2002 ISUZU AXIOM transmission

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Page 987 of 2100

ISUZU AXIOM 2002 Service Repair Manual 6E±20
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
PINRefer To ENG RUN IGN ON Wire Color PIN Function
S19ION Sensing ModuleRED/YEL1.555V1.555VGeneral Description and
Operation, ION Sensing
Module
S20T

Page 988 of 2100

ISUZU AXIOM 2002 Service Repair Manual 6E±21
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
PCM Pinout Table, 80-Way Red Connector ± Row ªS21 ~ 40º
060RY00049
PINPIN FunctionWire ColorIGN ONENG RUNRefer To
S21AudioYEL/GRNÐÐChassis Elect

Page 990 of 2100

ISUZU AXIOM 2002 Service Repair Manual 6E±23
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
PCM Pinout Table, 80-Way Red Connector ± Row ªS41 ~ 60º
060RY00050
PINPIN FunctionWire ColorIGN ONENG RUNRefer To
S41AP Sensor 3 Sensor
GroundORN/

Page 992 of 2100

ISUZU AXIOM 2002 Service Repair Manual 6E±25
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
PCM Pinout Table, 80-Way Red Connector ± Row ªS61 ~ 80º
060RY00051
PINPIN FunctionWire ColorIGN ONENG RUNRefer To
S61Intake Air Temperature
(IAT)

Page 996 of 2100

ISUZU AXIOM 2002 Service Repair Manual 6E±29
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Undercarriage Component Locator
014RW142
Undercarriage Component Locator Table
Number
NameLocation
1Fuel Pump Assembly and Vapor Pressure
(Fuel Tank

Page 1002 of 2100

ISUZU AXIOM 2002 Service Repair Manual 6E±35
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Inspect all wires in the engine compartment for proper
connections, burned or chafed spots, pinched wires,
contact with sharp edges or contact with

6E±35
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Inspect all wires in the engine compartment for proper
connections, burned or chafed spots, pinched wires,
contact with sharp edges or contact with hot exhaust
manifolds or pipes.
Basic Knowledge of Tools Required
NOTE: Lack of basic knowledge of this powertrain when
performing diagnostic procedures could result in an
incorrect diagnosis or damage to powertrain
components. Do not attempt to diagnose a powertrain
problem without this basic knowledge.
A basic understanding of hand tools is necessary to effec-
tively use this section of the Service Manual.
Serial Data Communications
Class 2 Serial Data Communications
Government regulations require that all vehicle
manufacturers establish a common communication
system. This vehicle utilizes the ªClass 2º communication
system. Each bit of information can have one of two
lengths: long or short. This allows vehicle wiring to be
reduced by transmitting and receiving multiple signals
over a single wire. The messages carried on Class 2 data
streams are also prioritized. If two messages attempt to
establish communications on the data line at the same
time, only the message with higher priority will continue.
The device with the lower priority message must wait.
The most significant result of this regulation is that it
provides Scan tool manufacturers with the capability to
access data from any make or model vehicle that is sold.
The data displayed on other Scan tools will appear the
same, with some exceptions. Some Scan tools will only
be able to display certain vehicle parameters as values
that are a coded representation of the true or actual value.
On this vehicle the Scan tool displays the actual values for
vehicle parameters. It will not be necessary to perform
any conversions from coded values to actual values.
On-Board Diagnostic (OBD II)
On-Board Diagnostic Tests
A diagnostic test is a series of steps, the result of which is
a pass or fail reported to the diagnostic executive. When
a diagnostic test reports a pass result, the diagnostic
executive records the following data:
The diagnostic test has been completed since the last
ignition cycle.
The diagnostic test has passed during the current
ignition cycle.
The fault identified by the diagnostic test is not
currently active.
When a diagnostic test reports a fail result, the diagnostic
executive records the following data:
The diagnostic test has been completed since the last
ignition cycle.
The fault identified by the diagnostic test is currently
active.
The fault has been active during this ignition cycle.
The operating conditions at the time of the failure.Remember, a fuel trim DTC may be triggered by a list of
vehicle faults. Make use of all information available (other
DTCs stored, rich or lean condition, etc.) when
diagnosing a fuel trim fault.
Comprehensive Component Monitor
Diagnostic Operation
Comprehensive component monitoring diagnostics are
required to monitor emissions-related input and output
powertrain components. The
CARB OBD II
Comprehensive Component Monitoring List Of
Components Intended To illuminate MIL
is a list of
components, features or functions that could fall under
this requirement.
Input Components:
Input components are monitored for circuit continuity and
out-of-range values. This includes rationality checking.
Rationality checking refers to indicating a fault when the
signal from a sensor does not seem reasonable, i.e.
Throttle Position (TP) sensor that indicates high throttle
position at low engine loads or MAP voltage. Input
components may include, but are not limited to the
following sensors:
Vehicle Speed Sensor (VSS)
Crankshaft Position (CKP) sensor
Throttle Position (TP) sensor
Engine Coolant Temperature (ECT) sensor
Manifold Absolute Pressure (MAP) sensor
Mass Air Flow (MAF) sensor
In addition to the circuit continuity and rationality check,
the ECT sensor is monitored for its ability to achieve a
steady state temperature to enable closed loop fuel
control.
Output Components:
Output components are diagnosed for proper response to
control module commands. Components where
functional monitoring is not feasible will be monitored for
circuit continuity and out-of-range values if applicable.
Output components to be monitored include, but are not
limited to, the following circuits:
Control module controlled EVAP Canister Purge
Valve
Electronic Transmission controls
A/C relays
VSS output
MIL control
Cruise control inhibit
Refer to PCM and Sensors in General Descriptions.
Passive and Active Diagnostic Tests
A passive test is a diagnostic test which simply monitors a
vehicle system or component. Conversely, an active test,
actually takes some sort of action when performing
diagnostic functions, often in response to a failed passive
test. For example, the EGR diagnostic active test will
force the EGR valve open during closed throttle decel
and/or force the EGR valve closed during a steady state.
Either action should result in a change in manifold
pressure.

Page 1025 of 2100

ISUZU AXIOM 2002 Service Repair Manual 6E±58
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
For the 3.5L w/automatic transmission, the
pre-catalyst sensors are designated Bank 1 HO2S 1
and Bank 2 HO2S 1. The post-catalyst sensors are
Bank

6E±58
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
For the 3.5L w/automatic transmission, the
pre-catalyst sensors are designated Bank 1 HO2S 1
and Bank 2 HO2S 1. The post-catalyst sensors are
Bank 1 HO2S 2 and Bank 2 HO2S 2.
Catalyst Monitor Outputs
The catalyst monitor diagnostic is sensitive to the
following conditions:
Exhaust leaks
HO2S contamination
Alternate fuels
Exhaust system leaks may cause the following:
Preventing a degraded catalyst from failing the
diagnostic.
Causing a false failure for a normally functioning
catalyst.
Preventing the diagnostic from running.
Some of the contaminants that may be encountered are
phosphorus, lead, silica, and sulfur. The presence of
these contaminants will prevent the TWC diagnostic from
functioning properly.
Three-Way Catalyst Oxygen Storage Capacity
The Three-Way catalyst (TWC) must be monitored for
efficiency. To accomplish this, the control module
monitors the pre-catalyst HO2S and post-catalyst HO2S
oxygen sensors. When the TWC is operating properly,
the post-catalyst oxygen sensor will have significantly
less activity than the pre-catalyst oxygen sensor. The
TWC stores and releases oxygen as needed during its
normal reduction and oxidation process. The control
module will calculate the oxygen storage capacity using
the difference between the pre-catalyst and post catalyst
oxygen sensor's voltage levels. If the activity of the
post-catalyst oxygen sensor approaches that of the
pre-catalyst oxygen sensor, the catalyst's efficiency is
degraded.
Stepped or staged testing level allow the control module
to statistically filter test information. This prevents falsely
passing or falsely failing the oxygen storage capacity test.
The calculations performed by the on-board diagnostic
system are very complex. For this reason, post catalyst
oxygen sensor activity should not be used to determine
oxygen storage capacity unless directed by the service
manual.
Two stages are used to monitor catalyst efficiency.
Failure of the first stage will indicate that the catalyst
requires further testing to determine catalyst efficiency.
The seconds stage then looks at the inputs for the pre and
post catalyst HO2S sensors more closely before
determining if the catalyst is indeed degraded. This
further statistical processing is done to increase the
accuracy of oxygen storage capacity type monitoring.
Failing the first (stage 1) test DOES NOT indicate a failed
catalyst. The catalyst may be marginal or the fuel sulfur
content could be very high.Aftermarket HO2S characteristics may be different from
the original equipment manufacturer sensor. This may
lead to a false pass or a false fail of the catalyst monitor
diagnostic. Similarly, if an aftermarket catalyst does not
contain the same amount of cerium as the original part,
the correlation between oxygen storage and conversion
efficiency may be altered enough to set a false DTC.
Misfire Monitor Diagnostic Operation
Misfire Monitor Diagnostic Operation
Misfire is monitored as a function of the combustion
quality (CQ) signals generated from the ignition current
sense system. Combustion signals represent the degree
of combustion in each cylinder. Misfire is detected when
the combustion signal is below a predetermined value.
The misfire ratio is calculated once every 100 engine
cycles. For example, on a 6-cylinder engine, 600 ignition
plug sparks occur every 100 cycles and if a misfire occurs
12 times during that time, the misfire is 12/600 y 100 = 2
%.
Misfire Counters
Whenever a cylinder misfires, the misfire diagnostic
counts the misfire and notes the crankshaft position at the
time the misfire occurred. These ªmisfire countersº are
basically a file on each engine cylinder. A current and a
history misfire counter are maintained for each cylinder.
The misfire current counters (Misfire Cur #1-6) indicate
the number of firing events out of the last 100 cylinder
firing events which were misfires. The misfire current
counter will display real time data without a misfire DTC
stored. The misfire history counters (Misfire Hist #1-6)
indicate the total number of cylinder firing events which
were misfires. The misfire history counters will display 0
until the misfire diagnostic has failed and a DTC P0300 is
set. Once the misfire DTC P0300 is set, the misfire
history counters will be updated every 100 cylinder firing
events. A misfire counter is maintained for each cylinder.
If the misfire diagnostic reports a failure, the diagnostic
executive reviews all of the misfire counters before
reporting DTC. This way, the diagnostic executive
reports the most current information.
When crankshaft rotation is erratic, a misfire condition will
be detected. Because of this erratic condition, the data
that is collected by the diagnostic can sometimes
incorrectly identify which cylinder is misfiring. Misfires are
counted from more than one cylinder. Cylinder #1 has the
majority of counted misfires. In this case, the Misfire
Counters would identify cylinder #1 as the misfiring
cylinder. The misfires in the other counters were just
background noise caused by the erratic misfire rotation of
the crankshaft. If the number of accumulated misfires is
sufficient for the diagnostic to identify a true misfire, the
diagnostic will set DTC P0300 ± Misfire Detected.
Use diagnostic equipment to monitor misfire counter data
on OBD II-compliant vehicles. Knowing which specific
cylinder(s) misfired can lead to the root cause, even when
dealing with a multiple cylinder misfire. Using the
information in the misfire counters, identify which
cylinders are misfiring. If the counter indicate cylinders

Page 1040 of 2100

ISUZU AXIOM 2002 Service Repair Manual 6E±73
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Powertrain Control Module (PCM)
Diagnosis
To read and clear diagnostic trouble codes, use a Tech 2.
IMPORTANT:Use of a Tech 2 is recommended to clear

6E±73
6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Powertrain Control Module (PCM)
Diagnosis
To read and clear diagnostic trouble codes, use a Tech 2.
IMPORTANT:Use of a Tech 2 is recommended to clear
diagnostic trouble codes from the PCM memory.
Diagnostic trouble codes can also be cleared by turning
the ignition ªOFFº and disconnecting the battery power
from the PCM for 30 seconds. Turning off the ignition and
disconnecting the battery power from the PCM will cause
all diagnostic information in the PCM memory to be
cleared. Therefore, all the diagnostic tests will have to be
re-run.
Since the PCM can have a failure which may affect only
one circuit, following the diagnostic procedures in this
section will determine which circuit has a problem and
where it is.
If a diagnostic chart indicates that the PCM connections
or the PCM is the cause of a problem, and the PCM is
replaced, but this does not correct the problem, one of the
following may be the reason:
There is a problem with the PCM terminal
connections. The terminals may have to be removed
from the connector in order to check them properly.
EEPROM program is not correct for the application.
Incorrect components or reprogramming the PCM
with the wrong EEPROM program may cause a
malfunction and may or may not set a DTC.
The problem is intermittent. This means that the
problem is not present at the time the system is being
checked. In this case, refer to the
Symptoms portion
of the manual and make a careful physical inspection
of all component and wiring associated with the
affected system.
There is a shorted solenoid, relay coil, or harness.
Solenoids and relays are turned ªONº and ªOFFº by
the PCM using internal electronic switches called
drivers. A shorted solenoid, relay coil, or harness will
not damage the PCM but will cause the solenoid or
relay to be inoperative.
Multiple PCM Information Sensor
DTCs Set
Circuit Description
The powertrain control module (PCM) monitors various
sensors to determine the engine operating conditions.
The PCM controls fuel delivery, spark advance,
transmission operation, and emission control device
operation based on the sensor inputs.
The PCM provides a sensor ground to all of the sensors.
The PCM applies 5 volts through a pull±up resistor, and
determines the status of the following sensors by
monitoring the voltage present between the 5±volt supply
and the resistor:
The engine coolant temperature (ECT) sensor
The intake air temperature (IAT) sensor
The transmission fluid temperature (TFT) sensorThe PCM provides the following sensors with a 5±volt
reference and a sensor ground signal:
1
The exhaust gas recirculating (EGR) pintle position
sensor
The manifold absolute pressure (MAP) sensor
The throttle position (TP) sensor 1
The acceleration position (AP) sensor 1
The acceleration position (AP) sensor 3
The Vapor Pressure Sensor
2
The Crank position (CKP) sensor
The throttle position (TP) sensor 2
The acceleration position (AP) sensor 2
The PCM monitors the separate feedback signals from
these sensors in order to determine their operating
status.
Diagnostic Aids
IMPORTANT:Be sure to inspect PCM and engine
grounds for being secure and clean.
A short to voltage in one of the sensor input circuits may
cause one or more of the following DTCs to be set:
P0425
P0108, P1106
P0406
P1120, P1515, P1221, P1516, P1635
P1275, P1639, P1271, P1273
P1285, P1272, P1273
P0336, P0337
P1220, P1515, P1221, P1515, P1516
P1280, P1271, P1272
IMPORTANT:If a sensor input circuit has been shorted
to voltage, ensure that the sensor is not damaged. A
damaged sensor will continue to indicate a high or low
voltage after the affected circuit has been repaired. If the
sensor has been damaged, replace it.
An open in the sensor ground circuit between the PCM
and the splice will cause one or more of the following
DTCs to be set:
P0425
P0108, P1106
P0406
P1120, P1515, P1221, P1516, P1635
P1275, P1639, P1271, P1273
P1285, P1272, P1273
P0336, P0337
P1220, P1515, P1221, P1515, P1516
P1280, P1271, P1272
A short to ground in the 5±volt reference A or B circuit will
cause one or more of the following DTCs to be set:
P0453
P0106, P0107, P1107
P0401, P1404, P0405
P1120, P1515, P1221, P1516, P1635

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