2004 ISUZU TF SERIES oil pressure

ENGINE COOLING 6B – 3

MAIN DATA AND SPECIFICATIONS
Description Item
M/T A/T
Cooling system
Water pump type
Pump to crankshaft speed ratio (To 1)
Delivery volume lit (US/UK gal)/min
Pump speed at 3000 rpm
Water temperature at 30
C (86
F)
Pump bearing type

Thermostat type
Valve initial opening temperature
C (
F)
(Oil cooler thermo valve)
(EGR cooler thermo valve)
Valve full opening temperature
C (
F)
(Oil cooler thermo valve)
(EGR cooler thermo valve)
Valve lift at fully open position mm (in)
(Oil cooler thermo valve)
(EGR cooler thermo valve) Engine coolant forced circulation
Centrifugal impeller type
1.2
100 (26.3/22.2)


Double row shaft

Wax pellet with jiggle valve
82 (180)
76.5 (170)
40 (104)
95 (203)
90 (194)
55 (131)
9.5 (0.37)
4.5 (0.18)
3.5 (0.14)
Radiator Tube type corrugated
Heat radiation capacity 93.0 kw (79,980 kcal/h)
Heat radiation area
11.63 m
(1.081ft
)
Radiator front area
0.28m
(0.026 ft
)
Radiator dry weight 52 N (5.3 kg/11.7 lb) 53 N (5.4 kg/11.9 lb)
Radiator cap valve opening pressure
93.3
122.7kpa (13.5
17.8psi)
Engine coolant capacity 2.4 lit (5.1 U.S pint) 2.3 lit (4.9 U.S pint)
Engine coolant total capacity 10.1 lit (21.3 U.S pint) 10.0 lit (21.1 U.S pint)

6B – 6 ENGINE COOLING



110RS001
RADIATOR
The radiator is a tube type with corrugated fins. In order to
raise the boiling point of the coolant, the radiator is fitted with a
cap in which the valve is operated at 93.3

122.7 kPa (13.5

17.8 psi) pressure. (No oil cooler provided for M/T)





F06RW005
Antifreeze Solution
NOTE: Antifreeze solution + Water = Total cooling system
capacity.
Total Cooling System Capacity Lit (US / UK gal)
9.4 (2.5/21) 4JA1L/TC
M/T 10.1 (2.7/2.2) 4JH1TC
A/T 10.0 (2.6/2.2) 4JH1TC
See section 0B MAINTENACE AND LUBRICATION.





PTW46BSH000201
NOITE:
To maintain the corrosion resistance of the aluminum
radiator, water and antifreeze must be combined in a 1:1
solution (50% antifreeze and 50% water)
NOTE

6B – 8 ENGINE COOLING
Draining and Refilling Cooling System
Before draining the cooling system, inspect the system and
perform any necessary service to ensure that it is clean, does
not leak and is in proper working order. The engine coolan
t
(EC) level should be between the “MIN" and “MAX" lines o
f
reserve tank when the engine is cold. If low, check for leakage
and add EC up to the “MAX" line.
There should not be any excessive deposit of rust or scales
around the radiator cap or radiator filler hole, and the EC
should also be free from oil.
Replace the EC if excessively dirty.


P1010064
1. Completely drain the cooling system by opening the drain
plug at the bottom of the radiator.

2. Remove the radiator cap.
WARNING: To avoid the danger of being burned, do not
remove the cap while the engine and radiator are still hot.
Scalding fluid and steam can be blown out unde
r
pressure.
3. Disconnect all hoses from the EC reserve tank.
Scrub and clean the inside of the reserve tank with soap and water. Flush it well with clean water, then drain it.
Install the reserve tank and hoses.
4. Refill the cooling system with the EC using a solution that is at least 50 percent antifreeze.

Procedure for filling with coolant (in case of full change)
 Make sure that the engine is cool.
 Open radiator cap pour coolant up to filler neck.
 Pour coolant into reservoir tank up to “MAX" line.
 Tighten radiator cap and start the engine. After idling for 2
to 3 minutes, stop the engine and reopen radiator cap. If the
water level is lower, replenish.
WARNING: When the coolant is heated to a high
temperature, be sure not to loosen or remove the radiato
r
cap. Otherwise you might get scalded by not vapor or
boiling water. To open the radiator cap, put a piece of
thick cloth on the cap and loosen the cap slowly to reduce
the pressure when the coolant has become cooler.

FUEL SYSTEM 6C – 3

MAIN DATA AND SPECIFICATIONS
Description Item
4JA1T (L) 4JA1TC 4JH1TC
Injection pump type
Bosch distributor
VE type Bosch distributor VP44 type
Governor type Mechanical variable
(Half speed oil
pressure) Electrical controled
Timer type Oil pressure Electrical controled
Fuel feed pump type Vane with input shaft
Injection nozzle type Hole type
Number of injection nozzle orifices 5
Injection nozzle orifices
Inside diameter mm (in) 0.19 (0.0075) 0.17 (0.0067) 0.21 (0.0083)
19.1 (195) 19.0 (194) 19.5 (199) Injection nozzle designed operating
pressure MPa (kg/cm2) 1st
2nd 25.0 (255) 33.5 (328) 33.8 (331)
Main fuel filter type Disposable cartridge paper element


Precautions
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 negative battery cable except fo
r
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 “O" 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.

NOTE:
Injection nozzle adjustment is possible only on the 4JA1L
engine.

FUEL SYSTEM 6C – 27
REASSEMBLY




















080L200010


Reassembly Steps
1.
Nozzle holder body 9.
Spring seat
2.
Shim (First opening pressure
adjustment) 10.
Lift Piece
3.
First spring 11.
Spacer & pin
4.
Spring seat 12.
Nozzle & pin
5.
Collar 13.
Retaining nut
6.
Second spring 14.
Gasket
7.
Push rod 15.
Eye bolt
8.
Shim (Second opening pressure
adjustment)











Important Operations
The nozzle holder is adjusted as the components are
reassembled in the sequence above.
As adjustment of the two-spring nozzle holder is made in
hundredths of a millimeter, clean the parts thoroughly in
light oil to completely remove any dirt or foreign matter.

FUEL SYSTEM 6C – 37

4. Set the nozzle holder to the nozzle tester and check
first nozzle opening pressure, spray condition, seat oil
tightness and each part for oil leaks.
5. When replacing the nozzle, replace the nozzle, lift
piece, pins and spacer as a set with the nozzle service
kit.
CAUTION:
Pre-lift will not be as specified if only the nozzle is
replaced.


040MV030.tif

4JA1/4JH1 ENGINE DRIVEABILITY AND EMISSIONS 6E–73
The pump camshaft speed sensor signal is utilized for
the following purposes.
To determine the momentary angular position of the
cam ring.
To calculate the actual speed of the fuel injection pump.
To determine the actual timing plunger position.
The pump camshaft sensor signal has a tooth gap, and
the crankshaft position (CKP) sensor on the flywheel
housing is used as a reference signal of engine top
dead center (TDC) for the start timing of fuel delivery or
injection which is to be set.High Pressure Solenoid Valve
Fuel injection quantity control is performed from the
beginning of pressure delivery at the beginning of cam
lift until the high pressure solenoid valve opens at the
end of pressure delivery.
This interval is called the pressure delivery interval.
Accordingly, the interval that the high pressure solenoid
valve is closed determines the fuel injection quantity
(high pressure fuel supply ends when the high pressure
solenoid valve opens).
-Cam Ring Angle
Sensor -Pump Speed
Wheel -Timer PositionPump
Control
Unit
(PSG)Pump
Camshaft
Speed
Sensor
(1) Valve Needle
(2) Magnet Anchor
(3) Coil
(4) High Pressure Passage

6E–74 4JA1/4JH1 ENGINE DRIVEABILITY AND EMISSIONS
When current from the pump control unit (PSG) flows to
the high pressure solenoid valve coil, the magnet
anchor (a movable iron core) pushes the valve needle,
toward the valve seat.
When the valve seat is completely closed by the valve
needle, the way, of the fuel in the high pressure
passage to the low pressure circuit is closed.
The pressure of the fuel in the high pressure passage is
rapidly increased by radial plunger lift, and the high
pressure fuel is delivered through the constant pressure
valve (CPV) to the nozzle holder assembly and is
injected into the engine cylinder.
When the fuel injection quantity demanded by the
engine is reached, the current to the coil is cut and the
valve needle re-opens the valve seat.
As a result of this, a path is opened for the fuel in the
high pressure passage to the low pressure circuit and
the pressure decreases. With a decrease in injection
pressure the nozzle closes and injection ends.Timing Control Valve (TCV)
The pressure of the fuel fed from the feed pump is
adjusted in accordance with speed by the regulating
valve. This delivery pressure acts on the hydraulic
stopper's annular chamber as control pressure.
The chamber pressure of the annular chamber is
controlled by the timing control valve (TCV).
The timing plunger is connected to the cam ring by a
ball pin. Ax ial movement of the timing plunger is
transferred to the cam ring in the form of rotational
movement. Movement to the right of the timing plunger
(to the spring side) advances injection timing. (1) Valve Needle
(2) Coil
(1) Cam Ring
(2) Servo Valve
(3) Timer Piston
(4) Outlet
(5) Feed Pump
(6) Inlet
(7) Fuel Suction
(8) Ball Pin
(9) Annular Chamber
(10) Hydraulic Stopper
(11) Return Passage
(12) Timing Control Valve (TCV)