2002 ISUZU AXIOM low oil pressure

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.

6D2±2
IGNITION SYSTEM (6VE1 3.5L)
General Description
Ignition is done by the electronic ignition (El) that directly
fires the spark plugs from ignition coils through spark plug
wires without using a distributor. The firing orders are
selected No.1, No.2, No.3, No.4, No.5, and No6.
Since the cylinder on exhaust stroke requires less energy
to fire its ignition plug, energy from the ignition coils can be
utilized to fire the mating cylinder on compression stroke.
After additional 360
rotation, respective cylinder strokes
are reversed.
The EI consists of six ignition coils,ignition control
module, crank position sensor, powertrain control module
(PCM) and other components.
The ignition coils are connected with the PCM by means
of a 80 pin connector.The ignition control module turns on/off the primary circuit
of ignition coils, and also it controls the ignition timing at
the engine speed below 538 rpm.
A notch in the timing disc on the crankshaft activates the
crank position sensor which then sends information such
as firing order and starting timing of each ignition coil to
the PCM.
Further, the El employs ignition control (IC) to control
similar to a distributor system.
By receiving signals such as crank position,engine
speed, water temperature and Manifold Absolute
Pressure (MAP), the PCM controls the ignition timing.
D06RY00037
Diagnosis
Refer to Section Drivability and Emissions for the
diagnosis to electronic ignition system (El system).

6E±2
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Fuel Trim System Monitor Diagnostic
Operation 6E±59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Trim System Monitor Diagnostic
Operation 6E±59. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Trim Cell Diagnostic Weights 6E±59. . . . . . .
On-Board Diagnostic (OBD II) System Check 6E±60
Circuit Description 6E±60. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E±60. . . . . . . . . . . . . . . . . . . . . . . .
Test Description 6E±60. . . . . . . . . . . . . . . . . . . . . . .
A/C Clutch Control Circuit Diagnosis 6E±63. . . . . . .
Circuit Description 6E±63. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E±63. . . . . . . . . . . . . . . . . . . . . . . .
A/C Clutch Diagnosis 6E±64. . . . . . . . . . . . . . . . . .
Electronic Ignition System Diagnosis 6E±68. . . . . . .
EVAP Canister Purge Solenoid and EVAP
Vent Solenoid Valve 6E±68. . . . . . . . . . . . . . . . . . . . .
Visual Check of The Evaporative Emission
Canister 6E±68. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Metering System Check 6E±68. . . . . . . . . . . . .
Fuel System Pressure Test 6E±68. . . . . . . . . . . . . . .
Fuel Injector Coil Test Procedure and Fuel
Injector Balance Test Procedure 6E±68. . . . . . . . . .
Test Description 6E±68. . . . . . . . . . . . . . . . . . . . . . .
Injector Coil Test Procedure (Steps 1-6)
and Injector Balance Test Procedure
(Steps 7-11) 6E±69. . . . . . . . . . . . . . . . . . . . . . . . . .
Powertrain Control Module (PCM) Diagnosis 6E±73
Multiple PCM Information Sensor DTCs Set 6E±73
Circuit Description 6E±73. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E±73. . . . . . . . . . . . . . . . . . . . . . . .
Exhaust Gas Recirculation (EGR) Diagnosis 6E±76
Engine Tech 2 Data Definitions and Ranges 6E±76
Typical Scan Data Values 6E±78. . . . . . . . . . . . . . . .
Test Conditions 6E±78. . . . . . . . . . . . . . . . . . . . . . . .
No Malfunction Indicator Lamp (MIL) 6E±84. . . . . . .
Circuit Description 6E±84. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E±84. . . . . . . . . . . . . . . . . . . . . . . .
Malfunction Indicator Lamp (MIL) ªONº
Steady 6E±87. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Circuit description 6E±87. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E±87. . . . . . . . . . . . . . . . . . . . . . . .
No Reduced Power Lamp (RPL) 6E±89. . . . . . . . . .
Circuit Description 6E±89. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E±89. . . . . . . . . . . . . . . . . . . . . . . .
Test Description 6E±89. . . . . . . . . . . . . . . . . . . . . . .
Reduced Power Lamp (RPL) ªONº Steady 6E±93. .
Circuit Description 6E±93. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E±93. . . . . . . . . . . . . . . . . . . . . . . .
Test Description 6E±93. . . . . . . . . . . . . . . . . . . . . . .
Starter Control System Check 6E±96. . . . . . . . . . . . .
Circuit Description 6E±96. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E±96. . . . . . . . . . . . . . . . . . . . . . . .
Engine Cranks But Will Not Run 6E±100. . . . . . . . . . .
Circuit Description 6E±102. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E±102. . . . . . . . . . . . . . . . . . . . . . . . Test Description 6E±102. . . . . . . . . . . . . . . . . . . . . . .
Fuel System Electrical Test 6E±107. . . . . . . . . . . . . . .
Circuit Description 6E±108. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E±108. . . . . . . . . . . . . . . . . . . . . . . .
Test Description 6E±108. . . . . . . . . . . . . . . . . . . . . . .
Fuel Pressure Relief Procedure 6E±108. . . . . . . . .
Electric Throttle Control (ETC) System
Check 6E±111. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Circuit Description 6E±112. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E±112. . . . . . . . . . . . . . . . . . . . . . . .
Test Description 6E±112. . . . . . . . . . . . . . . . . . . . . . .
Fuel System Diagnosis 6E±115. . . . . . . . . . . . . . . . . . .
Circuit Description 6E±116. . . . . . . . . . . . . . . . . . . . .
Test Description 6E±116. . . . . . . . . . . . . . . . . . . . . . .
Fuel Pressure Relief Procedure 6E±117. . . . . . . . .
Exhaust Gas Recirculation (EGR) System
Check 6E±120. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Circuit Description 6E±120. . . . . . . . . . . . . . . . . . . . .
Manifold Absolute Pressure (MAP) Output
Check 6E±122. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Circuit Description 6E±122. . . . . . . . . . . . . . . . . . . . .
Evaporative (EVAP) Emissions Canister
Purge Valve Check 6E±124. . . . . . . . . . . . . . . . . . . . .
Circuit Description 6E±124. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E±124. . . . . . . . . . . . . . . . . . . . . . . .
PCM Diagnostic Trouble Codes 6E±127. . . . . . . . . . .
DTC P0101 MAF System Performance 6E±131. . . .
DTC P0102 MAF Sensor Circuit Low
Frequency 6E±134. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0103 MAF Sensor Circuit High
Frequency 6E±137. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0106 MAP System Performance 6E±140. . . .
DTC P0107 MAP Sensor Circuit Low
Voltage 6E±143. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0108 MAP Sensor Circuit High
Voltage 6E±146. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0112 IAT Sensor Circuit Low
Voltage 6E±149. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0113 IAT Sensor Circuit High
Voltage 6E±152. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0117 ECT Sensor Circuit Low
Voltage 6E±155. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0118 ECT Sensor Circuit High
Voltage 6E±158. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0125 ECT Excessive Time to Closed
Loop Fuel Control 6E±161. . . . . . . . . . . . . . . . . . . . . . .
DTC P0128 Thermostat Insufficient
Temperature for Stable Operation 6E±164. . . . . . . . .
DTC P0131 HO2S Circuit Low Voltage
Bank 1 Sensor 1 6E±166. . . . . . . . . . . . . . . . . . . . . . . .
DTC P0132 HO2S Circuit High Voltage
Bank 1 Sensor 1 6E±169. . . . . . . . . . . . . . . . . . . . . . . .
DTC P0133 HO2S Slow Response
Bank 1 Sensor 1 6E±172. . . . . . . . . . . . . . . . . . . . . . . .
DTC P0134 HO2S Circuit Insufficient
Activity Bank 1 Sensor 1 6E±176. . . . . . . . . . . . . . . . .

6E±34
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
dissatisfaction. The following list of non-vehicle faults
does not include every possible fault and may not apply
equally to all product lines.
Fuel Quality
Fuel quality is not a new issue for the automotive industry,
but its potential for turning on the MIL (ªCheck Engineº
lamp) with OBD II systems is new.
Fuel additives such as ªdry gasº and ªoctane enhancersº
may affect the performance of the fuel. If this results in an
incomplete combustion or a partial burn, it will show up as
a Misfire DTC P0300. The Reed Vapor Pressure of the
fuel can also create problems in the fuel system,
especially during the spring and fall months when severe
ambient temperature swings occur. A high Reed Vapor
Pressure could show up as a Fuel Trim DTC due to
excessive canister loading. High vapor pressures
generated in the fuel tank can also affect the Evaporative
Emission diagnostic as well.
Using fuel with the wrong octane rating for the vehicle
may cause driveability problems. Many of the major fuel
companies advertise that using ªpremiumº gasoline will
improve the performance of the vehicle. Most premium
fuels use alcohol to increase the octane rating of the fuel.
Although alcohol-enhanced fuels may raise the octane
rating, the fuel's ability to turn into vapor in cold
temperatures deteriorates. This may affect the starting
ability and cold driveability of the engine.
Low fuel levels can lead to fuel starvation, lean engine
operation, and eventually engine misfire.
Non-OEM Parts
All of the OBD II diagnostics have been calibrated to run
with OEM parts. Something as simple as a
high-performance exhaust system that affects exhaust
system back pressure could potentially interfere with the
operation of the EGR valve and thereby turn on the MIL
(ªCheck Engineº lamp). Small leaks in the exhaust
system near the post catalyst oxygen sensor can also
cause the MIL (ªCheck Engineº lamp) to turn on.
Aftermarket electronics, such as transceivers, stereos,
and anti-theft devices, may radiate EMI into the control
system if they are improperly installed. This may cause a
false sensor reading and turn on the MIL (ªCheck Engineº
lamp).
Environment
Temporary environmental conditions, such as localized
flooding, will have an effect on the vehicle ignition system.
If the ignition system is rain-soaked, it can temporarily
cause engine misfire and turn on the MIL (ªCheck Engineº
lamp).
Refueling
A new OBD II diagnostic was introduced in 1996 on some
vehicles. This diagnostic checks the integrity of the entire
evaporative emission system. If the vehicle is restarted
after refueling and the fuel cap is not secured correctly,
the on-board diagnostic system will sense this as a
system fault and turn on the MIL (ªCheck Engineº lamp)
with a DTC P0440.Vehicle Marshaling
The transportation of new vehicles from the assembly
plant to the dealership can involve as many as 60 key
cycles within 2 to 3 miles of driving. This type of operation
contributes to the fuel fouling of the spark plugs and will
turn on the MIL (ªCheck Engineº lamp) with a P0300
Misfire DTC.
Poor Vehicle Maintenance
The sensitivity of OBD II diagnostics will cause the MIL
(ªCheck Engineº lamp) to turn on if the vehicle is not
maintained properly. Restricted air filters, fuel filters, and
crankcase deposits due to lack of oil changes or improper
oil viscosity can trigger actual vehicle faults that were not
previously monitored prior to OBD II. Poor vehicle
maintenance can't be classified as a ªnon-vehicle faultº,
but with the sensitivity of OBD II diagnostics, vehicle
maintenance schedules must be more closely followed.
Related System Faults
Many of the OBD II system diagnostics will not run if the
PCM detects a fault on a related system or component.
One example would be that if the PCM detected a Misfire
fault, the diagnostics on the catalytic converter would be
suspended until Misfire fault was repaired. If the Misfire
fault was severe enough, the catalytic converter could be
damaged due to overheating and would never set a
Catalyst DTC until the Misfire fault was repaired and the
Catalyst diagnostic was allowed to run to completion. If
this happens, the customer may have to make two trips to
the dealership in order to repair the vehicle.
Emissions Control Information Label
The engine compartment ªVehicle Emissions Control
Information Labelº contains important emission
specifications and setting procedures. In the upper left
corner is exhaust emission information. This identifies
the emission standard (Federal, California, or Canada) of
the engine, the displacement of the engine in liters, the
class of the vehicle, and the type of fuel metering system.
There is also an illustrated emission components and
vacuum hose schematic.
This label is located in the engine compartment of every
vehicle. If the label has been removed it should be
replaced. It can be ordered from Isuzu Dealership.
Visual / Physical Engine Compartment
Inspection
Perform a careful visual and physical engine
compartment inspection when performing any diagnostic
procedure or diagnosing the cause of an emission test
failure. This can often lead to repairing a problem without
further steps. Use the following guidelines when
performing a visual/physical inspection:

Inspect all vacuum hoses for pinches, cuts,
disconnections, and proper routing.

Inspect hoses that are difficult to see behind other
components.

6E±63
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
A/C Clutch Control Circuit Diagnosis
060R100063
Circuit Description
When air conditioning and blower fan are selected, and if
the system has a sufficient refrigerant charge, a 12-volt
signal is supplied to the A/C request input of the
powertrain control module (PCM). The A/C request
signal may be temporarily canceled during system
operation by the electronic thermostat in the evaporator
case. When the A/C request signal is received by the
PCM, the PCM supplies a ground from the compressor
clutch relay if the engine operating conditions are within
acceptable ranges. With the A/C compressor relay
energized, voltage is supplied to the compressor clutch
coil.
The PCM will enable the compressor clutch to engage
whenever A/C has been selected with the engine running,
unless any of the following conditions are present:

The throttle is greater than 90%.

The ignition voltage is below 10.5 volts.

The engine speed is greater than 4500 RPM for 5
seconds or 5400 RPM.
The engine coolant temperature (ECT) is greater
than 125
C (257
F).

The intake air temperature (IAT) is less than 5
C
(41
F).

The power steering pressure switch signals a high
pressure condition.
Diagnostic Aids
To diagnose an the intermittent fault, check for following
conditions:

Poor connection at the PCM±Inspect connections for
backed-out terminals, improper mating, broken locks,
improperly formed or damaged terminals, and poor
terminal-to-wire connection.

Damaged harness±Inspect the wiring harness for
damage. If the harness appears to OK, observe the
A/C clutch while moving connectors and wiring
harnesses related to the A/C. A sudden clutch
malfunction will indicate the source of the intermittent
fault.

6E±68
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Electronic Ignition System Diagnosis
If the engine cranks but will not run or immediately stalls,
the Engine Cranks But Will Not Start chart must be used
to determine if the failure is in the ignition system or the
fuel system. If DTC P0300 through P0306, P0341, or
P0336 is set, the appropriate diagnostic trouble code
chart must be used for diagnosis.
If a misfire is being experienced with no DTC set, refer to
the
Symptoms section for diagnosis.
EVAP Canister Purge Solenoid and
EVAP Vent Solenoid Valve
A continuous purge condition with no purge commanded
by the PCM will set a DTC P1441. Refer to the DTC charts
for further information.
Visual Check of The Evaporative
Emission Canister

If the canister is cracked or damaged, replace the
canister.

If fuel is leaking from the canister, replace the canister
and check hoses and hose routing.
Fuel Metering System Check
Some failures of the fuel metering system will result in an
ªEngine Cranks But Will Not Runº symptom. If this
condition exists, refer to the
Cranks But Will Not Run
chart. This chart will determine if the problem is caused
by the ignition system, the PCM, or the fuel pump
electrical circuit.
Refer to
Fuel System Electrical Test for the fuel system
wiring schematic.
If there is a fuel delivery problem, refer to
Fuel System
Diagnosis
, which diagnoses the fuel injectors, the fuel
pressure regulator, and the fuel pump. If a malfunction
occurs in the fuel metering system, it usually results in
either a rich HO2S signal or a lean HO2S signal. This
condition is indicated by the HO2S voltage, which causes
the PCM to change the fuel calculation (fuel injector pulse
width) based on the HO2S reading. Changes made to the
fuel calculation will be indicated by a change in the long
term fuel trim values which can be monitored with a
Tech 2. Ideal long term fuel trim values are around 0%;
for a lean HO2S signal, the PCM will add fuel, resulting in
a fuel trim value above 0%. Some variations in fuel trim
values are normal because all engines are not exactly the
same. If the evaporative emission canister purge is ªONº,
the fuel trim may be as low as ±38%. If the fuel trim values
are greater than +23%, refer to
DTC P0131, DTC P0151,
DTC P0171, and DTC 1171
for items which can cause a
lean HO2S signal.
Fuel System Pressure Test
A fuel system pressure test is part of several of the
diagnostic charts and symptom checks. To perform this
test, refer to
Fuel Systems Diagnosis.
Fuel Injector Coil Test Procedure and
Fuel Injector Balance Test Procedure
T32003
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart:
2. Relieve the fuel pressure by connecting the J
34730-1 Fuel Pressure Gauge to the fuel pressure
connection on the fuel rail.
CAUTION: In order to reduce the risk of fire and
personal injury, wrap a shop towel around the fuel
pressure connection. The towel will absorb any fuel
leakage that occurs during the connection of the fuel
pressure gauge. Place the towel in an approved
container when the connection of the fuel pressure
gauge is complete.
Place the fuel pressure gauge bleed hose in an
approved gasoline container.
With the ignition switch ªOFFº, open the valve on the
fuel pressure gauge.
3. Record the lowest voltage displayed by the DVM
after the first second of the test. (During the first
second, voltage displayed by the DVM may be
inaccurate due to the initial current surge.)
Injector Specifications:
Resistance (Ohms)
Voltage Specification at
10
C-35
C (50
F-95
F)
11.8 ± 12.65.7 ± 6.6

The voltage displayed by the DVM should be within
the specified range.

The voltage displayed by the DVM may increase
throughout the test as the fuel injector windings
warm and the resistance of the fuel injector windings
changes.

6E±69
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS

An erratic voltage reading (large fluctuations in
voltage that do not stabilize) indicates an
intermittent connection within the fuel injector.
5. Injector Specifications:
Highest Acceptable
Voltage Reading
Above/Below 35
C/10
C
(95
F/50
F)
Acceptable Subtracted
Value
9.5 Volts0.6 Volts
7. The Fuel Injector Balance Test portion of this chart
(Step 7 through Step 11) checks the mechanical
(fuel delivery) portion of the fuel injector. An engine
cool-down period of 10 minutes is necessary in
order to avoid irregular fuel pressure readings due
to ªHot Soakº fuel boiling.
Injector Coil Test Procedure (Steps 1-6) and Injector Balance Test Procedure
(Steps 7-11)
R262001
CYLINDER123456
1st Reading (1)296 kPa
(43 psi)296 kPa
(43 psi)296 kPa
(43 psi)296 kPa
(43 psi)296 kPa
(43 psi)296 kPa
(43 psi)
2nd Reading (2)131 kPa
(19 psi)117 kPa
(17 psi)124 kPa
(18 psi)145 kPa
(21 psi)131 kPa
(19 psi)130 kPa
(19 psi)
Amount of Drop (1st
Reading±2nd Reading)165 kPa
(24 psi)179 kPa
(26 psi)172 kPa
(25 psi)151 kPa
(22 psi)165 kPa
(24 psi)166 kPa
(24 psi)
Av.drop = 166 kPa/24 psi +
10 kPa/1.5 psi
= 156 ± 176 kPa or
22.5 ± 25.5 psiOKFaulty, Rich
(Too Much
Fuel Drop)OKFaulty, Lean
(Too Little
Fuel Drop)OKOK
NOTE: These figures are examples only.

6E±70
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Injector Coil Test Procedure (Steps 1-6) and Injector Balance Test Procedure
(Steps 7-11)

StepActionValue(s)Ye sNo
1Was the ªOn-Board Diagnostic (OBD) System Checkº
performed?
ÐGo to Step 2
Go to OBD
System
Check
21. Turn the engine ªOFFº.
NOTE: In order to prevent flooding of a single cylinder
and possible engine damage, relieve the fuel pressure
before performing the fuel injector coil test procedure.
2. Relieve the fuel pressure. Refer to
Test Description
Number 2.
3. Connect the J 39021-5V Fuel Injector Tester to B+
and ground, and to the J 39021-90 Injector Switch
Box.
4. Connect the injector switch box to the grey fuel
injector harness connector located on the front of
the EVAP canister bracket.
5. Set the amperage supply selector switch on the fuel
injector tester to the ªCoil Testº 0.5 amp position.
6. Connect the leads from the J 39200 Digital
Voltmeter (DVM) to the injector tester. Refer to the
illustrations associated with the test description.
7. Set the DVM to the tenths scale (0.0).
8. Observe the engine coolant temperature.
Is the engine coolant temperature within the specified
values?
10
C (50
F)
to 35
C
(95
F)
Go to Step 3Go to Step 5
31. Set injector switch box injector #1.
2. Press the ªPush to Start Testº button on the fuel
injector tester.
3. Observe the voltage reading on the DVM.
IMPORTANT:The voltage reading may rise during the
test.
4. Record the lowest voltage observed after the first
second of the test.
5. Set the injector switch box to the next injector and
repeat steps 2, 3, and 4.
Did any fuel injector have an erratic voltage reading
(large fluctuations in voltage that did not stabilize) or a
voltage reading outside of the specified values?
5.7-6.6 VGo to Step 4Go to Step 7
4Replace the faulty fuel injector(s). Refer to Fuel
Injector.
Is the action complete?ÐGo to Step 7Ð