Isuzu engine C22NE / 22LE / 20LE. Service manual — part 61
DRIVEABILITY AND EMISSIONS 6E1-73
2.2L/2.0L L-4 Engine
Scan Tool
Parameter
Data List
Units
Displayed
Typical Data
Values (IDLE)
Typical Data
Values
(2500 RPM)
Refer To
A/C Clutch
Engine
On/Off
Off
Off
General Description and
Operation, A/C Clutch
Circuit Operation
A/C Request
Engine
No/Off
Off
Off
General Description and
Operation, A/C Request
Signal
Air/Fuel Ratio
(If applicable)
Engine
Ratio: _to 1
14.6:1
14.6:1
General Description and
Operation, Fuel System
Metering Purpose
BARO kPa
Engine
kPa
103 (depends
on altitude and
barometric)
103 (depends on
altitude and
barometric)
General Description and
Operation
Broadcast Code
‘PROM’
Identification
Engine
5 Figures
Depends on
latest level of
engine
software and
calibration.
Review
Technical
Service
Bulletins for
most current
level.
Depends on
latest level of
engine
software and
calibration.
Review
Technical
Service Bulletins
for most current
level.
-
Decel Fuel
Mode
Engine
Active/
Inactive
Inactive
Inactive
General Description and
Operation, Deceleration
Mode
Desired Idle
Engine
RPM
825
-
General Description and
Operation, Idle Air Control
(IAC) Valve
ECT
(Engine Coolant
Temp)
Engine
Degrees C,
Degrees F
80-100°C
(176-212°F)
80-100°C
(176-212°F)
General Description and
Operation, Engine Coolant
Temperature (ECT) Sensor
Time From Start
Engine
Hrs:Min:Sec
Varies. Resets
at each engine
start.
Varies. Resets
at each engine
start.
-
Engine Speed
Engine
RPM
Within
−50 to
+100
of “Desired Idle”
Actual engine
speed
-
EVAP Purge
PWM
(If applicable)
Engine
Percent
0%
0%
Diagnosis, EVAP Emission
Canister Purge Valve
Check
Fuel Pump
Engine
On/Off
On
On
Engine Fuel
6E1-74 DRIVEABILITY AND EMISSIONS
2.2L/2.0 L-4 Engine (Cont'd)
Scan Tool
Parameter
Data List
Units
Displayed
Typical Data
Values (IDLE)
Typical Data
Values
(2500 RPM)
Refer To
02 BLM
Cell Number
(If applicable)
Engine
Cell number
20
5
Diagnosis, Fuel Trim Cell
Diagnostic Weights
HO2S
(If applicable)
(millivolts)
Engine
Millivolts
160-800
changing
quickly
160-800, always
changing quickly
General Description and
Operation, Fuel Control
HO2S
HO2S
(If applicable)
(ready/
not ready)
Specific
Eng:
HO2S
Ready/
Not Ready
Ready
Ready
General Description and
Operation, Fuel Control
HO2S; DTC: DTC13
IAT
(Intake Air
Temp)
Engine
Degrees C,
Degrees F
0-100°C,
(32°F-212°F)
depends
on underhood
0-80°C, depends
(32°F-176°F)
on underhood
General Description and
Operation, Intake Air
Temperature (IAT) Sensor
Battery
Engine
Volts
14
34
General Description and
Operation, Electronic
Ignition
System
Inj. Pulse
Engine
Milliseconds
1.8-1.9
1.4-1.5
General Description, Fuel
Metering, Fuel Injector
Fueling Mode
(If applicable)
Engine
Open/Closed
Closed
Closed
General Description and
Operation, Fuel Metering
System; DTCs: DTC13
MAP kPa
(Manifold
Absolute
Pressure)
Engine
Kilopascals
37
29
General Description and
Operation, Manifold
Absolute Pressure (MAP)
Sensor; DTCs: DTC33/34
CEL
Engine
On/Off
Off
Off
On-Board Diagnostic
System Check
DRIVEABILITY AND EMISSIONS 6E1-75
2.2L/2.0L L-4 Engine (Cont'd)
Scan Tool
Parameter
Data List
Units
Displayed
Typical Data
Values (IDLE)
Typical Data
Values
(2500 RPM)
Refer To
PSP Switch
(Power Steering
Pressure)
Engine
ON/OFF
-
-
Power Steering Gear and
Pump, General
Description, Pressure
Switch
02 STATUS
(If applicable)
Engine
Rich/Lean
Always
changing
Always changing
General Description and
Operation, Fuel Control
HO2S
Electric spark
control
Engine
Degrees
Before Top
Dead Center
14
34
General Description and
Operation, Electronic
Ignition System
TP
(Throttle
Position)
Engine
Degrees
open
0
5
General Description and
Operation, Throttle Position
(TP) Sensor; DTCs: DTC
21/22
TP Sensor
(Throttle
Position)
Engine
Volts
0.80
1.02
General Description and
Operation, Throttle Position
(TP) Sensor; DTCs: DTC
21/22
Vehicle Speed
Engine
km/h
0
0
General Description (Evaporative (EVAP)
Emission System) (IF APPLICABLE)
EVAP Emission Control System Purpose
The basic Evaporative Emission (EVAP) Control
System used on all vehicle is the charcoal canister
storage method. This method transfers fuel vapor
from the fuel tank to an activated carbon (charcoal)
storage device (canister) to hold the vapors when the
vehicle is not operating. When the engine is running,
the fuel vapor is purged from the carbon element by
intake air flow and consumed in the normal
combustion process.
Vapor Canister
Gasoline vapors from the fuel tank flow into the tube
labeled tank. Any liquid fuel goes into a reservoir in the
bottom of the canister to protect the integrity of the
carbon bed. These vapors are absorbed into the
carbon. The canister is purged when the engine is
running or commanded by Engine Control Module
(ECM). Ambient air is allowed into the canister through
the air tube in the top. The air mixes with the vapor
and the mixture is drawn into the intake manifold.
6E1-76 DRIVEABILITY AND EMISSIONS
Evap Control System
The solenoid used with this canister uses Vacuum
Switch Valve to control purge. The ECM opens and
closes the solenoid to control purge.
The ECM operates a Normally Closed (N/C) solenoid
valve which controls the vacuum to purge the charcoal
canister. Under cold engine or idle conditions, the
solenoid is not energized by the ECM, which blocks
vacuum to purge the canister.
The ECM energizes the solenoid valve and allows
purge when:
• Engine is warm above 69°C (156°F)
• After the engine has been running a specified time.
Legend
(1) Vapor from Fuel Tank
(2) Evaporate Emission Canister Purge Vacuum
(3) Canister Body
(4) Carbon
(5) Filter
(6) Grid
(7) Air Flow During Purge
• Throttle position is above 7% throttle position
sensor.
Results of Incorrect Operation
Poor idle, stalling and poor driveability can be caused
by:
• Inoperative purge solenoid.
• Damaged canister.
• Hoses split, cracked and/or not connected to the
proper tubes.
Evidence of fuel loss or fuel vapor odor can be caused
by:
• Liquid fuel leaking from fuel lines, or fuel pump.
• Cracked or damaged canister.
• Disconnected, misrouted, kinked, deteriorated or
damaged vapor hoses, or control hoses.
If the solenoid is always open, the canister can purge
to the intake manifold at all times. This can allow extra
fuel at idle or during warm-up, which can cause rough
or unstable idle, or too rich operation.
If the solenoid is always closed, the canister can
become over-loaded, resulting in fuel odor.
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