2004 ISUZU TF SERIES run flat

9A-10 SUPPLEMENTAL RESTRAINT SYSTEM

060R300013

Seat Belt with Pretensioner (If so
equipped)
The seat belt comprises a seat belt and a cylinder (a
cylinder filled with powder and an ignition device). In
cases of frontal collision which cause a shock
exceeding a specified level, the controller lets current
flow to the inflation circuit. The current ignites the
cylinder of the seat belt, producing gas. The gas helps
tighten the seat belt to restrain firmly the driver’s upper
half in his seat.




RTW49JSH000201







Steering Column
The steering column absorbs energy and is designed
to compress in a frontal crash to decrease the chance
of injury to the driver.
060R300038

Knee Bolster
The knee bolsters are used to absorb energy to
protect knees and control the forward movement of
the vehicle's front seat occupants during a frontal
crash, by limiting leg movement.

Definitions
Air Bag
An inflatable cloth cushion designed to deploy in
certain frontal crashes. It supplements the protection
offered by the seat belts by distributing the impact load
more evenly over the vehicle occupant's head and
torso.
Asynchronous
Performed in a nonperiodic fashion, (i.e., no defined
time or interval).
B+
Battery voltage, (B+) The voltage available at the
battery at the time of the indicated measurement.
With the key “ON” and the engine not running, the
system voltage will likely be between 12 and 12.5
volts. At idle, the voltage may be 14 to 16 volts. The
voltage could be as low as 10 volts during engine
cranking.
Bulb Check
The SRS control unit will cause the “AIR BAG” warning
lamp to flash seven times and then go “OFF”
whenever the ignition switch transitions to the ON
position from any other ignition switch position and no
malfunctions are detected.

9A1-18 RESTRAINT CONTROL SYSTEM

DTC Will Clear When
The ignition switch is turned “OFF.”

DTC Chart Test Description
Number(s) below refer to step number(s) on the
diagnostic chart:
2.
This test determines whether the malfunction is in
the SRS control unit.
3.
This test verifies connection of the yellow connector.
4.
This test cheeks for proper operation of the shorting
clip in the yellow connector.
5.
The test checks for a malfunction passenger air bag
assembly.
6.
This test determines whether the malfunctioning is
due to shortening in the wiring.
Diagnostic Aids
An intermittent condition is likely to be caused by a short
between circuits “Passenger Bag High” and “Passenger
Bag Low” or a malfunctioning shorting clip on the
passenger air bag assembly which would require
replacement of the air bag assembly. The test for this
diagnostic trouble code is only run while “AIR BAG”
warning lamp is performing the bulb check. When a
scan tool “Clear Codes” command is issued and the
malfunction is still present, the DTC will not reappear
until the next ignition cycle.


DTC B0016 (Flash Code 16) Passenger Airbag Squib Circuit Low Resistance

Step Action Yes No
1 Was the “SRS Diagnostic System Check” performed? Go to Step 2 Repeat the “SRS
Diagnostic System
Check”
2

1. Check the passenger air bag squib circuit for short to voltage
or short to ground.

2. If the problem found, repair as necessary.
Was a problem found? Verify repair Go to Step 3
3

1. Ignition switch “Off.”

2. Make sure the passenger air bag assembly yellow connector
located behind the glove box assembly is seated properly.
Is the yellow connector connected properly? Go to Step 4 Seat passenger air
bag assembly
yellow connector
properly.
Go to Step 7
4

1. Disconnect and inspect the passenger air bag assembly
yellow connector located behind the glove box assembly.

2. If ok, reconnect the passenger air bag assembly connector.

3. Ignition switch “ON.”
Is DTC B0016 Current? Go to Step 5 Go to Step 7
5

1. Ignition switch “Off.”

2. Disconnect SRS coil and passenger air bag assembly, yellow
connector located at the base of the steering column and
behind the glove box assembly.

3. Connect 5-8840-2421-0 SRS driver/passenger load tool and
appropriate adapters to SRS coil and passenger air bag
assembly harness connectors.

4. Ignition switch “ON.”
Is DTC B0016 current? Go to Step 6 Ignition switch
“Off.”
Replace the
passenger air bag
assembly.
Go to Step 7
6

1. Ignition switch “Off.”

2. There has been a decrease in the total circuit resistance of
the passenger inflator deployment loop
Replace SRS
harness.
Go to Step 7 Go to Chart A

RESTRAINT CONTROL 9A1-61

DTC B1000 (Flash Code 72) SDM Internal Fault (SDM=SRS control unit)


RTW49JLF000101
Circuit Description
DTC B1000 is an indication of a potential internal SRS
control unit malfunction and will set if any of the
following conditions are detected:
1) Microprocessor energy reverse time failure.
2) EEPROM read / write failure.
3) ROM check sum.
4) Calibration check sum fault.
5) Inflators reserve voltage low.
6) Inflators electronic sensor active signal not detected
during commanded deployment.
7) QSDD (High-side/Low-side) FET failure.
8) Frontal accelerometer failure.
9) Phase lock loop lost lock.
10) QSDD communication fault.
DTC Will Set When
Any of the above indicated malfunctions are detected by
the SRS control unit. The malfunctions described
above are tested mainly during “Continuous Monitoring”
and some ones run each ignition cycle.

Action Taken
SRS control unit turns “ON” the “AIR BAG” warning
lamp and sets a diagnostic trouble code.

DTC Will Clear When
SRS control unit is replaced.

6A-86 ENGINE MECHANICAL (C24SE)






Crankshaft, Cylinder Block (continued)
Flywheel
Starter ring gear Before fitting, heat ring gear to 180
C -
230
C

Lateral run-out Permissible lateral run-out of installed
starter ring gear to flywheel: 0.5mm

Precision turning Permissible removal of material in clutch
disc lining surface area: 0.3mm

In order to achieve the functional
relationship again after removal of material,
the same removal of material must take
place on the fore part of the flywheel
(contact for clutch assembly)

Dimension A: 2.1 to 2.2mm

Cylinder block
Top deck flatness mm 0.05
Cylinder block height mm 2710.075

FRONT ALIGNMENT 3A-3

Inspection
Before making any adjustments affecting caster, camber or
toe-in, the following front end inspection should be made.
1. Inspect the tires for proper inflation pressure. Refer to
Main Data and Specifications in Wheel and Tire System
section.
2. Make sure that the vehicle is unlade condition (Withno
passenger or loading).
3. Make sure that the spare tire is installed at the normal
position.
4. Inspect the front wheel bearings for proper adjustment.
Refer to Front Hub and Disc Overhaul in Suspension
section.
5. Inspect the ball joints and tie rod ends. If excessive
looseness is noted, correct before adjusting. Refer to
Steering Linkage in this section.
6. Inspect the wheel and tires for run-out. Refer to Wheel
Replacement in Wheel and Tire System section.
7. Inspect the trim height. If not within specifications, the
correction must be made before adjusting caster.
8. Inspect the steering unit for looseness at the frame.
9. Inspect shock absorbers for leaks or any noticeable noise.
Refer to Shock Absorber in Suspension section.
10. Inspect the control arms or stabilizer bar attachment fo
r
looseness. Refer to Suspension section.
11. Inspect the front end alignment using alignment equipment.
Follow the manufacturer’s instructions.
12. Park the vehicle on a level surface.

7A2-2 TRANSMISSION CONTROL SYSTEM (AW30 –40LE) (V6 3.5L)

Service Precaution
WARNING: THIS VEHICLE HAS A SUPPLEMENTAL
RESTRAINT SYSTEM (SRS). REFER TO THE SRS
COMPONENT AND WIRING LOCATION VIEW IN
ORDER TO DETERMINE WHETHER YOU ARE
PERFORMING SERVICE ON OR NEAR THE SRS
COMPONENTS OR THE SRS WIRING. WHEN YOU
ARE PERFORMING SERVICE ON OR NEAR THE
SRS COMPONENTS OR THE SRS WIRING, REFE
R
TO THE SRS SERVICE INFORMATION. FAILURE TO
FOLLOW WARNINGS COULD RESULT IN
POSSIBLE AIR BAG DEPLOYMENT, PERSONAL
INJURY, OR OTHERWISE UNNEEDED SRS SYSTEM
REPAIRS.
CAUTION: Always use the correct fastener in the
proper location. When you replace a fastener, use
ONLY the exact part number for that application.
ISUZU will call out those fasteners that require a
replacement after removal. ISUZU will also call out
the fasteners that require thread lockers or thread
sealant. UNLESS OTHERWISE SPECIFIED, do not
use supplemental coatings (Paints, greases, o
r
other corrosion inhibitors) on threaded fasteners or
fastener joint interfaces. Generally, such coatings
adversely affect the fastener torque and the joint
clamping force, and may damage the fastener.
When you install fasteners, use the correct
tightening sequence and specifications. Following
these instructions can help you avoid damage to
parts and systems.
General Description
The AW30-40LE is a 4–speed fully automatic
transmission. It uses a microcomputer as a control unit
to judge running conditions including throttle opening
rate and vehicle speed, then it sets the shifting point in
the optimum timing so that best driving performance
can be achieved.
In addition, the built–in shift mode select function can
select three shift modes according to the driver's
preference:
 Normal mode –Normal shift pattern.
 3rd Start mode –Starts in 3rd gear to reduce
slippage on ice or snow.
 Power mode has a delayed up shift when more
powerful acceleration is required.
Also, the built–in fail–safe function (“backup mode")
assures driving performance even if the vehicle speed
sensor, throttle signal or any solenoid fails.
Further, the self–diagnostic function conducts diagnosis
in a short time when the control system fails, thus
improving serviceability.
The major features of AW30-40LE are as follows:

A compact structure consisting of 2 sets of planetary
gears and flat torque converter.
 Electronic control selects the optimum shift mode according to the driving conditions.
 Electronic control maintains the optimum hydraulic
pressure for clutch, band brake as well as
transmission so that shift feeling is improved.
 Two sets of planetary gears reduce friction of powe
r
train.
Also, a lockup mechanism in the torque converter
reduces fuel consumption.
 Wide gear ratio and high torque rate of torque
converter provide excellent starting performance.

DIAGNOSIS (JR405E) 7A2-89
Symptom Condition Description
Faulty during the
running Low maximum speed or poor acceleration Starting acceleration is poor. F1
Acceleration is slow though the accelerator
pedal is stepped on during the running.
Engine races up during acceleration (slip)
The engine speeds up but vehicle speed
does not increase when the accelerator
pedal is stepped on at the starting.
F2

Only the engine speeds up but vehicle
speed does not increase when the
accelerator pedal is stepped on for
acceleration during the running.

Noise or vibration during the running in R, D,
3, 2, or L range
Noise or vibration is generated in the vicinity
of AT during the running. F3
Engine brake does not in apply L range
The engine brake does not apply, allowing
the vehicle to run freely when the
accelerator pedal is released at low speed in
L range.
F4
Engine stalls before vehicle stops from
running
The engine stalls simultaneously with the
vehicle stop when the brake pedal is
stepped on to stop the vehicle during the
running.
F5
Faulty in the
stopping
Vehicle moves in P range, or parking gear is
not disengaged other than P range
Vehicle moves though it stops at a slope
and P range is selected. G1

The engine stalls and vehicle does not move
though other than P range is selected and
the accelerator pedal is stepped on.

Creep force is large
Vehicle accelerates in D, 3, 2, L, and R
ranges though the accelerator pedal is not
stepped on.
G2
Creep force is small Vehicle does not move though a run range
is selected on a flat road during the idling. G3
Large noise during idling with the vehicle in
stop state
The transmission is noisy during the idling
speed in all ranges. G4
Faulty lock-up Judder occurs at the lock-up The vehicle body judders at lock-up. H1
Large lock-up shock Large shock is felt at lock-up. H2
Lock-up point is high or low Lock-up point is excessive high or low. H3
No lock-up No lock-up Lockup is not performed in spite of the lock-
up area. I1

7A2-132 DIAGNOSIS (JR405E)
No. G3: Creep Force is small

Description:

Vehicle does not move though a run range is selected on a flat road during the idling.

Diagnosis Hints:

When the creep force is small in all ranges, low engine output is considered. Another possible cause is slip of
clutch. If the creep is normal only in the R range, operation of the fail-safe function due to a trouble in the electrical
system is considered.

Possible Cause:

Slip of clutch (low clutch).
If slip of clutch is caused, a DTC (gear ratio error) is stored.

Low engine output (low idling speed, out of injection timing, lowered compression pressure, etc.).

Shortage or faulty quality of ATF.

Disconnection or short circuit of solenoid valve output.

Clogged oil passage of solenoid valve output.

Faulty ground return line in AT assembly.
If the ground return line earth is faulty, clutch pressure may decrease causing slip of the clutch.

Trouble in the torque converter system (faulty operation).

Step Action Yes No
1 Gear ratio trouble diagnosis.
Travel in the following sequence for about 7 seconds or
more in each range: Start in the L range (1st) to 2 range
(2nd) to 3 range (3rd) to D range (4th) (to detect the gear
ratio trouble exactly, this process should be carried out)
Go to Step 2 Go to Step 2
2 Are any DTCs stored?
Go to DTC Chart Go to Step 3
3 Are the quantity, contamination and smell normal? If the ATF level is low,
replenish up to the
specified level.

Go to Step 4
If ATF is extremely
black and
contaminated and
smells burnt, slip of the
clutch is supposed.
Overhaul the AT unit.
4 Are the idling speed and other engine system normal?
Go to Step 5
Repair the defect or
replace.
5 Is the stall revolution normal in D, 3, 2 and L range? Refer
the STALL TEST section in this manual.
Go to Step 6
Repair the defect or
replace.
6 Is the line pressure normal? Refer the LINE PRESSURE
TEST section in this manual. Trouble in the AT
assembly or control
valve.
Repair the defect or
replace.