2004 ISUZU TF SERIES torque

6D3-16 STARTING AND CHARGING SYSTEM (6VE1 3.5L)
Generator
Removal
1. Disconnect battery ground cable.
2. Move drive belt tensioner to loose side using
wrench then remove drive belt (1).
3. Disconnect the wire from terminal “B" and
disconnect the connector (4).
4. Remove generator fixing bolt (3).
5. Remove generator assembly (2).





060RW002
Inspection
1. Disconnect the wiring connector from generator.
2. With the engine stopped, turn starter switch to “ON"
and connect a voltmeter between connecto
r
terminal L (2) and ground or between terminal IG (1)
and ground.




066RW001
If voltage is not present, the line between battery
and connector is disconnected and so requires
repair.
3. Reconnect the wiring connector to the generator,
run the engine at middle speed, and turn off all
electrical devices other than engine.
4. Measure battery voltage. If it exceeds 16V, repair o
r
replace the generator.
5. Connect an ammeter to output terminal o
f
generator, and measure output current under load
by turning on the other electrical devices (eg.,
headlights). At this time, the voltage must not be
less than 13V.
Installation
1. Install generator assembly to the position to be
installed.
2. Install generator assembly and tighten the fixing
bolts to the specified torque.
Torque:
M10 bolt: 52 N




m (5.3 kg




m/38 lb ft)
M8 bolt: 25 N




m (2.5 kg




m/18 lb ft)
3. Connect wiring harness connector and direc
t
terminal “B".
4. Move drive belt tensioner to loose side using
wrench, then install drive belt to normal position.
5. Reconnect battery ground cable.

6D3-22 STARTING AND CHARGING SYSTEM (6VE1 3.5L)
Reassembly
To reassemble, follow the disassembly steps in the
reverse order, noting the following points:
1. Using a press with a socket wrench attached,
reassemble rotor and rear end cover assembly in
the front cover.





066RS022
2. Install pulley on the rotor.
Secure the pulley directly in the vise between two
copper plates, and tighten nut to the specified
torque.
Torque: 111 N




m (11.3 kg




m/82 lb ft)





066RS010

Bench Test
Conduct a bench test of the generator.





066RS023
Preparation
Remove generator from the vehicle (see “Generator
removal").
1. Secure generator to the bench test equipment and
connect wires.
Terminal “IG" for energization
Terminal “L" for neutral (warning lamp)
Terminal “B" for output
2. Conduct the generator characteristic test.
Characteristics of generator are shown in
illustration.
Repair or replace the generator if its outputs are
abnormal.




B06RW001

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-51

GENERAL DESCRIPTION FOR ECM AND
SENSORS
Engine Control Module (ECM)


1 2
(1) A Port
(2) B Port


The engine control module (ECM) is located on the
common chamber. The ECM controls the following.

Fuel metering system

Ignition timing

On-board diagnostics for powertrain functions.

The ECM constantly observes the information from
various sensors. The ECM controls the systems tha
t
affect vehicle performance. And it performs the
diagnostic function of the system.
The function can recognize operational problems, and
warn to the driver through the check engine lamp, and
store diagnostic trouble code (DTC). DTCs identify the
problem areas to aid the technician in marking repairs.

The input / output devices in the ECM include analog to
digital converts, signal buffers, counters and drivers.
The ECM controls most components with electronic
switches which complete a ground circuit when turned
on.

Inputs (Operating condition read):

Battery voltage

Electrical ignition

Exhaust oxygen content

Mass air flow

Intake air temperature

Engine coolant temperature

Crankshaft position

Camshaft position

Throttle position

Vehicle speed

Power steering pressure

Air conditioning request on or off

EGR valve position

Outputs (Systems controlled):

Ignition control

Fuel control

Idle air control

Fuel pump

EVAP canister purge

Air conditioning

Diagnostics functions

The vehicle with automatic transmission, the
interchange of data between the engine control module
(ECM) and the transmission control module (TCM) is
performed via a CAN-bus system.
The following signals are exchanged via the CAN-bus:

ECM to TCM:

ECM CAN signal status

Engine torque

Coolant temperature

Throttle position

Engine speed

A/C status

CAN valid counter

TCM to ECM:

Ignition timing retard request

Garage shift status

CAN valid counter

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-59
Carbon fouling of the spark plug is indicated by dry,
black carbon (soot) deposits on the portion of the spark
plug in the cylinder. Excessive idling and slow speeds
under light engine loads can keep the spark plug
temperatures so low that these deposits are not burned
off. Very rich fuel mixtures or poor ignition system
output may also be the cause. Refer to DTC P0172.
Oil fouling of the spark plug is indicated by wet oily
deposits on the portion of the spark plug in the cylinder,
usually with little electrode wear. This may be caused by
oil during break-in of new or newly overhauled engines.
Deposit fouling of the spark plug occurs when the
normal red-brown, yellow or white deposits o
f
combustion by products become sufficient to cause
misfiring. In some cases, these deposits may melt and
form a shiny glaze on the insulator around the cente
r
electrode. If the fouling is found in only one or two
cylinders, valve stem clearances or intake valve seals
may be allowing excess lubricating oil to enter the
cylinder, particularly if the deposits are heavier on the
side of the spark plug facing the intake valve.



TS23995
Excessive gap means that the air space between the
center and the side electrodes at the bottom of the
spark plug is too wide for consistent firing. This may be
due to excessive wear of the electrode during use.
A
check of the gap size and comparison to the gap
specified for the vehicle in Maintenance and Lubrication
will tell if the gap is too wide. A spark plug gap that is
too small may cause an unstable idle condition.
Excessive gap wear can be an indication of continuous
operation at high speeds or with engine loads, causing
the spark to run too hot. Another possible cause is an
excessively lean fuel mixture.



TS23992
Low or high spark plug installation torque or improper
seating can result in the spark plug running too hot and
can cause excessive center electrode wear. The plug
and the cylinder head seats must be in good contact fo
r
proper heat transfer and spark plug cooling. Dirty or
damaged threads in the head or on the spark plug can
keep it from seating even though the proper torque is
applied. Once spark plugs are properly seated, tighten
them to the torque shown in the Specifications Table.
Low torque may result in poor contact of the seats due
to a loose spark plug. Over tightening may cause the
spark plug shell to be stretched and will result in poo
r
contact between the seats. In extreme cases, exhaus
t
blow-by and damage beyond simple gap wear may
occur.
Cracked or broken insulators may be the result o
f
improper installation, damage during spark plug heat
shock to the insulator material. Upper insulators can be
broken when a poorly fitting tool is used during
installation or removal, when the spark plug is hit from
the outside, or is dropped on a hard surface. Cracks in
the upper insulator may be inside the shell and no
t
visible. Also, the breakage may not cause problems
until oil or moisture penetrates the crack later.

6E-140 3.5L ENGINE DRIVEABILITY AND EMISSIONS Flash
Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up) Recovery Condition Related Failure Parts Related
ECM Pin
No. Related
Multiple
DTC
P1508 B Idle Air Control System
Low/Closed 1. No DTC relating to MAF sensor, IAT sensor,
ECT sensor, TPS, CMP sensor, CKP sensor,
VSS and system voltage.
2. Engine speed is between 675rpm and
6000rpm.
3. Engine coolant temperature is more than
75
C.
4. Intake air temperature is between -10
C and
80
C.
5. Vehicle is stopping.
6. Small amount of intake air through the idle air
control valve. (Idle air control valve is sticking
at close position.) Above conditions are met
for 2 seconds. 1. IAC valve harness open circuit, short to
ground circuit or short to voltage circuit.
2. Poor connector connection.
3. IAC valve malfunction.
4. IAC valve is sticking at close position.
5. ECM malfunction. B13/
B14/
B16/
B17 -
22
P1509 B Idle Air Control System
High/Open 1. No DTC relating to MAF sensor, IAT sensor,
ECT sensor, TPS, CMP sensor, CKP sensor,
VSS and system voltage.
2. Engine speed is between 675rpm and
6000rpm.
3. Engine coolant temperature more than 75
C.
4. Intake air temperature is between -10
C and
80
C.
5. Vehicle is stopping.
6. Large amount of intake air through the idle air
control valve. (Idle air control valve is sticking
at open position.) Above conditions are met
for 2 seconds. Fuel cut is operated at high idle
speed.
Correct amount of air intake
through the idle air control
valve. (Correct movement of
the idle air control valve.)

1. IAC valve harness open circuit, short to
ground circuit or short to voltage circuit.
2. Poor connector connection.
3. IAC valve malfunction.
4. IAC valve is sticking at open position.
5. ECM malfunction. B13/
B14/
B16/
B17 - 65 P1601 D CAN BUS Off CAN BUS off condition is detected consecutively.
CAN BUS on condition is
detected consecutively for 2
seconds. 1. ECM and TCM communication circuit open,
short to ground or short to voltage.
2. Electrical interference.
3. ECM malfunction.
4. TCM malfunction. A10/
A11 - 67 U2104 D CAN BUS Reset Counter
Overrun 1. No DTC CAN BUS Off.
2. CAN valid counter does not change for 2
seconds. Torque reduction control is
disable.
CAN valid counter changes
consecutively for 2 seconds. 1. ECM and TCM communication circuit open,
short to ground or short to voltage.
2. Electrical interference.
3. ECM malfunction.
4. TCM malfunction. A10/
A11 P1767/
U2104 (AT)

6E-304 3.5L ENGINE DRIVEABILITY AND EMISSIONS
DIAGNOSTIC TROUBLE CODE (DTC) P1601 (FLASH CODE 65) CAN BUS OFF



RTW46EMF000301

Condition For Setting The DTC and Action Taken When The DTC Sets
Flash
Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)
65 P1601 D CAN BUS Off CAN BUS off condition is detected consecutively. Torque reduction control is disable.


Circuit Description
The engine control system in 6VE1 uses high speed
CAN bus system. The individual CAN bus systems are
connected via two interfaces and can exchange
information and data. This allows control modules tha
t
are connected to different CAN bus systems to
communicate. Engine control modules (ECM) in the
vehicle that require continuous, rapid communication
are connected to the high speed CAN bus. The engine
is continuously notified of the current engine load
status. Since the ECM has to react immediately to load
status changes, rapid communication is required
between the ECM and the automatic transmission
control module. The high speed CAN bus in the 6VE1 is
designed as a two-wire CAN bus (twisted pair). The
wires are shielded and twisted. The engine rate is 500
K
band.

Diagnostic Aids
 Inspect the wiring for poor electrical connection at the
ECM. Look for possible bent, backed out, deformed
or damaged terminals. Check for weak terminal
tension as well. Also check for a chafed wire tha
t
could short to bare metal or other wiring. Inspect for a
broken wire inside the insulation.
 When diagnosing for a possible intermittent short o
r
open condition, move the wiring harness while
observing test equipment for a change.
 Inspect the wiring for EMI (Erectro-Magnetic
Interference). Check that all wires are properly routed
away from coil, and generator. Also check fo
r
improperly installed electrical options. When this test
is performed, turn “OFF" on electronic autoparts
switches to improperly for a noise preventing.

6E-310 3.5L ENGINE DRIVEABILITY AND EMISSIONS
DIAGNOSTIC TROUBLE CODE (DTC) U2104 (FLASH CODE 67) CAN BUS
RESET COUNTER OVER-RUN



RTW46EMF000301
Condition For Setting The DTC and Action Taken When The DTC Sets
Flash
Code Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)
67 U2104 D CAN BUS Reset
Counter Overrun 1. No DTC CAN BUS Off.
2. CAN valid counter does not change for 2 seconds. Torque reduction control is disable.

CIRCUIT DESCRIPTION
The engine control system in 6VE1 uses high speed
CAN bus system. The individual CAN bus systems are
connected via two interfaces and can exchange
information and data. This allows control modules tha
t
are connected to different CAN bus systems to
communicate. Engine control modules (ECM) in the
vehicle that require continuous, rapid communication
are connected to the high speed CAN bus. The engine
is continuously notified of the current engine load
status. Since the ECM has to react immediately to load
status changes, rapid communication is required
between the ECM and the automatic transmission
control module. The high speed CAN bus in the 6VE1 is
designed as a two-wire CAN bus (twisted pair). The
wires are shielded and twisted. The engine rate is 500
K
band.

DIAGNOSTIC AIDS
 Inspect the wiring for poor electrical connection at the
ECM. Look for possible bent, backed out, deformed
or damaged terminals. Check for weak terminal
tension as well. Also check for a chafed wire tha
t
could short to bare metal or other wiring. Inspect for a
broken wire inside the insulation.
 When diagnosing for a possible intermittent short o
r
open condition, move the wiring harness while
observing test equipment for a change.
 Inspect the wiring for EMI (Erectro-Magnetic
Interference). Check that all wires are properly routed
away from coil, and generator. Also check fo
r
improperly installed electrical options. When this test
is performed, turn “OFF" on electronic auto parts
switches to improperly for a noise preventing.

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-341
SURGES AND/OR CHUGS SYMPTOM
DEFINITIONS: Engine power variation under steady
throttle or cruise. Feels like the vehicle speeds up and
slows down with no charge in the accelerator pedal.




time rpm
Surge


Step Action Value (s) Yes No
1
Was the "On-Board Diagnostic (OBD) System Check"
performed?
- Go to Step 2 Go to On Board
Diagnostic (OBD)
System Check
2
1. Perform a bulletin search.
2. If a bulletin that addresses the symptom is found,
correct the condition as instructed in the bulletin.
Was a bulletin found that addresses the symptom?
- Verify repair Go to Step 3
3
Was a visually/physical check performed?
- Go to Step 4 Go to Visual /
physical Check
4
Be sure that the driver understands transmission
torque converter clutch and A/C compressor operation
as explained in the owner's manual. Inform the
customer how the torque converter clutch (TCC) (if
A/T model) and the A/C clutch operate.
Is the customer experiencing a normal condition?
- System OK Go to Step 5
5
1. Using the Tech 2, ignition "On" and engine "On".
2. Monitor the "Mass Air Flow" in the data display.
Does the Tech 2 indicate correct "Mass Air Flow" as
shown in the following graph, when engine speed is
increasing little by little?




Characteris tic of MAF Sens or -Ref erence (No Engine Load)-
0 5 10 15 20 25 30 35 40 45 50
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Eng i ne Speed ( r pm) ( T ech2 R eadi ng )
Mass Air Flow (g/s)
( T ec h2 R eadi ng)

- Go to Step 7 Go to Step 6