2004 ISUZU TF SERIES Transmission

6E–6 ENGINE DRIVEABILITY AND EMISSIONS
ABBREVIATIONS CHARTS
A bbreviations A ppellation
A/C Air Conditioner
A/T Automatic Transmission
ACC Accessory
BLK Black
BLU Blue
BRN Brown
CEL Check Engine Lamp
CKP Crankshaft Position
DLC Data Link Connector
DTC Diagnostic Trouble Code
DVM Digital Volt Meter
ECM Engine Control Module
ECT Engine Coolant Temperature
EEPROM Electrically Erasable & Programmable Read Only Memory
EVAP Evaporative Emission
EVRV Electric Vacuum Regulating Valve
EXH Exhaust
FT Fuel Temperature
GND Ground
GRY Gray
HOS2 Heated Ox ygen Sensor
IAC Idel Air Control
IAT Intake Air Temperature
IG Ignition
ITP Intake Throttle Position
KS Knock Sensor
M/T Manual Transmission
MAP Manifold Absolute Pressure
MIL Malfunction Indicator Lamp
OBD On-Board Diagnostic
ORN Orange
OT Oil Temperature
PNK Pink
RED Red
SW Switch
TB Throttle Body
TEMP Temperature
TP Throttle Posi tion
VCC Voltage Constant Control
VSS Vehicle Speed Sensor
WHT Whi te
Y EL Yellow

6E–10 ENGINE DRIVEABILITY AND EMISSIONS
(1) Canister(1)
(2)Fuel Tank
Fuel Pump
2 1
(1)
(2)Vehicle Speed Sensor (VSS)
Transmission Assembly
12
(1)
(2)Power Steering Pressure Switch
Power Steering Oil Pump Assembly
12

ENGINE DRIVEABILITY AND EMISSIONS 6E–51
Intake Air Temperature (IAT) Sensor
The IAT sensor is a thermistor. A temperature changes
the resistance value. And it changes voltage. In other
words it measures a temperature value. Low air
temperature produces a high resistance.
The ECM supplies 5 volts signal to the IAT sensor
through resisters in the ECM and measures the voltage.
The signal voltage will be high when the air temperature
is cold, and it will be low when the air temperature is
hot.
Vehicle Speed Sensor (VSS)
The VSS is a magnet rotated by the transmission output
shaft. The VSS uses a hall element. It interacts with the
magnetic field treated by the rotating magnet. It outputs
pulse signal. The 12 volts operating supply from the
meter fuse.
Heated Oxygen (O2) Sensor
The heated ox ygen sensor consists of a 4-wire low
temperature activated zirconia ox ygen analyzer element
with heater for operating temperature of 315°C, and
there is one mounted on each ex haust pipe.
A constant 450millivolt is supplied by the ECM between
the two supply terminals, and oxygen concentration in
the ex haust gas is reported to the ECM as returned
signal voltage.
The ox ygen present in the ex haust gas reacts with the
sensor to produce a voltage output. This voltage should
constantly fluctuate from approx imately 100mV to
1000mV and the ECM calculates the pulse width
commanded for the injectors to produce the proper
combustion chamber mix ture.
Low ox ygen sensor output voltage is a lean mix ture
which will result in a rich commanded to compensate.
High ox ygen sensor output voltage is a rich mix ture
which result in a lean commanded to compensate.
When the engine is first started the system is in “Open
Loop” operation. In “Open Loop”, the ECM ignores the
signal from the ox ygen sensors. When various
conditions (ECT, time from start, engine speed &
ox ygen sensor output) are met, the system enters
“Closed Loop” operation. In “Closed Loop”, the ECM
calculates the air fuel ratio based on the signal from the
ox ygen sensors.
Heated ox ygen sensors are used to minimize the
amount of time required for closed loop fuel control to
begin operation and allow accurate catalyst monitoring.
The ox ygen sensor heater greatly decreases the
amount of time required for fuel control sensors to
become active.
Oxygen sensor heaters are required by catalyst monitor
and sensors to maintain a sufficiently high temperature
which allows accurate ex haust ox ygen content readings
further away from the engine.
C haract erist ic of I A T Sen sor -Ref erence-
10 100 1000 10000 100000
- 20 - 10 0 10 20 30 40 50 60 70 80 90 100 110 120
I nt ake A i r T emp. ( deg . C ) ( Tec h2 R eadi ng )
Resistance (ohm) (Solid Line)

6E–64 ENGINE DRIVEABILITY AND EMISSIONS
–Are there areas subjected to vibration or
movement (engine, transmission or
suspension)?
–Are there areas ex posed to moisture, road salt
or other corrosives (battery acid, oil or other
fluids)?
–Are there common mounting areas with other
systems/components?
–Have previous repairs been performed to wiring,
connectors, components or mounting areas
(causing pinched wires between panels and
drivetrain or suspension components without
causing and immediate problem)?
–Does the vehicle have aftermarket or dealer-
installed equipment (radios, telephone, etc.)
Step 2: Isolate the problem
At this point, you should have a good idea of what could
cause the present condition, as well as could not cause
the condition. Actions to take include the following:
Divide (and separate, where possible) the system or
circuit into smaller sections
Confine the problem to a smaller area of the vehicle
(start with main harness connections while removing
panels and trim as necessary in order to eliminate
large vehicle sections from further investigation)
For two or more circuits that do not share a common
power or ground, concentrate on areas where
harnesses are routed together or connectors are
shared (refer to the following hints)
Hints
Though the symptoms may vary, basic electrical failures
are generally caused by:
Loose connections:
–Open/high resistance in terminals, splices,
connectors or grounds
Incorrect connector/harness routing (usually in new
vehicles or after a repair has been made):
–Open/high resistance in terminals, splices,
connectors of grounds
Corrosion and wire damage:
–Open/high resistance in terminals, splices,
connectors of grounds
Component failure:
–Opens/short and high resistance in relays,
modules, switches or loads
Aftermarket equipment affecting normal operation of
other systems
You may isolate circuits by:
Unplugging connectors or removing a fuse to
separate one part of the circuit from another part
Operating shared circuits and eliminating those that
function normally from the suspect circuit
If only one component fails to operate, begin testingat the component
If a number of components do no operate, begin tests
at the area of commonality (such as power sources,
ground circuits, switches or major connectors)
What resources you should use
Whenever appropriate, you should use the following
resources to assist in the diagnostic process:
Service manual
Technical equipment (for data analysis)
Ex perience
Technical Assistance
Circuit testing tools
5d. Intermittent Diagnosis
By definition, an intermittent problem is one that does
not occur continuously and will occur when certain
conditions are met. All these conditions, however, may
not be obvious or currently known. Generally,
intermittents are caused by:
Faulty electrical connections and wiring
Malfunctioning components (such as sticking relays,
solenoids, etc.)
EMI/RFI (Electromagnetic/radio frequency
interference)
Aftermarket equipment
Intermittent diagnosis requires careful analysis of
suspected systems to help prevent replacing good
parts. This may involve using creativity and ingenuity to
interpret customer complaints and simulating all
ex ternal and internal system conditions to duplicate the
problem.
What you should do
Step 1: A cquire information
A thorough and comprehensive customer check sheet
is critical to intermittent problem diagnosis. You should
require this, since it will dictate the diagnostic starting
point. The vehicle service history file is another
source for accumulating information about the
complaint.
Step 2: A nalyze the intermittent problem
Analyze the customer check sheet and service history
file to determine conditions relevant to the suspect
system(s).
Using service manual information, you must identify,
trace and locate all electrical circuits related to the
malfunctioning system(s). If there is more than one
system failure, you should identify, trace and locate
areas of commonality shared by the suspect circuits.

ENGINE DRIVEABILITY AND EMISSIONS 6E–69
Reading Diagnostic Trouble Codes Using a
Tech 2
The procedure for reading diagnostic trouble code(s) is
to used a diagnostic Tech 2. When reading DTC(s),
follow instructions supplied by Tech 2 manufacturer.
Clearing Diagnostic Trouble Codes
To clear Diagnostic Trouble Codes (DTCs), use the
Te c h 2 “clear DTCs” or “clear information” function.
When clearing DTCs follow instructions supplied by the
Tech 2 manufacturer.
Diagnosis With Tech 2
If no codes are set:
Refer to F1: Data Display and identify the electrical
faults that are not indicated by trouble code.
Refer to “SYMPTOM DIAGNOSIS”.
If codes are set:
1. Record all trouble codes displayed by Tech 2 and
check id the codes are intermittent.
2. Clear the codes.
3. Drive the vehicle for a test to reproduce the faulty
status.
4. Check trouble codes again using the Tech 2.
5. If no codes is displayed by test driving, the fault is
intermittent. In this case, refer to “DIAGNOSIS
AIDS”.
6. If a code is present, refer to DTC Chart for
diagnosis.
7. Check trouble codes again using the Tech 2.
Tech 2 CONNECTION
Tech 2 scan tool is used to electrically diagnose the
automatic transmission system and to check the
system. The Tech 2 enhances the diagnosis efficiency
though all the troubleshooting can be done without the
Te c h 2 .1. Configuration of Tech 2
Tech 2 scan tool kit (No. 7000086), Tech 2 scan
tool (No. 7000057) and DLC cable (No.
3000095).
SAE 16/19 adapter (No. 3000098) (3), RS232
loop back connector (No. 3000112) (2) and
PCMCIA card (No. 3000117) (1).
2. Tech 2 Connection
Check the key switch is turn OFF.
Insert the PCMCIA card (1) into the Tech 2 (5).
Connect the SAE 16/19 adapter (3) to the DLC
cable (4).
Connect the DLC cable (4) to the Tech 2 (5).
Connect the SAE 16/19 adapter (3) to the data
link connector of the vehicle.
Turn the key switch of the vehicle ON and press
the “PWR” key of the Tech 2.
Check the display of the Tech 2.
NOTE: Be sure to check that the power is not supplied
to the Tech 2 when attaching or removing the PCMCIA
card.

ENGINE DRIVEABILITY AND EMISSIONS 6E–85
2. Demand of Data
1. Connect Tech-2 to the vehicle. When activated by
turning on the power of Tech-2, push the “Enter”
switch.
2. Turn on the ignition switch (without starting the
engine)
3. In the main menu of Diagnostic Tester, push “F1:
Service Programming System (SPS)”.
4. Push “F0: Request Info” of Tech-2.5. Where vehicle data has been already saved in Tech
2, the ex isting data come on display. In this
instance, as Tech-2 starts asking whether to keep
the data or to continue obtaining anew data from the
control unit, choose either of them
6. If you select “continue”, you have to select “Model
Year”, “Vehicle Type”.
7. After that. then push button and turn Ignition switch
tuned on, off, on following Tech-2 display. Tech-2
will read information from controller after this
procedure.
8. During obtaining information, Tech-2 is receiving
information from the control unit ECM and TCM (A/T
only) at the same time. With VIN not being
programmed into the new control unit at the time of
shipment, "obtaining information" is not complete
(because the vehicle model, engine model and
model year are specified from VIN). For the
procedure get additional information on vehicles,
instruction will be provided in dialog form, when
TIS2000 is in operation.
9. Following instructions by Tech-2, push the “Ex it”
switch of Tech-2, turn off the ignition of the vehicle
and turn off the power of Tech-2, thereby removing
from the vehicle.3. Data Exchange
1. Connect Tech-2 to P/C, turn on the power and click
the “Next” button of P/C.
2. Check VIN of the vehicle and choose “Next”.
3. Select “System Type” for required control unit.
Engine (Programming for ECM or PCM)
Transmission (Programming for TCM)
4. When a lack of data is asked from among the
following menu, enter accordingly.
Select following Menu
Model Year
Model
Engine type
Transmission type
Destination code (vehicles for general export)*1
Immobilizer
Etc.
* 1: How to read the destination code
Destination code can be read from ID Plate affix ed on
vehicles, while on VIN plate the destination code is
described at the right-hand edge of Body Type line. In
the figure, the destination code can be read as "RR3"
(Australia).

ENGINE DRIVEABILITY AND EMISSIONS 6E–195
DIAGNOSTIC TROUBLE CODE (DTC) P0502 VEHICLE SPEED SENSOR (VSS)
CIRCUIT LOW INPUT
Condition for setting the DTC and action taken when the DTC sets
Circuit Description
The vehicle speed sensor has a magnet rotated by the
transmission output shaft. Attached to the sensor is a
hall effect circuit that interacts with the magnetic field
created by the rotating magnet. A 12-volt operating
supply for the speed sensor hall circuit is supplied from
the meter fuse.
Diagnostic Aids
Poor connection at ECM: Inspect harness connectors
for backed out terminals, improper mating, broken
locks, improperly formed or damaged terminals, and
poor terminal to wire connection.
Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)
P0502 B Vehicle Speed Sensor Circuit Low
Input1. No DTC relating to MAP senso r, TPS, ECT
se nsor, inje ctor co ntrol circuit a nd ignitio n
co ntro l circuit.
2. Engine is running.
3. Vehicle spe ed is below 3km/h in po wer
condition or 2km/h in deceleration condi-
tion.ECM use s 0km/h co ndition a s substitute.

6E–206 ENGINE DRIVEABILITY AND EMISSIONS
DIAGNOSTIC TROUBLE CODE (DTC) P0601 ECM MEMORY CHECKSUM
Condition for setting the DTC and action taken when the DTC sets
Circuit Description
The engine control module (ECM) used in this vehicle
utilizes an electrically erasable programmable read-only
memory (EEPROM). The EEPROM contains program
information and the calibrations required for engine,
transmission, and powertrain diagnostics operation.
Unlike the PROM used in past applications, the
EEPROM is not replaceable. When the ECM is
replaced or a calibration update is required, the ECMmust be programmed using a Tech 2.Diagnostic Aids
Diagnostic Trouble Code P0601 indicates that the
contents of the EEPROM have changed since the
ECM was programmed. The only possible repair is
ECM reprogramming or replacement. Check service
bulletins to program the replacement ECM with the
correct software and calibration for the vehicle.
Diagnostic Trouble Code (DTC) P0601 ECM Memory Checksum
Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)
P0601 A ECM Me mo ry Che cksum ECM memo ry are a erro r. Engine co ntrol disabled.
Step A ction Value(s) Yes No
1 Was the “On-Board Diagnostic (OBD) System Check”
performed?
—Go to Step 2Go to On Board
Diagnostic
(OBD) System
Check
2 1. Connect the Tech 2.
2. Review and record the failure information.
3. Select “F0: Read DTC Infor By Priority” in “F0:
Diagnostic Trouble Code”.
Is the DTC P0601 stored as “Present Failure”?—Go to Step 3Refer to
Diagnostic Aids
and Go to Step
3
3 1. Using the Tech2, ignition “On” and engine “Off”.
2. Select “Clear DTC Information” with the Tech2 and
clear the DTC information.
3. Operate the vehicle and monitor the “F5: Failed
This Ignition” in “F2: DTC Information”.
Was the DTC P0601 stored in this ignition cycle?—Go to Step 4Refer to
Diagnostic Aids
4 Is the ECM programmed with the latest software
release?
If not, download the latest software to the ECM using
the “SPS (Service Programming System)”.
Was the problem solved?—Verify repair Go to Step 5
5 Replace the ECM.
Is the action complete?
IMPORTANT: The replacement ECM must be
programmed. Refer to section of the Service
Programming System (SPS) in this manual.
Following ECM programming, the immobilizer system
(if equipped) must be linked to the ECM. Refer to
section 11 “Immobilizer System-ECM replacement” for
the ECM/Immobilizer linking procedure.—Veri fy repai r—