2004 ISUZU TF SERIES stop start

STARTING AND CHARGING SYSTEM (6VE1 3.5L) 6D3-15
Charging System
General Description
The IC integral regulator charging system and its main
components are connected as shown in illustration.
The regulator is a solid state type and it is mounted
along with the brush holder assembly inside the
generator installed on the rear end cover.
The generator does not require particular maintenance
such as voltage adjustment.
The rectifier connected to the stator coil has eigh
t
diodes to transform AC voltage into DC voltage.
This DC voltage is connected to the output terminal o
f
generator.

General On–Vehicle Inspection
The operating condition of charging system is indicated
by the charge warning lamp. The warning lamp comes
on when the starter switch is turned to “ON" position.
The charging system operates normally if the lamp
goes off when the engine starts.
If the warning lamp shows abnormality or i
f
undercharged or overcharged battery condition is
suspected, perform diagnosis by checking the charging
system as follows:
1. Check visually the belt and wiring connector.
2. With the engine stopped, turn the stator switch to
“ON" position and observe the warning lamp.
If lamp does not come on:
Disconnect wiring connector from generator, and
ground the terminal “L" on connector side.
If lamp comes on:
Repair or replace the generator.




F06RW009

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.

6E-58 3.5L ENGINE DRIVEABILITY AND EMISSIONS
GENERAL DESCRIPTION FOR
ELECTRONIC IGNITION SYSTEM IGNITION
COILS & CONTROL
A separate coil-at-plug module is located at each spark
plug.
The coil-at-plug module is attached to the engine with
two screws. It is installed directly to the spark plug by an
electrical contact inside a rubber boot.
A three way connector provides 12 volts primary supply
from the ignition coil fuse, a ground switching trigge
r
line from the ECM, and ground.
The ignition control spark timing is the ECM's method o
f
controlling the spark advance and the ignition dwell.
The ignition control spark advance and the ignition dwell
are calculated by the ECM using the following inputs.

Engine speed

Crankshaft position (CKP) sensor

Camshaft position (CMP) sensor

Engine coolant temperature (ECT) sensor

Throttle position sensor

Park or neutral position switch

Vehicle speed sensor

ECM and ignition system supply voltage

Based on these sensor signal and engine load
information, the ECM sends 5V to each ignition coil
requiring ignition. This signal sets in the powe
r
transistor of the ignition coil to establish a grounding
circuit for the primary coil, applying battery voltage to
the primary coil.
At the ignition timing, the ECM stops sending the 5V
signal voltage. Under this condition the power transistor
of the ignition coil is set off to cut the battery voltage to
the primary coil, thereby causing a magnetic field
generated in the primary coil to collapse.
On this moment a line of magnetic force flows to the
secondary coil, and when this magnetic line crosses the
coil, high voltage induced by the secondary ignition
circuit to flow through the spark plug to the ground.

Ignition Control ECM Output
The ECM provides a zero volt (actually about 100 mV to
200 mV) or a 5-volt output signal to the ignition control
(IC) module. Each spark plug has its own primary and
secondary coil module ("coil-at-plug") located at the
spark plug itself. When the ignition coil receives the
5-volt signal from the ECM, it provides a ground path fo
r
the B+ supply to the primary side of the coil-at -plug
module. This energizes the primary coil and creates a
magnetic field in the coil-at-plug module. When the
ECM shuts off the 5-volt signal to the ignition control
module, the ground path for the primary coil is broken.
The magnetic field collapses and induces a high voltage
secondary impulse which fires the spark plug and
ignites the air/fuel mixture.
The circuit between the ECM and the ignition coil is
monitored for open circuits, shorts to voltage, and
shorts to ground. If the ECM detects one of these
events, it will set one of the following DTCs:

P0351: Ignition coil Fault on Cylinder #1

P0352: Ignition coil Fault on Cylinder #2

P0353: Ignition coil Fault on Cylinder #3

P0354: Ignition coil Fault on Cylinder #4

P0355: Ignition coil Fault on Cylinder #5

P0356: Ignition coil Fault on Cylinder #6

Spark Plug
Although worn or dirty spark plugs may give satisfactory
operation at idling speed, they frequency fail at highe
r
engine speeds. Faulty spark plugs may cause poor fuel
economy, power loss, loss of speed, hard starting and
generally poor engine performance. Follow the
scheduled maintenance service recommendations to
ensure satisfactory spark plug performance. Refer to
Maintenance and Lubrication.
Normal spark plug operation will result in brown to
grayish-tan deposits appearing on the insulator portion
of the spark plug. A small amount of red-brown, yellow,
and white powdery material may also be present on the
insulator tip around the center electrode. These
deposits are normal combustion by-products of fuels
and lubricating oils with additives. Some electrode wea
r
will also occur. Engines which are not running properly
are often referred to as “misfiring." This means the
ignition spark is not igniting the air/fuel mixture at the
proper time.
Spark plugs may also misfire due to fouling, excessive
gap, or a cracked or broken insulator. If misfiring
occurs before the recommended replacement interval,
locate and correct the cause.

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-79
TYPICAL SCAN DATA & DEFINITIONS (ENGINE DATA)
Use the typical values table only after the On-Board Diagnostic System check has been completed, no DTC(s) were noted, and you have determined that the On-Board
Diagnostic are functioning properly.
Tech2 values from a properly running engine may be used for comparison with the engine you are diagnosing.
Condition : Vehicle stopping, engine running, air conditioning off & after warm-up (Coolant temperature approximately 80
C)

Tech 2
Parameter
Units Idle 2000rpm Definitions
1 Ignition Voltage V 10.0  14.5 10.0  14.5 This displays the system voltage measured by the ECM at ignition feed.
2 Engine Speed rpm 710  860 1950  2050 The actual engine speed is measured by ECM from the CKP sensor 58X signal.
3 Desired Idle
Speed rpm 750  770 750  770 The desired engine idle speed that the ECM commanding.
The ECM compensates for various engine loads.
4 Engine Coolant
Temperature
C or
F 80  90 (

) 80  90 (

) The ECT is measured by ECM from ECT sensor output voltage.
When the engine is normally warm upped, this data displays approximately 80 °C or
more.
5 Start Up ECT
(Engine Coolant
Temperature)
C or
F Depends on ECT
at start-up
Depends on ECT
at start-up
Start-up ECT is measured by ECM from ECT sensor output voltage when engine is
started.
6 Intake Air
Temperature

C or
F Depends on
ambient temp.
Depends on
ambient temp.
The IAT is measured by ECM from IAT sensor output voltage.
This data is changing by intake air temperature.
7 Throttle Position % 0 4  6 Throttle position operating angle is measured by the ECM from throttle position
output voltage.
This should display 0% at idle and 99  100% at full throttle.
8 Throttle Position
Sensor V 0.4  0.7 0.6  0.8 The TPS output voltage is displayed.
This data is changing by accelerator operating angle.
9 Mass Air Flow g/s 5.0  8.0 13.0  16.0 This displays intake air amount.
The mass air flow is measured by ECM from the MAF sensor output voltage.
10 Air Fuel Ratio 14.7:1 14.7:1 This displays the ECM commanded value.
In closed loop, this should normally be displayed around 14.2:1  14.7:1.
11 Idle Air Control Steps 10  20 20  30 This displays the ECM commanded position of the idle air control valve pintle.
A larger number means that more air is being commanded through the idle air
passage.
12 EGR Valve V 0.00 0.00  0.10 The EGR position sensor output voltage is displayed.
This data is changing by EGR valve solenoid operating position.
13 Desired EGR
Opening V 0.00 0.05  1.10 The ECM commanded EGR position sensor voltage is displayed.
According to the current position, ECM changes EGR valve solenoid operating
position to meet the desired position.
14 EGR Valve On
Duty % 0 32 – 38 This displays the duty signal from the ECM to control the EGR valve.
15 Engine Load % 2  7 8  15 This displays is calculated by the ECM form engine speed and MAF sensor reading.
Engine load should increase with an increase in engine speed or air flow amount.
16 B1 Fuel System
Status Open Loop/ Close
Loop Close Loop Close Loop
17 B2 Fuel System
Status Open Loop/ Close
Loop Close Loop Close Loop
When the engine is first started the system is in "Open Loop" operation.
In "Open Loop", the ECM ignores the signal from the oxygen sensors.
When various conditions (ECT, time from start, engine speed & oxygen 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
oxygen sensors.
18 Fuel Trim
Learned (Bank 1) Yes/No Yes Yes
19 Fuel Trim
Learned (Bank 2) Yes/No Yes Yes
When conditions are appropriate for enabling long term fuel trim corrections, fuel trim
learn will display "Yes".
This indicates that the long term fuel trim is responding to the short term fuel trim.
If the fuel trim lean displays "No", then long term fuel trim will not respond to changes
in short term fuel trim.
20 Injection Pulse
Bank 1 ms 2.0  4.0 2.0  4.0
21 Injection Pulse
Bank 2 ms 2.0  4.0 2.0  4.0
This displays the amount of time the ECM is commanding each injector On during
each engine cycle.
A longer injector pulse width will cause more fuel to be delivered. Injector pulse width
should increase with increased engine load.
22 Spark Advance °CA 10  15 35  42 This displays the amount of spark advance being commanded by the ECM.

6E-80 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Tech 2
Parameter
Units Idle 2000rpm Definitions
23 A/C Request (Air
Conditioning) On/Off Off Off This displays the air conditioner request signal. This should display "On" when the air
conditioner switch is switched on.
24 A/C Clutch On/Off Off Off This displays whether the ECM has commanded the A/C compressor clutch "On" or
"Off".
25 EVAP Purge
Solenoid
(Evaporative
Emission) % 50
80 0 This displays the duty signal from the ECM to control the canister purge solenoid
valve.
26 Fuel Trim Cell 49
52 13
17 This displays dependent on engine speed and MAF sensor reading.
A plot of engine speed versus MAF amount is divided into the cells.
Fuel trim cell indicates which cell is currently active.
27 Fuel Pump On/Off On On This displays operating status for the fuel pump main relay.
This should display "On" when the key switch is turned on and while engine is
running.
28 Deceleration Fuel
Cutoff Active/ Inactive Inactive Inactive The ECM will command the deceleration fuel mode when it detects a closed throttle
position while the vehicle is traveling.
While in decreasing fuel mode, the ECM will decrease the amount of fuel delivered
by entering open loop and decreasing the injector pulse width.
29 Power Enrichment Yes/No No No The ECM will command power enrichment mode "Yes" when a large increase in
throttle position and load is detected.
While in power enrichment mode, the ECM will increase the amount of fuel delivered
by entering open loop and increasing the injector pulse width.
30 Vehicle Speed km/h or mph 0 0 This displays vehicle speed.
The vehicle speed is measured by ECM from the vehicle speed sensor.
31 Cam Signal Present/ Missing Present Present This displays input signal from the camshaft position sensor.
When the correct pulse is generated, signal is received.
32 PSP Switch
(Power Steering
Pressure) Normal Pressure /
High Pressure Normal PressureNormal PressureThis displays the power steering pressure signal.
This should display "High Pressure" when the steering is steered.
33 Security Code
Status Programmable/
Not
Programmable Programmable Programmable This should display "Programmable" when the correct security code & secret code
are programmed.
34 Security Code Okay/ Not Okay Okay Okay This should display "Okay" when the security code is correctly accepted.
35 Immobilizer
System Normal /
Abnormal Normal Normal This should display "Normal" when the immobilizer is correctly operated.
36 Malfunction
Indicator Lamp On/Off Off Off This displays operating status for the Check Engine Lamp.
This should display "On" when the Check Engine Lamp is turned on.
37 Time From Start   This displays the engine time elapsed since the engine was started.
If the engine is stopped, engine run time will be reset to 00:00:00

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-81
TYPICAL SCAN DATA & DEFINITIONS (O2 SENSOR DATA)
Use the typical values table only after the On-Board Diagnostic System check has been completed, no DTC(s) were noted, and you have determined that the On-Board
Diagnostic are functioning properly.
Tech2 values from a properly running engine may be used for comparison with the engine you are diagnosing.
Condition : Vehicle stopping, engine running, air conditioning off & after warm-up (Coolant temperature approximately 80
C)

Tech 2
Parameter
Units Idle 2000rpm Definitions
1 Ignition Voltage V 10.0  14.5 10.0  14.5 This displays the system voltage measured by the ECM at ignition feed.
2 Engine Speed rpm 710  860 1950  2050 The actual engine speed is measured by ECM from the CKP sensor 58X signal.
3 Desired Idle
Speed rpm 750  770 750  770 The desired engine idle speed that the ECM commanding.
The ECM compensates for various engine loads.
4 Engine Coolant
Temperature
C or
F 80  90 (
C) 80  90 (
C) The ECT is measured by ECM from ECT sensor output voltage.
When the engine is normally warm upped, this data displays approximately 80 °C or
more.
5 Start Up ECT
(Engine Coolant
Temperature)
C or
F Depends on ECT
at start-up
Depends on ECT
at start-up
Start-up ECT is measured by ECM from ECT sensor output voltage when engine is
started.
6 Throttle Position % 0 4  6 Throttle position operating angle is measured by the ECM from throttle position
output voltage.
This should display 0% at idle and 99  100% at full throttle.
7 Throttle Position
Sensor V 0.4  0.7 0.6  0.8 The TPS output voltage is displayed.
This data is changing by accelerator operating angle.
8 Mass Air Flow g/s 5.0  8.0 13.0  16.0 This displays intake air amount.
The mass air flow is measured by ECM from the MAF sensor output voltage.
9 Air Fuel Ratio 14.7:1 14.7:1 This displays the ECM commanded value. In closed loop, this should normally be
displayed around 14.2:1  14.7:1.
10 Engine Load % 2  7 8  15 This displays is calculated by the ECM form engine speed and MAF sensor reading.
Engine load should increase with an increase in engine speed or air flow amount.
11 B1 Fuel System
Status Open Loop/ Close
Loop Close Loop Close Loop
12 B2 Fuel System
Status Open Loop/ Close
Loop Close Loop Close Loop
When the engine is first started the system is in "Open Loop" operation.
In "Open Loop", the ECM ignores the signal from the oxygen sensors.
When various conditions (ECT, time from start, engine speed & oxygen 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
oxygen sensors.
13 B1S1 O2 Sensor
(Bank1 Sensor 1)
mV 50  950 50 950
14 B2S1 O2 Sensor
(Bank2 Sensor 1)
mV 50  950 50  950
This displays the exhaust oxygen sensor output voltage.
Should fluctuate constantly within a range between 10mV (lean exhaust) and
1000mV (rich exhaust) while operating in closed loop.
15 B1 O2 Sensor
Ready (Bank 1)
Yes/No Yes Yes
16 B2 O2 Sensor
Ready (Bank 2)
Yes/No Yes Yes
This displays the status of the exhaust oxygen sensor.
This display will indicate "Yes" when the ECM detects a fluctuating oxygen sensor
output voltage sufficient to allow closed loop operation.
This will not occur unless the oxygen sensor is warmed up.
17 B1 Long Term
Fuel Trim (Bank
1)
% -10  20 -10  20
18 B2 Long Term
Fuel Trim (Bank
2)
% -10  20 -10  20
The long term fuel trim is delivered from the short term fuel term values and
represents a long term correction of fuel delivery for bank in question.
A value of 0% indicates that fuel delivery requires no compensation to maintain the
ECM commanded air fuel ratio.
A negative value indicates that the fuel system is rich and fuel delivery is being
reduced (decreased injector pulse width).
A positive value indicates that a lean condition exists and the ECM is compensating
by add fuel (increased injector pulse width).
Because long term fuel trim tends to follow short term fuel trim, a value in the
negative range due to canister purge at idle should not be considered unusual.
Excessive long term fuel trim values may indicate an rich or lean condition.

6E-110 3.5L ENGINE DRIVEABILITY AND EMISSIONS
Step Action Value(s) YES NO
9
1. Connect the 5–8840–2618–0 Fuel Injector Tester
and 5–8840–2635–0 Injector Switch Box the fuel
injector harness connector.
2. Set the amperage supply selector switch on the
fuel injector tester to the “Balance Test" 0.5-2.5
amp position.
3. Using the Tech 2 turn the fuel pump “ON" then
“OFF" in order to pressurize the fuel system.
4. Record the fuel pressure indicated by the fuel
pressure gauge after the fuel pressure stabilizes.
This is the first pressure reading.
5. Energize the fuel injector by depressing the “Push
to Start Test" button on the fuel injector tester.
6. Record the fuel pressure indicated by the fuel
pressure gauge after the fuel pressure gauge
needle has stopped moving. This is the second
pressure reading.
7. Repeat steps 1 through 6 for each fuel injector.
8. Subtract the second pressure reading from the first
pressure reading for one fuel injector. The result
is the pressure drop value.
9. Obtain a pressure drop value for each fuel injector.
10. Add all of the individual pressure drop values.
This is the total pressure drop.
11. Divide the total pressure drop by the number of
fuel injectors. This is the average pressure drop.
Does any fuel injector have a pressure drop value that
is either higher than the average pressure drop or
lower than the average pressure drop by the specified
value? 10 kPa
(1.5 psi) Go to Step 10 Go to OBD
System Check
10 Re-test any fuel injector that does not meet the
specification. Refer to the procedure in step 11.
Do not repeat any portion of this test before running
the engine in order to prevent the engine from
flooding.
Does any fuel injector still have a pressure drop value
that is either higher than the average pressure drop or
lower than the average pressure drop by the specified
value? 10 kPa
(1.5 psi) Go to Step 11 Go to
Symptoms
11 Replace the faulty fuel injector(s). Refer to Fuel
Injector.
Is the action complete? — Verify repair —

3.5L ENGINE DRIVEABILITY AND EMISSIONS 6E-117
CIRCUIT DESCRIPTION
When the ignition switch is turned “ON," the Engine
Control Module (ECM) will turn “ON" the in-tank fuel
pump. The in-tank fuel pump will remain “ON" as long
as the engine is cranking or running and the ECM is
receiving 58X crankshaft position pulses. If there are no
58X crankshaft position pulses, the ECM will turn the
in-tank fuel pump “OFF" 2 seconds after the ignition
switch is turned “ON" or 2 seconds after the engine
stops running.
The in-tank fuel pump is an electric pump within an
integral reservoir. The in-tank fuel pump supplies fuel
through an in-line fuel filter to the fuel rail assembly. The
fuel pump is designed to provide fuel at a pressure
above the pressure needed by the fuel injectors. A fuel
pressure regulator, attached to the fuel rail, keeps the
fuel available to the fuel injectors at a regulated
pressure. Unused fuel is returned to the fuel tank by a
separate fuel return line.
TEST DESCRIPTION
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
2. Connect the fuel pressure gauge to the fuel feed line
as shown in the fuel system illustration. Wrap a shop
towel around the fuel pressure connection in order to
absorb any fuel leakage that may occur when
installing the fuel pressure gauge. With the ignition
switch “ON" and the fuel pump running, the fuel
pressure indicated by the fuel pressure gauge
should be 333-376 kPa (3.4-3.8 kg/cm
2 / 48-55 psi).
This pressure is controlled by the amount o
f
pressure the spring inside the fuel pressure regulator
can provide.
3. A fuel system that cannot maintain a constant fuel
pressure has a leak in one or more of the following
areas:
 The fuel pump check valve.
 The fuel pump flex line.
 The valve or valve seat within the fuel pressure
regulator.
 The fuel injector(s).
4. Fuel pressure that drops off during acceleration,
cruise, or hard cornering may case a lean condition.
A lean condition can cause a loss of power, surging,
or misfire. A lean condition can be diagnosed using
a Tech 1 Tech 2. If an extremely lean condition
occurs, the oxygen sensor(s) will stop toggling. The
oxygen sensor output voltage(s) will drop below 500
mV. Also, the fuel injector pulse width will increase.

Important: Make sure the fuel system is not operating
in the “Fuel Cut-Off Mode."
When the engine is at idle, the manifold pressure is
low (high vacuum). This low pressure (high vacuum)
is applied to the fuel pressure regulator diaphragm.
The low pressure (high vacuum) will offset the
pressure being applied to the fuel pressure regulato
r
diaphragm by the spring inside the fuel pressure
regulator. When this happens, the result is lower fuel
pressure. The fuel pressure at idle will vary slightly
as the barometric pressure changes, but the fuel
pressure at idle should always be less than the fuel
pressure noted in step 2 with the engine “OFF."
16.Check the spark plug associated with a particula
r
fuel injector for fouling or saturation in order to
determine if that particular fuel injector is leaking. I
f
checking the spark plug associated with a particular
fuel injector for fouling or saturation does no
t
determine that a particular fuel injector is leaking,
use the following procedure:
 Remove the fuel rail, but leave the fuel lines and
injectors connected to the fuel rail. Refer to Fue
l
Rail Assembly in On-Vehicle Service.
 Lift the fuel rail just enough to leave the fuel
injector nozzles in the fuel injector ports.
CAUTION: In order to reduce the risk of fire and
personal injury that may result from fuel spraying
on the engine, verify that the fuel rail is positioned
over the fuel injector ports and verify that the fuel
injector retaining clips are intact.
 Pressurize the fuel system by connecting a 10
amp fused jumper between B+ and the fuel pump
relay connector.

Visually and physically inspect the fuel injector
nozzles for leaks.
17. A rich condition may result from the fuel pressure
being above 376 kPa (55 psi). A rich condition may
cause a DTC P0132 or a DTC P0172 to set.
Driveability conditions associated with rich conditions
can include hard starting (followed by black smoke)
and a strong sulfur smell in the exhaust.
20.This test determines if the high fuel pressure is due
to a restricted fuel return line or if the high fuel
pressure is due to a faulty fuel pressure regulator.
21.A lean condition may result from fuel pressure belo
w
333 kPa (48 psi). A lean condition may cause a DTC
P0131 or a DTC P0171 to set. Driveability conditions
associated with lean conditions can include hard
starting (when the engine is cold ), hesitation, poo
r
driveability, lack of power, surging , and misfiring.