Isuzu engine C22NE / 22LE / 20LE. Service manual — part 54
DRIVEABILITY AND EMISSIONS 6E1-45
BASIC KNOWLEDGE OF TOOLS
REQUIRED
Notice: 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.
SERIAL DATA COMMUNICATIONS
This vehicle utilizes the serial data communication
system. Each bit of information can have one of two
lengths: long or short. This allows vehicle wiring to be
reduced by transmitting and receiving multiple signals
over a single wire. The messages carried on serial
data streams are also prioritized. If two messages
attempt to establish communications on the data line
at the same time, only the message with higher priority
will continue. The device with the lower priority
message must wait. For more information on this
system of coding, refer to Decimal/ Binary/
Hexadecimal Conversions. On this vehicle the Scan
Tool displays the actual values for vehicle parameters.
It will not be necessary to perform any conversions
from coded values to actual values.
ON-BOARD
DIAGNOSTIC (OBD)
ON-BOARD DIAGNOSTIC TESTS
Miscellaneous Test:
A miscellaneous test is a kind of the On-Board
Diagnostics.
Using a tech 2, the miscellaneous test can be
conducted, followings are brief description about the
miscellaneous tests.
To perform the miscellaneous test, allows the
displayed menu on the tech 2. Sub-menu of
miscellaneous test are as follows.
• Check powertrain lamp:
This test allows to turn on and off the powertrain
warning lamp in the instrument cluster.
• Fuel Pump:
Fuel pump test allows to turn on and off the fuel
pump.
If turned off while the engine is running, the engine
will stall.
• A/C Clutch:
The A/C Clutch test allows to turn on and off the
airconditioning.
• Canister Purge Control Solenoid Valve:
This function takes control of the canister purge
control solenoid valve.
The on command represents a 100% pwm, the off
command a 0% pwm.
• IAC (Idle Air Control) System:
• RPM control
This function allows the user to slew the desired
RPM via increments of 25 RPM with a minimum
of 600 RPM and a maximum of 2000 RPM.
The start value will be at 1150 RPM.
• IAC Control
This function allows the user to slew the IAC via
increments of 25 steps with a minimum of 0 steps
and a maximum of 250 steps.
The start value will be at idle steps.
• IAC Reset
The user will have the ability to perform an IAC
reset.
Each keypress will actuate the command to reset.
• Fuel Trim Reset:
This function allows the user to command the ECM
to perform an Long Term Fuel Trim reset, also
known as a Block Learn Memory reset.
Each keypress will actuate the command to reset.
• Fueling Mode:
This function provides the user with the ability to
enable or disable closed loop fuel control.
• Air Fuel Ratio:
This function allows the user to slew the control
state of the A/F ratio within a minimum of 11.7:1
and a maximum of 17.7:1.
The test starts at an A/F ratio of 14.7 : 1.
The incremental control is 0.5 steps per keypress.
COMPREHENSIVE COMPONENT
MONITOR DIAGNOSTIC OPERATION
Comprehensive component monitoring diagnostics
are involved to monitor emissions-related input and
output engine components.
6E1-46 DRIVEABILITY AND EMISSIONS
Input Components:
Input components are monitored for circuit continuity
and out-of-range values. This includes rationality
checking. Rationality checking refers to indicating a
fault when the signal from a sensor does not seem
reasonable, i.e. Throttle Position (TP) sensor that
indicates high throttle position at low engine loads or
MAP voltage). Input components may include, but are
not limited to the following sensors:
• Vehicle Speed Sensor (VSS)
• Crankshaft Position (CKP) sensor
• Throttle Position (TP) sensor
• Engine Coolant Temperature (ECT) sensor
• Intake Air Temperature Sensor (IAT)
• Manifold Absolute Pressure (MAP) sensor
In addition to the circuit continuity and rationality check
the ECT sensor is monitored for its ability to achieve a
steady state temperature to enable “Closed Loop” fuel
control (If applicable).
Output Components:
Output components are diagnosed for proper
response to control module commands. Components
where functional monitoring is not feasible will be
monitored for circuit continuity and out-of-range values
if applicable.
Output components to be monitored include, but are
not limited to the following circuit:
• Idle Air Control (IAC) Motor
• EVAP Canister Purge Valve Solenoid
• A/C relays
• VSS output
• MIL control
Refer to ECM and Sensors in General Descriptions.
Passive and Active Diagnostic Tests
A passive test is a diagnostic test which simply
monitors a vehicle system or component. Conversely,
an active test, actually takes some sort of action when
performing diagnostic functions, often in response to a
failed passive test.
Intrusive Diagnostic Tests
This is any on-board test run by the Diagnostic
Management System which may have an effect on
vehicle performance or emission levels.
Warm-Up Cycle
A warm-up cycle means that engine at temperature
must reach a minimum of 70°C(160°F) and rise at
least 22°C(40°F) over the course of a trip.
COMMON OBD TERMS
Diagnostic For Closed Loop System:
When used as a noun, the word diagnostic refers to
any on-board test run by the vehicle's Diagnostic
Management System. A diagnostic is simply a test run
on a system or component to determine if the system
or component is operating according to specification.
For Closed Loop System:
There are many diagnostics, shown in the following
list:
• Oxygen sensors
• Oxygen sensor heaters
Enable Criteria
The term “enable criteria” is engineering language for
the conditions necessary for a given diagnostic test to
run. Each diagnostic has a specific list of conditions
which must be met before the diagnostic will run.
“Enable criteria” is another way of saying “conditions
required” .
The enable criteria for each diagnostic is listed on the
first page of the DTC description under the heading
“Conditions for Setting the DTC” . Enable criteria
varies with each diagnostic, and typically includes, but
is not limited to the following items:
• engine speed
• vehicle speed
• ECT
• MAP
• IAT
• TP
• high canister purge (If applicable)
• A/C ON
Trip
Technically, a trip is a key on-run-key off cycle in
which all the enable criteria for a given diagnostic are
met, allowing the diagnostic to run. Unfortunately, this
concept is not quite that simple. A trip is official when
all the enable criteria for a given diagnostic are met.
But because the enable criteria vary from one
diagnostic to another, the definition of trip varies as
well. Some diagnostics are run when the vehicle is at
operating temperature, some when the vehicle first
start up; some require that the vehicle be cruising at a
steady highway speed, some run only when the
vehicle is at idle. Some run only immediately following
a cold engine start-up.
A trip then, is defined as a key on-run-key off cycle in
which the vehicle was operated in such a way as to
DRIVEABILITY AND EMISSIONS 6E1-47
satisfy the enabled criteria for a given diagnostic, and
this diagnostic will consider this cycle to be one trip.
However, another diagnostic with a different set of
enable criteria (which were not met) during this driving
event, would not consider it a trip. No trip will occur for
that particular diagnostic until the vehicle is driven in
such a way as to meet al the enable criteria
THE DIAGNOSTIC EXECUTIVE
The Diagnostic Executive is a unique segment of
software which is designed to coordinate and prioritize
the diagnostic procedures as well as define the
protocol for recording and displaying their results. The
main responsibilities of the Diagnostic Executive are
listed as follows:
• Commanding the MIL(“Check Engine” lamp) ON
and OFF
• DTC logging and clearing
• Current status information ON each diagnostic
The Diagnostic Executive records DTCs and turns ON
the MIL when emission-related faults occur. It can also
turn OFF the MIL if the conditions cease which caused
the DTC to set.
Diagnostic Information
The diagnostic charts and functional checks are
designed to locate a faulty circuit or component
through a process of logical decisions. The charts are
prepared with the requirement that the vehicle
functioned correctly at the time of assembly and that
there are not multiple faults present.
There is a continuous self-diagnosis on certain control
functions. This diagnostic capability is complimented
by the diagnostic procedures contained in this manual.
The language of communicating the source of the
malfunction is a system of diagnostic trouble codes.
When a malfunction is detected by the control module,
a diagnostic trouble code is set and the Malfunction
Indicator Lamp (MIL)(“Check Engine” lamp) is
illuminated.
Malfunction Indicator Lamp (MIL)
The Malfunction Indicator Lamp (MIL) looks the same
as the MIL you are already familiar with (“Check
Engine” lamp).
Basically, the MIL is turned ON when the ECM detects
a DTC.
Extinguishing the MIL
The MIL (“Check Engine” lamp) is on the instrument
panel and has the following functions:
• It informs the driver that a fault that affects vehicle
emission levels has occurred and that the vehicle
should be taken for service as soon as possible.
• As a bulb and system check, the MIL will come on
with the key on and the engine not running. When
the engine is started, the MIL will turn OFF.
• When the MIL remains on while the engine is
running, or when a malfunction is suspected due to
a driveability or emissions problem, a Powertrain
On-Board Diagnostic (OBD) System Check must be
performed. The procedures for these checks are
given in On-Board Diagnostic (OBD) System
Check. These checks will expose faults which may
not be detected if other diagnostics are performed
first.
Once the ECM determines that a fault(s) has been
rectified then the MIL will switch OFF, although the
fault code will remain in the ECM memory.
Any fault codes will remain in ECM memory until -
1. They are cleared by disconnecting the Battery for
more than 30 seconds.
2. A service tool such as Tech 2 is used to clear them.
3. Ten consecutive starts without logging a fault.
Refer to clearing Diagmostic Trouble Code
Data Link Connector (DLC)
The Provision for communicating with the control
module is the Data Link Connector (DLC). It is located
at the lower left of the instrument panel behind a small
square cover. The DLC is used to connect to a Scan
Tool. Some common uses of the Scan Tool are listed
below:
• Identifying stored Diagnostic Trouble Codes (DTCs)
• Clearing DTCs
• Performing output control tests
• Reading serial data
6E1-48 DRIVEABILITY AND EMISSIONS
Reading Flash Diagnostic Trouble Codes
The provision for communicating with the Engine
Control Module (ECM) is the Data Link Connector
(DLC). The DLC is located behind the lower front
instrument panel. It is used in the assembly plant to
receive information in checking that the engine is
operating properly before it leaves the plant.
The diagnostic trouble code(s) (DTCs) stored in the
ECM’s memory can be read either through a hand-
held diagnostic scanner plugged into the DLC or by
counting the number of flashes of the ”Check Engine”
Malfunction lndicator Lamp (MIL) when the diagnostic
test terminal of the DLC is grounded. The DLC
terminal ”6” (diagnostic request) is pulled ”Low”
(grounded) by jumpering to DLC terminal ”5”, Which is
a ground wire.
This will signal the ECM that you want to ”flash”
DTC(s), if any are present. Once terminals ”5” and ”6”
have been connected, the ignition switch must be
moved to the ”ON” position, with the engine not
running. At this point, the ”Check Engine” MIL should
flash DTC12 three times consecutively.
This would be the following flash, sequence: ”flash,
pause, flash-flash, long pause, flash, pause, flash-
flash, long pause, flash, pause, flash-flash”. DTC12
indicates that the ECM’s diagnostic system is
operating. If DTC12 is not indicated, a problem is
present within the diagnostic system itself, and should
be addressed by consulting the appropriate diagnostic
chart in DRIVEABILITY AND EMISSIONS.
Following the output of DTC12, the ”Check Engine”
MIL will indicate a DTC three times if a DTC is
present, or it will simply continue to output DTC12. If
more than one DTC three has been stored in the
ECM’s memory, the DTC(s) will be output from the
lowest to the highest, with each DTC being displayed
three times.
Reading Diagnostic Trouble Codes Using
a TECH 2
The procedure for reading diagnostic trouble code(s)
is to used a diagnostic Tech 2. When reading DTC(s),
follow instructions supplied by Tech 2 manufacturer.
Clearing Diagnostic Trouble Codes
IMPORTANT: Do not clear DTCs unless directed to
do so by the service information provided for each
diagnostic procedure.
If the fault that caused the DTC to be stored into
memory has been corrected, the Diagnostic Executive
will begin to count the ”warm-up” cycles with no further
faults detected, the DTC will automatically be cleared
from the ECM memory.
To clear Diagnostic Trouble Codes (DTCs), use the
Tech 2 ”clear DTCs” or ”clear information” function.
When clearing DTCs follow instructions supplied by
the Tech 2 manufacturer.
When a Tech 2 is not available, DTCs can also be
cleared by disconnecting one of the following sources
for at least thirty (30) seconds.
NOTE: To prevent system damage, the ignition key
must be ”OFF” when disconnecting or reconnecting
battery power.
• The power source to the control module. Examples:
fuse, pigtail at battery ECM connectors etc.
• The negative battery cable. (Disconnecting the
negative battery cable will result in the loss of other
on-board memory data, such as preset radio
tuning).
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