2004 ISUZU TF SERIES low oil pressure

6E–232 ENGINE DRIVEABILITY AND EMISSIONS
SYMPTOM DIAGNOSIS
PRELIMINARY CHECKS
Before using this section, perform the “On-Board
Diagnostic (OBD) System Check” and verify all of the
following items:
The engine control module (ECM) and malfunction
indicator lamp (MIL = Check Engine Lamp) are
operating correctly.
There are no Diagnostic Trouble Code(s) stored.
Tech 2 data is within normal operating range. Refer to
Typical Scan Data Values.
Verify the customer complaint and locate the correct
symptom in the table of contents. Perform the
procedure included in the symptom chart.
VISUAL/PHYSICAL CHECK
Several of the symptom procedures call for a careful
visual/physical check. This can lead to correcting a
problem without further checks and can save valuable
time. This check should include the following items:
ECM grounds for cleanliness, tightness and proper
location.
Vacuum hoses for splits, kinks, and proper
connection, shown on the “Emission Control System
Schematics”. Check thoroughly for any type of leak or
restriction.
Air intake ducts for collapsed or damaged areas.
Air leaks at throttle body mounting area, manifold
absolute pressure (MAP) sensor and intake manifold
sealing surfaces.
Ignition wires for cracking, harness, and carbon
tracking.
Wiring for proper connections, pinches and cuts.
INTERMITTENT
Important: An intermittent problem may or may not turn
on the malfunction indicator lamp (MIL) or store a
Diagnostic Trouble Code. Do NOT use the Diagnostic
Trouble Code (DTC) charts for intermittent problems.
The fault must be present to locate the problem.
Most intermittent problems are cased by faulty electrical
connections or wiring. Perform a careful visual/physical
check for the following conditions.
Poor mating of the connector halves or a terminal not
fully seated in the connector (backed out).
Improperly formed or damaged terminal.
All connector terminals in the problem circuit should
be carefully checked for proper contact tension.
Poor terminal-to-wire connection. This requires
removing the terminal form the connector body to
check.
Ignition coils shorted to ground and arcing at ignition
wires or plugs.MIL (Check Engine Lamp) wire to ECM shorted to
ground.
Poor ECM grounds. Refer to the ECM wiring
diagrams.
Road test the vehicle with a Digital Multimeter
connected to a suspected circuit. An abnormal voltage
when the malfunction occurs is a good indication that
there is a fault in the circuit being monitored.
Using Tech 2 to help detect intermittent conditions. The
Tech 2 has several features that can be used to located
an intermittent condition.
An intermittent MIL (Check Engine Lamp) with no stored
Diagnostic Trouble Code may be caused by the
follow ing:
Ignition coil shorted to ground and arcing at ignition
wires or plugs.
MIL (Check Engine Lamp) wire to ECM short to
ground.
Poor ECM grounds. Refer to the ECM wiring
diagrams.
Check for improper installation of electrical options such
as light, cellular phones, etc. Check all wires from ECM
to the ignition control module for poor connections.
Check for an open diode across the A/C compressor
clutch and check for other open diodes (refer to wiring
diagrams in Electrical Diagnosis).
If problem has not been found, refer to ECM connector
symptom tables.
Check the “Broadcast Code” of the ECM, and
compare it with the latest Isuzu service bulletins and/
or Isuzu EEPROM reprogramming equipment to
determine if an update to the ECM’s reprogrammable
memory has been released.
To check the “Broadcast Code”, connect the Tech 2,
then look for “ID info.” then select “Broadcast Code”.
This should display a 4 character code, such as “XBYA”
(ex ample only).
This identifies the contents of the reprogrammable
software and calibration contained in the ECM.
If the “Broadcast Code” is not the most current
available, it is advisable to reprogram the ECM’s
EEPROM memory, which may either help identify a
hard-to find problem or may fix the problem.
The Service Programming System (SPS) will not allow
incorrect software programming or incorrect calibration
changes.

ENGINE DRIVEABILITY AND EMISSIONS 6E–243
9 Check the fuel pressure. Refer to 6E-108 page
Fuel
System Diagnosis
.
Was a problem found?—Verify repair Go to Step 10
10 Monitor “B1S1 (Bank 1 Sensor 1) Status” on the Tech
2.
Is the “B1S1 (Bank 1 Sensor 1) Status” in the rich
condition?—Verify repair Go to Step 11
11 Check items that can cause the engine to run rich.
Refer to DTC P1167 “Fuel Supply System Rich During
Deceleration Fuel Cut Off”.
Was a problem found?—Verify repair Go to Step 12
12 Check items that can cause the engine to run lean.
Refer to DTC P1171 “Fuel Supply System Lean
During Power Enrichment”.
Was a problem found?—Verify repair Go to Step 13
13 Check for proper ignition voltage output with the spark
tester.
Was a problem found?—Verify repair Go to Step 14
14 Check for a loose ignition control module ground.
Was a problem found?—Verify repair Go to Step 15
15 Visually/physically inspect all spark plug high-tension
cables. Check for the following conditions:
Verify that the resistance of all spark plug high-
tension cables are less than the specified value.
Verify that the all spark plug high-tension cables are
correctly fitted to eliminate cross-fitting.
Verify that the all spark plug high-tension cables are
not arcing to ground.
Spraying the spark plug high-tension cables with a
light mist of water may help locate an intermittent
problem.
Was a problem found?#1 cyl. 4.4k

#2 cyl. 3.6k

#3 cyl. 3.1k

#4 cyl. 2.8k
Verify repair Go to Step 16
16 1. Check the ignition coil secondary resistance.
2. Replace the coil if it is greater than the specified
resistance.
Did the coil require replacement? 2.5k
Verify repair Go to Step 17
17 1. Remove the spark plugs and check for gas or oil
fouling cracks, wear, improper gap, burned
electrodes, heavy deposits, or improper heat
range.
2. If spark plugs are fouled, the cause of fouling must
be determined before replacing the spark plugs.
Was a problem found?—Verify repair Go to Step 18
18 1. Check the injector connectors.
2. If any of the connectors are connected at an
improper cylinder, connect as necessary.
Was a problem found?—Verify repair Go to Step 19
19 Check the ECM grounds to verify that they are clean
and tight. Refer to the ECM wiring diagrams.
Was a problem found?—Verify repair Go to Step 20
20 Visually/physically check the vacuum hose for splits,
kinks and proper connections and routing.
Was a problem found?—Verify repair Go to Step 21 Step Action Value(s) Yes No

ENGINE DRIVEABILITY AND EMISSIONS 6E–249
10 Check items that can cause the engine to run rich.
Refer to DTC P1167 “Fuel Supply System Rich During
Deceleration Fuel Cut Off”.
Was a problem found?—Verify repair Go to Step 11
11 Monitor “B1S1 (Bank 1 Sensor 1) Status” on the Tech
2.
Is the “B1S1 (Bank 1 Sensor 1) Status” in the lean
condition?—Go to Step 12Go to Step 13
12 Check items that can cause the engine to run lean.
Refer to DTC P1171 “Fuel Supply System Lean
During Power Enrichment”.
Was a problem found?—Verify repair Go to Step 13
13 1. Visually/physically inspect for the following
conditions:
Restriction of air intake system. Check for a
restricted air filter element, or foreign objects
blocking the air intake system.
Check for objects blocking the IAC passage or
throttle bore, excessive deposits in the throttle
bore and on the throttle plate.
Check for a condition that causes a large
vacuum leak, such as an incorrectly installed or
faulty crankcase ventilation hose/brake booster
hose.
Was a problem found?—Verify repair Go to Step 14
14 Check the injector connectors, if any of the injectors
are connected an incorrect cylinder, correct as
necessary.
Was a problem found?—Verify repair Go to Step 15
15 Perform the “Injector Coil/Balance Test” (Refer to 6E-
98 page).
Was a problem found.—Verify repair Go to Step 16
16 1. Check for fuel in the pressure regulator vacuum
hose.
2. If fuel is present, replace the fuel pressure
regulator assembly.
Was a problem found?—Verify repair Go to Step 17
17 Check for proper ignition voltage output with the spark
tester.
Was a problem found?—Verify repair Go to Step 18
18 1. Remove the spark plugs and check for gas or oil
fouling cracks, wear, improper gap, burned
electrodes, heavy deposits, or improper heat
range.
2. If spark plugs are fouled, the cause of fouling must
be determined before replacing the spark plugs.
Was a problem found?—Verify repair Go to Step 19 Step Action Value(s) Yes No

6E–262 ENGINE DRIVEABILITY AND EMISSIONS
BACKFIRE SYMPTOM
DEFINITIONS: Fuel ignites in the intake manifold, or in the ex haust system, making a loud popping noise.
Step Action Value(s) Yes No
1Was the “On-Board Diagnostic (OBD) System Check”
performed?—Go to Step 2Go to 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 visual/physical check performed?
—Go to Step 4Go to Visual /
physical Check.
4 Check for proper ignition voltage output with the spark
tester.
Was a problem found?—Verify repair Go to Step 5
5 1. Remove the spark plugs and check for gas or oil
fouling cracks, wear, improper gap, burned
electrodes, heavy deposits, or improper heat
range.
2. If spark plugs are fouled, the cause of fouling must
be determined before replacing the spark plugs.
Was a problem found?—Verify repair Go to Step 6
6 Visually/physically inspect all spark plug high-tension
cables. Check for the following conditions:
Verify that the resistance of all spark plug high-
tension cables are less than the specified value.
Verify that the all spark plug high-tension cables are
correctly fitted to eliminate cross-fitting.
Verify that the all spark plug high-tension cables are
not arcing to ground.
Spraying the spark plug high-tension cables with a
light mist of water may help locate an intermittent
problem.
Was a problem found?#1 cyl. 4.4k

#2 cyl. 3.6k

#3 cyl. 3.1k

#4 cyl. 2.8k
Verify repair Go to Step 7
7 Check the fuel pressure. Refer to 6E-108 page “Fuel
System Diagnosis” .
Was a problem found?—Verify repair Go to Step 8
8 Check for an intermittent ignition system malfunction:
Intermittent CKP 58X signal
Intermittent ignition feed circuit or sensor ground
circuit to the crankshaft position sensor.
Was a problem found?—Verify repair Go to Step 9
9 Refer to 6E-108 page
Fuel System Diagnosis to
determine if there is a problem with fuel delivery.
Was a problem found?—Verify repair Go to Step 10

6G-2 ENGINE LUBRICATION
General Description
Legend
1 Oil Strainer
2 Oil Pump
3 Relief Valve
4 Oil Filter
5 Safety Valve
6 Oil Gallery
7 Crankshaft Bearing
8 Crankshaft9 Connecting Rod Bearing
10 Connecting Rod
11 Piston
12 Oil Gallery; Cylinder Head
13 Camshaft
14 Camshaft Journal
15 HLV
16 Check relief valve
17 Oil Pan




A gear-type oil pump is directly driven by the crankshaft and
draws oil from the oil pan, via the suction pipe. If then passes
the pressured oil through a full-flow disposable oil filter, to the
main oil gallery in the cylinder Block. An oil pump pressure
relief valve and oil filter bypass valve are incorporated in the
system.
From the main oil gallery in the cylinder block, the cylinder
head and crankshaft main bearings are supplied with oil.
The camshaft bearings and hydraulic tappets are supplied
through the main feed galleries in the cylinder head. Vent
valves allow air to be expelled from the oil galleries in the
cylinder head. The balance shaft journals are directly fed from
the crankshaft main bearings. The connecting rod bearings are
fed via passages in the crankshaft. The oil returns to the oil
pan via passages in the cylinder block.

ENGINE LUBRICATION 6G-5

Inspection and Repair
CAUTION: Make necessary correction or parts
replacement if wear, damage or any other abnormal
conditions are found through inspection.
Body and Gears
The pump assembly must be replaced if one or more of the
conditions below is discovered during inspection:
Indentation of gear pair - Use feeler strip and straight edge.
Dimension: 0.03 mm to 0.10 mm
(0.0012 to 0.0039 in)



Oil Strainer
Check the oil strainer for cracking and scoring. If cracking and
scoring are found, the oil strainer must be replaced.




Reassembly
1. Install oil pressure switch to the oil pump.
Torque: 40 N




m (4.1 kgf




m)
2. Install the oil pump with the sleeve and the gasket.
Torque: 6 N




m (0.6 kgf




m)
3. Install oil strainer.
Torque: 8 N




m (0.8 kgf




m)
4. Install the oil pan.
Tighten the bolts:
15 N




m (1.5 kgf




m)
5. Install crankshaft timing pulley.
Tighten the bolts:
20 N




m (2.0 kgf




m)

HEATER AND AIR CONDITIONING 1-15
MAIN DATA AND SPECIFICATIONS

AIR COMPRESSOR

Model CR-14
Type 5 Vane rotary type
Displacement cm3 (lmp fl oz) 144 (4.03)
Oil type DH-PR
Oil capacity cm3 (lmp fl oz) 180 (5.04)
Magnetic clutch Type: Dry single disc dia. 109 mm (4.3 in.)

HEATING UNIT (VENT UNIT)

Type Rehead air mix
Core dimension mm (in.) (L

H

W) 180 (7.06)

182.3 (7.18)

27 (1.06)
Capacity (kcal./hr.) 4200

BLOWER UNIT

Type Sirocco fan type

COOLING UNIT

Type Fin and tube evaporator
Evaporator element dimensions mm (in.) (L

H

W) 230 (9.06)

212 (8.35)

74 (2.91)
Evaporator capacity (kcal./hr.) 2960/4420 kcal./hr. (300/500 m3/hr.)
* Expansion Valve type
External pressure equalizer type
* Thermo Switch type (Cooler)
Variable electronic thermostat

Maximum Cool position (
C)
OFF 3
0.5
DIFF 1.5
0.5

Minimum Cool position (
C)
OFF 11.6 2
DIFF 2.9 2
* Thermo Switch type (A/C) (
C)
Fixed electronic thermostat
OFF 3
0.5
DIFF 1.5
0.5
* Trinary Pressure Switch
Low pressure control and High pressure control are same
as Dual pressure switch
* Medium pressure control
OFF 1128  118 kpa (11.5  1.2 kg/cm
2G)
ON 1521  88 kpa (15.5  0.92 kg/cm2G)
CONDENSER
Type Aluminum louvered fins
Capacity (kcal./hr.) 12300 kcal./hr.

ELECTRIC FAN

Fan Dia
250
Motor Power (w) 90

POWER-ASSISTED STEERING SYSTEM 3B-5

Hydraulic Pump
442R300004
The hydraulic pump is vane-type design. The
submerged pump has housing and internal parts tha
t
are inside the reservoir and operate submerged in oil.
There are two bore openings at the rear of the pump
housing. The larger opening contains the cam ring,
pressure plate, thrust plate, rotor and vane assembly,
and end plate. The smaller opening contains the
pressure line union, flow control valve and spring.
The flow control orifice is part of the pressure line union.
The pressure relief valve inside the flow control valve
limits the pump pressure.