Home Page
Follow Auto Tech Internship and Sister Companies on Facebook and Twitter
Facebook us @
Auto Tech Internship
Twitter us @
Auto Tech Internship
We are looking for an affiliation and/or corporate sponsorship with your company, or both, and if so, we would add a link with your logo and company information on the bottom of each web page on both our websites to show your support for this educational plan.
If you want to help move Tech Craftsman Career Building Trade School move forward please donate:
Independent Body Restoration Shop
Isuzu Cylinder Heads Disassembly
Isuzu Engine Troque Specifications
Service Shop Manual B2200 1993
Web Auto Repair DatabaseFollow Auto Tech Internship and Sister Companies on Facebook and Twitter
Facebook us @Auto Tech Internship
Twitter us @Auto Tech Internship
To view the example database:
Web Auto Repair Database
We are looking for an affiliation and/or corporate sponsorship with your company, or both, and if so, we would add a link with your logo and company information on the bottom of each web page on both our websites to show your support for this educational plan.
If you want to help move Tech Craftsman Career Building Trade School move forward please donate:
 Kansas City, Missouri World Headquarters Web Auto Repair Database (WARD)Education Division: Advanced Technology Career University (ATCU) In order to offer Tech Craftsman Career Building Trade School's interns/apprentices more than just going to work, becasue that's what TCCBTS is all about, 24 months, working 5 days a week and 8 hours each one of those 5 day weeks, yes, its a school but learning as if it was a job. TCBTS's goal is to reward our first-year interns/apprentices by expending their experiences so they can show off their skill while still going to school. How? Easy we're going to create and develop several, Independent Commercial Businesses for the interns/apprentices to work before class or after class or both, and allowed to work on weekends and paid $15.00 dollars an hour. Now the interns/apprentices are not only earning real money, but learning on the job skill social by interacting with real customers asking for their experience and help. INDEPENDENT COMMERCIAL BUSINESS DIVISION Business Intellectural Concept Created by James E. Grow Library of Congress Copy(c) 2015-TXu-1-954607 Certificate of Registration To return back to Auto Tech Internship/Apprenticeship website click below: Auto Tech Internship/Apprenticeship |
|||||
| Example, workable and Useable: 2002 Isuzu Trooper LS V6 3.5 Liter DOHC-4 Wheel Drive-Automatic Transmission | |||||
|---|---|---|---|---|---|
| Main Data and Specification,General Specification | |||||
| Items Below | Specifications | ||||
| 6VD1 | 6VE1 | ||||
| Engine type, number of cylinders and arrangement |
Water cooled, four cycle V6 | ||||
| Form of combustion chamber | Pent roof type | ||||
| Valve mechanism | 4-Cams, 4-Valves, DOHC Gear Belt Drive | ||||
| Valve mechanism | 4-Cams, 4-Valves, DOHC Gear Belt Drive | ||||
| Cylinder liner type | Casted in cylinder drive | ||||
| Total piston displacement | 3165 cc | 3494 cc | |||
| Cylinder bore stroke | 93.4 mm x 77.0 mm (3.6772 inch x 3.0315 inch) | 93.4 mm x 85.0 mm (3.6772 inch x 3.3465 inch) | |||
| Compression ratio | 9.1 : 1 | ||||
| Compression pressure at 300rpm | 14.0 Kg/cm(2) | ||||
| Engine idling speed rpm | Non adjustable (750) | ||||
Valve Clearance |
Intake: 0.28 mm (0.11 inch) | ||||
| Exhaust: 0.30 mm (0.12 inch) | |||||
| Oil capacity | 5.3 Liters (5.6 quarts) |
||||
| Ignition timing | Non adjustable 16" BTDC | Non adjustable,(20" BTDC at idle rpm) | |||
| Spark plug | K16PR-P11, PH16PR11, RC10PYP4 | ||||
| Plug gap | 1.0 mm-1.1 mm (0.0394 inch - 0.0433 inch) |
||||
Torque Specifications Standard: 0.019 mm – 0.043 mm – (0.0007 inch – 0.0017 inch) Oil gallery fixing bolts. Torque: Main bearing cap bolts.1st step: 29 N·m (21 lb ft) 2nd step: 55 –65° Torque: 39 N·m (29lb ft)  |
  |
||||
| NOTE: Do not apply engine oil to the crank case side bolts. Main bearing cap bolts. Torque: 39 N·m (29lb ft) |
|||||
| NOTE: Do not allow the crankshaft to rotate. Crank case Main Bearing side bolt Torque: 39 N·m (29lb ft) Connecting Rod Cap bolts Torque: 54 N·m (40 lb ft). Install main bearing caps, oil gallery and crank case bolts in the order shown, and tighten each bolt to the specified torque. |
|||||
| NOTE: Do not apply engine oil to the crank case side bolts. Main bearing cap bolts.Torque: 39 N·m (29lb ft). Oil gallery fixing bolts. Torque: 1st step: 29 N·m (21 lb ft) 2nd step 55 ~ 65° Crank case side bolts |
|||||
NOTE: Do not allow the crankshaft to rotate. Remove the main bearing caps in the sequence shown in one of the illustrations. Cylinder Head Cover, Cylinder Head, Camshaft Bearing Cap, Comon Chamber, EGR Valve and EGR Pipe, Ion Sensing Module,Crankshaft Main Bearing, Flywheel, Crankcase, Oil Pan, Timing Belt Tensio, Timing Pulley, Timing Cover, Oil Gallery, and Oil strainer and Water Pump |
 |
 |
|||
| Connecting, Connecting Rod and Water Pump and Motor Mounts General Specifications Engine Mount. Torque numbers in upper photo Head surface and manifold surface Right Side Left Side. Standard: 0.05 mm (0.002 inch) or less Warpage limit 0.2 mm (0.0079 inch) Maximum repairable limit: 0.2 mm (0.0079 inch), Head height: Standard height 133.2 mm (5.2441 inch) Warpage limit 0.2 MM (0.0079 inch Maximum repairable limit: 133.0 mm (5.2362 inch),Engine Mount - Torque numbers in upper photo |
|||||
 Right Side |
 Left Side |
 Valve Spring, Valve, Valve Guide Valve Spring, Valve, Valve Guide and Associated Parts |
|||
| Above Drawing shows Right and Left side Motor Mounts |
Above Drawing shows water pump and piston with rings | Above Drawing shows camshafts, valves, and tappets | |||
 |
 |
 |
|||
| The Left Photo Above Shows Rear Oil Seal Retainer The oil seal retainer must be installed within 5 minutes after sealant application before the sealant hardens The Middle Photo Shows Rear Oil Seal Retainer. The Left Photo shows the other side of oil seal. The oil seal retainer must be installed within 5 minutes after sealant application before the sealant hardens, Legend: (1) Around Bolt Holes (2) Around Dowel Pin, Apply engine oil to oil seal lip and align a dowel pin hole in the cylinder block with that in the,retainer tighten retainer fixing bolts to the specified torque,Torque: 18 M-m (1.8 Kg.m/13 lb. ft.),Crankshaft Main Bearing, Flywheel, Crankcase, Oil Pan, Timing Belt Tensioner, Timing Pulley, Timing Cover, Oil Gallery, Oil strainer and Water Pump | |||||
| Item | Spicifications | ||||
| 6VE1 | |||||
| Engine Type of cylinders and Arrangement |
Water cooled, four cycle V6 | ||||
| Form of combustion chamber | Pent roof type | ||||
| Valve mechanism | 4-Cams, 24-Valves, DOHC Gear & Belt Drive | ||||
| Cylinder liner type | Casted in cylinder drive | ||||
| Total piston displacement | 3494 cc | ||||
| Cylinder Bore Stroke | 93.4mm x 85.0mm (3.677” x 3.346”) | ||||
| Compression ratio | 9,1:1 | ||||
| Compression pressure at 3000rpm |
1370 kPa (199 psi) | ||||
| Engine idling speed rpm |
Non-adjustable (750) | ||||
| Valve clearance |
Intake: 0.28mm (0.11”)-Exhaust: 0.30mm (0.12”) | ||||
| Oil capacity |
5.3 liters | ||||
| Ignition timing |
Non-adjustable (20 * BTDC at idle rpm) | ||||
| Spark plug |
K16PR-P11, RC10PYP4 | ||||
| Plug gap |
1.0mm – 1.1mm (0.0394 in-0.0433”) | ||||
| Torque Specifications General Specifications Oil Clearance Standard: 0.019 mm – 0.043 mm – (0.0007 inch – 0.0017 inch). Main bearing cap bolts. Torque: 39 N·m (29lb ft) Oil gallery fixing bolts. Torque: 1st step: 29 N·m (21 lb ft) 2nd step 55~ 65 Crank case Main Bearing side bolt Torque: 39 N·m (29lb ft)Connecting Rod Cap bolts Torque: 54 N·m (40 lb ft) |
 |
||||
| Main bearing fixing bolts 39 Nm (29 ft. lbs.),General Specifications,Oil Clearance,Standard: 0.019 mm – 0.043 mm (0.0007 inches – 0.0017 inches),Limit: 0.08 mm (0.0031 inches),Ignition coil, Spark plug, Crankshaft position sensor and under cover |  |
||||
| Engine Block, Timing Covers, Flywheel |  |
||||
| Crankshaft Main Bearing, Flywheel, Crankcase, Oil Pan, Timing Belt Tensioner,,Timing Pulley, Timing Cover, Oil Gallery, Oil strainer and Water Pump |
|
||||
| General Specifications Head Surface and Manifold Surface Standard: War-page Maximum repairable limit: Head Height: Standard Height War-page limit Maximum repairable limit |
0.05 mm (0.002 inch) or less 0.2 mm (0.0079 inch) 0.2 mm (0.2 mm (0.0079 inch) 133.2 mm (5.2441 inch) 0.2 mm (0.0079 inch) 133.0 mm (5.2362 inch) |
||||
| Engine Mount,Crankshaft and Related Components |
 |
||||
| Trouble Code: PO134 HO2S Circuit Insufficient Activity Sensor 1 Description: The front heated oxygen sensor (or O2 sensor 1) is placed into the exhaust manifold. It detects the amount of oxygen in the exhaust gas compared to the outside air. The heated oxygen sensor 1 has a closed-end tube made of ceramic zirconia. The zirconia generates voltage from approximately 1V in richer conditions to 0V in leaner conditions. The heated oxygen sensor 1 signal is sent to the Engine Control Module (ECM). The ECM adjusts the injection pulse duration to achieve the ideal air-fuel ratio. The ideal air-fuel ratio occurs near the radical change from 1V to 0V. When is the code detected? The voltage from the sensor is constantly approx. 0.3V. Possible Causes:
|
|||||
| Trouble Code: PO135 HO2S Heater Performance Sensor 1 Description: Oxygen Sensor (02S) or Heated Oxygen Sensor (H02S) need to reach a minimum operating temperature of 750 degrees F to produce an accurate voltage signal. The faster the heated oxygen sensor reaches that temperature faster the sensor will start sending an accurate signal to the Engine Control Module (ECM) In order to achieve the require temperature, a heater element is included inside the heated oxygen sensor. The ECM controls the heated oxygen sensor heater element based on signals from the engine coolant temperature and engine load. The ECM controls the heater element circuit by allowing current flow to ground. The ECM monitors the voltage signal received through the heater element circuit and determines the state of the circuit by comparing the voltage detected with the factory specifications. |
|||||
 |
|||||
When is the code detected?
| |||||
| Trouble Code: PO136 HO2S Circuit Sensor 2 Description: The heated oxygen sensor 2 (HO2S), after three way catalyst (manifold), monitors the oxygen level in the exhaust gas on each bank. For optimum catalyst operation, the air fuel mixture (air-fuel ratio) must be maintained near the ideal stoichiometric ratio. The HO2S output voltage changes suddenly in the vicinity of the stoichiometric ratio. The Engine Control Module (ECM) adjusts the fuel injection time so that the air-fuel ratio is nearly stoichiometric. The HO2S generates a voltage between 0.1 and 0.9 V in response to oxygen in the exhaust gas. If the oxygen in the exhaust gas increases, the air-fuel ratio becomes Lean. The ECM interprets Lean when the HO2S voltage is below 0.45 V. If the oxygen in the exhaust gas decreases, the air-fuel ratio becomes Rich. The ECM interprets Rich when the HO2S voltage is above 0.45 V. When is the code detected?It takes more time for the sensor to respond between rich and lean than the specified time.
|
|||||
| Trouble Code: 138 HO2S Circuit Low Voltage Sensor 2 Description: The Heated Oxygen Sensor 2 (HO2S) (Rear O2 Sensor), after three way catalyst (manifold), monitors the oxygen level in the exhaust gas on each bank. For optimum catalyst operation, the air fuel mixture (air-fuel ratio) must be maintained near the ideal stoichiometric ratio. The HO2S output voltage changes suddenly in the vicinity of the stoichiometric ratio. The Engine Control Module (ECM) adjusts the fuel injection time so that the air-fuel ratio is nearly stoichiometric. The HO2S generates a voltage between 0.1 and 0.9 V in response to oxygen in the exhaust gas. If the oxygen in the exhaust gas increases, the air-fuel ratio becomes Lean. The ECM interprets Lean when the HO2S voltage is below 0.45 V. If the oxygen in the exhaust gas decreases, the air-fuel ratio becomes Rich. The ECM interprets Rich when the HO2S voltage is above 0.45 V. When is the code detected? The P0138 code is set when the Engine Control Module (ECM) detects that the rear O2 sensor signal voltage remains excessively high for an extended period of time. Possible Causes:
 |
|||||
| Trouble Code: PO140 HO2S Circuit High Voltage Sensor 2 Description: The heated oxygen sensor 2 (HO2S) after three way catalyst (manifold) monitors the oxygen level in the exhaust gas on each bank. For optimum catalyst operation, the air fuel mixture (air-fuel ratio) must be maintained near the ideal stoichiometric ratio. The HO2S output voltage changes suddenly in the vicinity of the stoichiometric ratio. The Engine Control Module (ECM) adjusts the fuel injection time so that the air-fuel ratio is nearly stoichiometric. The HO2S generates a voltage between 0.1 and 0.9 V in response to oxygen in the exhaust gas. If the oxygen in the exhaust gas increases, the air-fuel ratio becomes Lean. The ECM interprets Lean when the HO2S voltage is below 0.45 V. If the oxygen in the exhaust gas decreases, the air-fuel ratio becomes Rich. The ECM interprets Rich when the HO2S voltage is above 0.45 V. When is the code detected? The P0140 code is set when the voltage signal sent from the sensor to the Engine Control Module is constant.
NOTES:eplacing the Rear Heated Oxygen Sensor Bank 1 usually takes care of the problem. |
|||||
| Trouble Code: 141 HO2S Heater Performance Sensor 2 Description: Oxygen Sensors (O2S) or Heated Oxygen Sensors (HO2S) need to reach a minimum operating temperature of 750 degrees F to produce an accurate voltage signal. The faster the heated oxygen sensor reaches that temperature the faster the sensor will start sending an accurate signal to the Engine Control Module (ECM). In order to achieve the require temperature, a heater element is included inside the heated oxygen sensor. The ECM controls the heated oxygen sensor heater element based on signals from the engine coolant temperature and engine load. The ECM controls the heater element circuit by allowing current flow to ground. The ECM monitors the voltage signal received through the heater element circuit and determines the state of the circuit by comparing the voltage detected with the factory specifications. When is the code detected? Current amperage in the rear heated oxygen sensor heater circuit is out of the normal range. Possible Causes:
The control module monitors how long it take the sensor to warm up and start sending an adequate signal. The code is triggered when the sensor is taking too long to warm up. Water getting inside the heated oxygen sensor connector can caused the heated oxygen sensor fuse to blow. Before replacing the sensor, check for the condition of the heated oxygen sensor fuse and connectors. If the sensor and connector are OK, replacing the O2 Sensor 1 usually takes care of the problem  |
|||||
| Trouble Code: PO142 02 Sensor Circuit Malfunction (Bank I Sensor 3) Description: The oxygen sensors are critical to the engine running properly. It basically informs the PCM (Powertrain Control Module) of oxygen content of the exhaust. The PCM then uses this information to regulate fuel injector pulse. Inaccurate or faulty O2 sensors can cause the PCM to add or take away fuel based on the faulty O2 sensor voltage which can cause a host of problems. A P0142 code refers to the Bank 1 O2, 3 sensor or the 3rd downstream (post-cat) O2 sensor on Bank 1, it is a four wire sensor. The PCM supplies a ground circuit and a reference voltage circuit of about 0.5 volts. Also for the O2 sensor heater element there is a battery voltage supply wire and another ground circuit for that. The O2 sensor heater allows the O2 sensor to warm up faster thus achieving closed loop in less time than it would normally take for the exhaust to warm the sensor up to operating temperature. The O2 sensor varies the supplied reference voltage based on oxygen content in the exhaust. It is capable of varying from about 0.1 to 0.9 volts, 0.1v indicating lean exhaust and 0.9v indicating rich exhaust. This P0142 code indicates that the Bank 1, 3 O2 sensor is stuck low for too long or isn't active at all. Cause: Potential causes of a P0142 code include: Bad O2 sensor Signal shorted to voltage Wiring problems due to contact with exhaust components Holes in exhaust near O2 sensor Possible Symptoms: Often post-cat O2 sensor problems present few symptoms since they are inputs to the PCM to monitor catalytic converter quality and don't directly control fuel. Sometimes no symptoms are noticeable. However the following may be possible on some vehicles:
If you have access to a scan tool, check the signal voltage for the Bank 1,3 oxygen sensor with the engine at normal operating temperature. Is it stuck low currently? If so, increase RPM for a few seconds and see if it affects the reading. If it begins working with increased RPM, check for holes in the exhaust near the O2 sensor that may cause a false lean. If the exhaust pipe is intact, the sensor is sluggish, replace it. If the Bank 1,3 O2 sensor voltage reading remains low with increased RPM, unplug it and then observe the reading. It should have increased to about 0.5 volts or thereabouts. If it did, check for water intrusion or other connector problems. If none are found, replace the shorted O2 sensor. If the voltage reading is still stuck low after unplugging the sensor, then suspect a wiring problem. Using a voltmeter, with the O2 sensor unplugged, check for voltage on the signal circuit at the O2 sensor connector (PCM side). It can vary with model, but should be about 0.5 volts and not above 1 volt. If the voltage reading is too high, repair short to voltage on signal circuit. If the signal voltage checks out, suspect the PCM. |
|||||
| Trouble Code: PO143 HO2S Sensor Circuit Low Voltage (Bank 1 Sensor3) What does that mean? The Catalytic Converter is used to help control emissions. The PCM (Powertrain Control Module) uses the signal from the oxygen sensor to the rear of the catalyst to monitor the catalyst's efficiency. This is the bank 1,3 sensor. It's a four wire sensor being supplied a 0.5 volt reference voltage as well as a power and ground circuit for the o2 sensor heater element. There is also a signal wire from the oxygen sensor to the PCM that can vary between about 0.1 volts to about 0.9 volts according to oxygen content of the exhaust. A properly working post-cat sensor will exhibit small changes at a slower rate than front o2 sensors. To over simplify: a post-cat sensor's main job is to monitor catalyst efficiency, not control fuel management (although they can have a measure of influence over the front o2 sensor's operation). If the PCM determines that the post-cat o2 sensor signal voltage is below a certain threshold for too long, P0143 will set. PCM detected the HO2S signal was less than 156 mv for 28 seconds. Symptoms: Usually rear o2 sensor problems won't cause drivability issues since they are an input that measures catalyst efficiency (unlike front o2 sensors). However if you have other codes present, like lean codes or pre-o2 sensor codes, then they may cause drivability problems as well as P0143.
You may have to increase the RPM to a fast idle to check the voltage of the bank 1,3 sensor. If it's voltage is stuck low (less than a half a volt) and you don't have any other o2 sensor codes present in the PCM, then it's a good bet that the sensor is bad. If the voltage isn't stuck low and the o2 sensor seems to be operating fine, it's likely sticking low intermittently. This often turns out to be the sensor. Having said that if you're interested in knowing for sure what the problem is then perform the following: 1. Turn off the engine and unplug the 1,3 o2 sensor connector. Make sure that there is battery voltage present and ground present for the o2 sensor heater. If there isn't then diagnose that first then retest. If that checks out then using a jumper wire supply a chassis ground to the o2 sensor connector (PCM side) ground circuit. Now observe the scan tool bank 1,3 o2 sensor reading. If it is now at about a half a volt then replace the o2 sensor. If after supplying a ground to the unplugged PCM side of the o2 sensor connector the voltage reading doesn't change then check the harness for short to ground. Check for harness making contact with exhaust components. Check pins for damage and for moisture. Repair as necessary. If you can find no harness problems then the PCM may be bad. |
|||||
| Trouble Code: PO144 HO2S Sensor Circuit High Voltage (Bank I Sensor 3) What Does that Mean? The catalytic converter is used to lower harmful emissions. To ensure proper operation there is an O2 sensor located behind the catalyst that monitors the oxygen content of the exhaust after the cat. The PCM (Powertrain Control Module) then compares the post-cat reading to the pre-cat readings to determine if the catalyst is working properly. A P0144 refers to a fault at the post-cat o2 sensor indicating that the signal voltage is too high. The o2 sensor is a four wire sensor. Two wires are dedicated to the heating element and two wires are dedicated to the sensor. The heating element should have battery voltage on one wire with key on engine off and ground should be present on the other. The PCM supplies a reference voltage to the o2 sensor which the sensor varies according to oxygen content in the exhaust. It is capable of varying between approximately 0.1 and 0.9 volts. This variance in the voltage is monitored by the PCM. The PCM also supplies a ground to the sensor. P0144 means that the voltage was too high on the signal circuit. Symptoms:
Start the engine and observe the Bank 1 Sensor 3 (a.k.a. 1/3) o2 sensor voltage. You may need to raise the idle up until the o2 sensor starts switching. If it is stuck high, or close to 1 volt and the voltage doesn't vary, then check for a good ground on both the heater element and the sensor. Also check that the heater element is being supplied good battery voltage. No heater operation can cause a sluggish sensor. If the grounds are good and the battery voltage is present, then jumper the sensor's signal wire to the sensor's ground wire. Now the scan tool should read low or near zero volts. If it does, the wiring is good. Replace the bank 1/3 o2 sensor. If jumping the signal wire to the ground doesn't lower the voltage and then check the o2 sensor wiring harness. Make sure there is no contact with hot exhaust components. Ensure good wiring harness connections. If the wiring checks out then re-perform the previous wiring harness checks at the PCM connector. If now the 1/3 o2 sensor reading drops then there is a wiring problem that isn't visible. Open the harness and visually inspect the wiring for problems. But if the result is the same then the PCM may be bad. |
|||||
| Trouble Code: PO144,HO2S Sensor Circuit High Voltage (Bank I Sensor 3) What Does that Mean? The catalytic converter is used to lower harmful emissions. To ensure proper operation, there is an O2 sensor located behind the catalyst that monitors the oxygen content of the exhaust after the cat. The PCM (Powertrain Control Module) then compares the post-cat reading to the pre-cat readings to determine if the catalyst is working properly. A P0144 refers to a fault at the post-cat o2 sensor indicating that the signal voltage is too high. The o2 sensor is a four wire sensor. Two wires are dedicated to the heating element and two wires are dedicated to the sensor. The heating element should have battery voltage on one wire with key on engine off and ground should be present on the other. The PCM supplies a reference voltage to the o2 sensor which the sensor varies according to oxygen content in the exhaust. It is capable of varying between approximately 0.1 and 0.9 volts. This variance in the voltage is monitored by the PCM. The PCM also supplies a ground to the sensor. P0144 means that the voltage was too high on the signal circuit.
Start the engine and observe the Bank 1 Sensor 3 (a.k.a. 1/3) o2 sensor voltage. You may need to raise the idle up until the o2 sensor starts switching. If it is stuck high or close to 1 volt and the voltage doesn't vary then check for a good ground on both the heater element and the sensor. Also check that the heater element is being supplied good battery voltage. No heater operation can cause a sluggish sensor. If the grounds are good and the battery voltage is present then jumper the sensor's signal wire to the sensor's ground wire. Now the scan tool should read low or near zero volts. If it does then the wiring is good. Replace the bank 1/3 o2 sensor. If jumping the signal wire to the ground doesn't lower the voltage and then check the o2 sensor wiring harness. Make sure there is no contact with hot exhaust components. Ensure good wiring harness connections. If the wiring checks out, then re-perform the previous wiring harness checks at the PCM connector. If now the 1/3 o2 sensor reading drops then there is a wiring problem that isn't visible. Open the harness and visually inspect the wiring for problems. But if the result is the same then the PCM may be bad. |
|||||