to all Notices and Cautions.
All gasoline engines are designed to use only unleaded
gasoline. Unleaded gasoline must be used for proper
emission control system operation.
Its use will also minimize spark plug fouling and extend
engine oil life. Using leaded gasoline can damage the
emission control system and could result in loss of
emission warranty coverage.
The vapor pressure sensor and vent solenoid valve for
vapor pressure sensor are used to detect abnormalities in
the evaporative emission control system.
The PCM decides whether there is an abnormality in the
evaporative emission control system based on vapor
pressure sensor signal.Fuel Metering
The Powertrain Control Module (PCM) is in complete
control of this fuel delivery system during normal driving
conditions.
The intake manifold function, like that of a diesel, is used
only to let air into the engine. The fuel is injected by
separate injectors that are mounted over the intake
manifold.
The Manifold Absolute Pressure (MAP) sensor measures
the changes in the intake manifold pressure which result
from engine load and speed changes, which the MAP
sensor converts to a voltage output.
This sensor generates the voltage to change
corresponding to the flow of the air drawn into the engine.
The changing voltage is transformed into an electric
signal and provided to the PCM.
With receipt of the signals sent from the MAP sensor,
Intake Air Temperature sensor and others, the PCM
determines an appropriate fuel injection pulse width
feeding such information to the fuel injector valves to
affect an appropriate air/fuel ratio.
The Multiport Fuel Injection system utilizes an injection
system where the injectors turn on at every crankshaft
revolution. The PCM controls the injector on time so that
the correct amount of fuel is metered depending on
driving conditions.
Two interchangeable ªOº rings are used on the injector
that must be replaced when the injectors are removed.
The fuel rail is attached to the top of the intake manifold
and supplies fuel to all the injectors.
Fuel is recirculated through the rail continually while the
engine is running. This removes air and vapors from the
fuel as well as keeping the fuel cool during hot weather
operation.
The fuel pressure control valve that is mounted on the fuel
rail maintains a pressure differential across the injectors
under all operating conditions. It is accomplished by
controlling the amount of fuel that is recirculated back to
the fuel tank based on engine demand.
See Section ªDriveability and Emissionº for more
information and diagnosis.

6D3±23
STARTING AND CHARGING SYSTEM (6VE1 3.5L)
Rectifier Assembly
1. Measure the resistance between each diode terminal
and aluminum diode fin in forward and reverse
directions with the connection of the tester leads
switched. The diodes are normal if resistance is
nearly zero ohms in one direction and is infinitely high
in the other direction.
2. If a diode has no resistance or equal resistance in
both directions, it is defective and should be replaced
together with the holder.
066RS036
IC Regulator Assembly
Connect a variable resistor, two 12V batteries, a fixed
resistor, and a voltmeter to the IC regulator as shown in
illustration.
a. Measuring equipment specifications
1. Fixed resistor (R1) : 10 Ohms /3W
2. Variable resistor (Rv) : 0-300 Ohms/12W
3. Batteries (BAT1, BAT2) : 12V (2 Batteries)
4. DC voltmeter : 0-50V/0.5 steps (4 Check points)
b. Measuring procedure
1. Measure the voltage ªV1º across the first battery
(BAT1). If the reading is between 10 and 13 volts,
the battery is normal.
2. Measure the voltage ªV3º across both the batteries
(BAT1, BAT2). If the reading is between 20 and 26
bolts, the batteries are normal.
3. Gradually increase the resistance of the variable
resistor from zero. Measure the voltage ªV2º (the
voltage across the F and E terminals).
Check to see that the voltage across ªV1º changes at
this time. If there is no change, the voltage regulator
is faulty and must be replaced.4. Measure the voltage at ªV4º (the voltage across the
variable resistor center tap and terminal E with the
variable resistor resistance held constant). The
measured voltage should be within the specified
(14.4+0.3 volts) limits. If it is not, the regulator must
be replaced.
066RX003
Reassembly
To reassemble, follow the disassembly steps in the
reverse order, noting the following points:
NOTE:

Never make battery connections with polarities
reversed, or battery will be shorted via the diodes.
This will cause damage to the diodes.

Do not connect generator B terminal to ground; it is
connected directly to the battery.
This cable will burn if it is connected to ground.

Make sure to disconnect the positive (+) terminal of
the battery when quick-charging battery .
Diodes may be damaged due to abnormal pulse
voltage generated by the quick charger.

When reassembling the front section to rear section,
insert a stiff wire into hole in the rear face of the rear
cover from the outboard side to support the brush in
raised position, then insert the front section to which
rotor is assembled.

Reassemble parts carefully to be sure they fit into
their original position, paying attention to the
insulated portions.

Wipe insulating tubes, washers and plates clean and
install them in position carefully to avoid getting oil or
grease on them.