2004 ISUZU TF SERIES oil type

ENGINE MECHANICAL (C24SE) 6A-77

Cooling System
Radiator

Type: Cross-flow

Radiator core surface in cm
2: 2000

Cooling system capacity (in litres): 7.2



Anti-freeze Mixture
Anti-freeze Mixture

Required
Quantity Up to-10




C
Quantity in litres Up to-20




C
Quantity in litres Up to-30




C
Quantity in litres Up to-40




C
Quantity of litres
(in litres) Water
(80%) Anti-
Freeze
(20%) Water
(66%) Anti-
Freeze
(34%) Water
(56%) Anti-
Freeze
(44%) Water
(48%) Anti-
Freeze
(52%)
7.2 5.7 1.5 4.7 2.5 4.0 3.2 3.4 3.8



Cooling System (continued)
Fan

Type Visco Clutch Fan
Number of blades 5
Distribution of blades asymmetric
Diameter mm



Radiator cap

Boiling point 123
C
Opening pressure kPa (bar) 120 to 135 (1.20 to 1.35)



Thermostat

Start of opening 92
C
Fully opened 107
C
Type Bypassed



Idle Speeds, CO Content, Ignition
Adjustment

Applicable System Idle speed in min-1 (rpm)
Manual CO content
in vol. % Ignition timing in CA BTDC (adjustment
ensues at able speed,
ignition marks must align) with TDC
sensor measuring instrument:
Closed Loop System 825 *<0.4 *** 8 to 12
Open Loop System 825
**1.0+0.2
-0.5 *** 8 to 12
Note) * CO content adjustment not applicable.
** CO content adjustment refer to Section 6E1 (W/O catalytic converter system)
*** Ignition timing adjustment not possible.

6A-82 ENGINE MECHANICAL (C24SE)
Crankshaft, Cylinder Block (continued)
Piston Rings
2.4L
Square ring Height mm 1.2

Tapered ring Height mm 1.5

Oil scraper Height mm 2.5

Ring gap offset 180


Note that the upper steel band ring gap is offset 25 to 50mm to
the left and the lower 25 to 50mm to the right opposite the
intermediate ring gap.

Piston Pin

Length mm 61.5
Diameter mm 21
Type Shrunk into con-rod
Play mm 2.4L
in piston 0.010-0.015
in con-rod none
Installation When installing piston pins,
heat con-rods to approx.
280
C in oil bath. This
temperature should under no
circumstances be exceeded.


Crankshaft, Cylinder Block (continued)
The permissible weight variation of con-rods without piston and
bearing shell inside an engine is 8 g.
As the con-rods do not have balancing studs, reworking is not
possible.
Con-rods can only be replaced in sets.

6B-2 ENGINE COOLING
General Description
Legend
1 Water Pump
2 Thermostat
3 Radiator
4 Reserve Tank5 Coolant Distributor
6 Cylinder Block and Head
7 Throttle Body
8 Heater




The Cooling System is a pressurized type, where the water
pump, which is cambelt driven, forces the circulation of
the coolant through the cylinder block and head. The
thermostat regulates the flow of coolant between the
radiator and the bypass circuit. The heater is part of the
bypass circuit. The throttle body pre-heat is a separate
circuit which is not regulated by the thermostat. An oil
cooler may be fitted as part of this circuit.

IGNITION SYSTEM 6D2-3







Spark Plug
Removal
1. Remove spark plugs.
Inspection and Repair
The spark plug affects entire engine performance and
therefore its inspection is very important.


Check electrode and insulator for presence of cracks, and
replace if any.


Check electrode for wear, and replace if necessary.


Check gasket for damage, and replace if necessary.


Measure insulation resistance with an ohmmeter, and
replace if faulty.

Adjust spark plug gap to 1.0 - 1.1 mm (0.027 in) - 0.8 mm
(0.031 in).


Check fuel and electrical systems if spark plug is extremel
y
dirty.


Use spark plugs having low heat value (hot type plug) if fuel
and electrical systems are normal.


Use spark plugs having high heat value (cold type plug) i
f
insulator and electrode are extremely burned.



Sooty Spark Plugs
Much deposit of carbon or oil on the electrode and insulator of
spark plug reduces the engine performance.
Possible causes:


Too rich mixture


Presence of oil in combustion chamber


Incorrectly adjusted spark plug gap



Burning Electrodes
This fault is characterized by scorched or heavily oxidized
electrode or blistered insulator nose.
Possible causes:



Too lean mixture


Improper heat value




Measuring Insulation Resistance


Measure insulation resistance using a 500 volt megaohm
meter.

Replace spark plugs if measured value is out of standard.
Insulation resistance: 50 M

  or more

IGNITION SYSTEM 6D2-5
Main Data and Specifications
General Specifications
Ignition System
Ignition Form Electronic Ignition System (El system) with Crankshaft angle Sensor
Spark Plug

Type
No. of Coils and Type
Coil Location
Torque Electronic Spark Control
2 Solid State
Engine-mounted
20 Nm (2.0 kgfm)

STARTING AND CHARGING SYSTEM 6D3-7

Charging System
General Description
The charging system is an 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 eight diodes to transform AC voltage into DC voltage.
This DC voltage is connected to the output terminal of
generator.

Legend
1 Startor assembly
2 Housing
3 Slipring
4 Screws (2)
5 Regulator
6.Bolt (4)7 Rectifier assem bly
8 Retaining assem bly
9 B+ terminal nut and washer
10 Pulley
11 Rotor assembly
12 Ball bearing
2
11
12
28 54
31
11 7 6 10
9

6D3-14 STARTING AND CHARGING SYSTEM

7. To remove the pulley, mount an 8mm Allen key in the vice
with the short end upwards, place a 24mm ring spanner on
the puley nut, position the internal hexagon of the roto
r
shaft onto the Allen ken, loosen the nut and remove the
pulley.

Note: the pulley has an integral boss which locks up against
the bearing,
therefore no thrust collar is provided.
8. Removing the rotor assembly. Remove the four retaining
screws from the drive end housing, withdraw the roto
r
complete with the bearing.

Note: the rotor must not be pressed from the drive end housing
using a press as the bearing retaining plate and drive end
housing will be damaged or distorted. Parts removed in this
way must be replaced if the integrity of the generator is to be
maintained.
9. Remove the drive end bearing from the rotor shaft using a
chuck type puler, take care not to distort the fan assembl
y
during this process.
10. Remove the slipring end bearing using the same meghod
as in 9.

Clean
Thoroughly clean all components except the rotor and stator
with an approved cleaning agent. Ensure that all traced of oil
and dirt are removed. If an abrasive cleaner is used to remove
scale and paint from the housings take care not to abrade the
bearing and mounting spigot surfaces. The rotor and stator
must be cleaned with compressed air only, the use of solvents
could cause damage to the insulating materials.

Inspection
1. Rectifier assembly
The following test equipment is required.
The recitifier assembly is not repairable and must be replaced
if a faulty diode is detected during inspection.

(a)
Adiode tester where the DC output at the test probes does
not exceed 14 volts or in the case of AC testers 12 volts
RMS. This is to ensue that when inspection rectifiers fitted
with zener power diodes the forward and reverse checks
are completer and are not masked by the diode turning on
due to the zener breakdown voltage.
(b) A zenere diode tester with a DC output in excess of 30
volts, the tester should also incorporate internal curren
t
limiting set to 5 Ma. to prevent high currents during
inspection.
(c) Diodes can be destroyed during service due to high
temperature and overload, open circuits are usually a resul
t
of excessive voltage.

ENGINE DRIVEABILITY AND EMISSIONS 6E–67
GENERAL SERVICE INFORMATION
Aftermarket Electrical and Vacuum
Equipment
Aftermarket (add-on) electrical and vacuum equipment
is defined as any equipment which connects to the
vehicle's electrical or vacuum systems that is installed
on a vehicle after it leaves the factory. No allowances
have been made in the vehicle design for this type of
equipment.
NOTE: No add-on vacuum equipment should be added
to this vehicle.
NOTE: Add-on electrical equipment must only be
connected to the vehicle's electrical system at the
battery (power and ground).
Add-on electrical equipment, even when installed to
these guidelines, may still cause the electric system to
malfunction. This may also include equipment not
connected to the vehicle electrical system such as
portable telephones and radios. Therefore, the first step
in diagnosing any electric problem is to eliminate all
aftermarket electrical equipment from the vehicle. After
this is done, if the problem still ex ists, it may be
diagnosed in the normal manner.
Electrostatic Discharge Damage
Electronic components used in the ECM are often
designed to carry very low voltage. Electronic
components are susceptible to damage caused by
electrostatic discharge. Less than 100 volts of static
electricity can cause damage to some electronic
components. By comparison, it takes as much as 4000
volts for a person to feel even the zap of a static
discharge.
There are several ways for a person to become
statically charged. The most common methods of
charging are by friction and induction.
An ex ample of charging by friction is a person sliding
across a vehicle seat.
Charge by induction occurs when a person with well-
insulated shoes stands near a highly charged object
and momentarily touches ground. Charges of the
same polarity are drained off leaving the person
highly charged with the opposite polarity. Static
charges can cause damage, therefore it is important
to use care when handling and testing electronic
components.Non-OEM Parts
All of the OBD diagnostics have been calibrated to run
with OEM parts. Accordingly, if commercially sold
sensor or switch is installed, it makes a wrong diagnosis
and turns on the check engine lamp.
Aftermarket electronics, such as cellular phones,
stereos, and anti-theft devices, may radiate EMI into the
control system if they are improperly installed. This may
cause a false sensor reading and turn on the check
engine lamp.
Poor Vehicle Maintenance
The sensitivity of OBD diagnostics will cause the check
engine lamp to turn on if the vehicle is not maintained
properly. Restricted oil filters, fuel filters, and crankcase
deposits due to lack of oil changes or improper oil
viscosity can trigger actual vehicle faults that were not
previously monitored prior to OBD. Poor vehicle
maintenance can not be classified as a “non-vehicle
fault”, but with the sensitivity of OBD diagnostics,
vehicle maintenance schedules must be more closely
follow ed.
Related System Faults
Many of the OBD system diagnostics will not run if the
ECM detects a fault on a related system or component.
Visual/Physical Engine Compartment
Inspection
Perform a careful visual and physical engine
compartment inspection when performing any
diagnostic procedure or diagnosing the cause of an
emission test failure. This can often lead to repairing a
problem without further steps. Use the following
guidelines when performing a visual/physical
inspection:
Inspect all vacuum hoses for punches, cuts,
disconnects, and correct routing.
Inspect hoses that are difficult to see behind other
components.
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
effectively use this section of the Service Manual.