Isuzu engine C22NE / 22LE / 20LE. 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.