Last post on Dec 20, 2011 at 7:53 AM
You are in the Isuzu Trooper
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Isuzu Ascender, Isuzu Trooper, SUV
Your Community Leader is paisan.
#3029 of 3299 Re: Charging/starting problem 1998 Trooper 3.5 [hikick1]
May 22, 2006 (8:44 am)
Does your charge warning indicator light work....in other words, relying on the gauge may not give you a true picture of what is going on..ie: With the engine not running and the ignition switch in ON, terminal L of the regulator is grounded internally providing ground for the charge warning light and the indicator lights up. With the engine running and the alternator charging, terminal L voltage rises and the indicator goes out. If the alternator fails to charge, terminal L grounds internally providing ground for the charge warning light and the indicator lights up.
1992 Isuzu Truck Rodeo (2WD) L4-2559cc 2.6L SOHC (4ZE1)
Vehicle Level Technical Service Bulletins All Technical Service Bulletins Electrical - Inspect Connectors for Various Malfunctions
Electrical - Inspect Connectors for Various Malfunctions
Inspection Of All Related Wiring Harness Connections
When Diagnosing Miscellaneous DTC's, Intermittent
Driveability Concerns, Hard Start, No Start, Incorrect
Gauges, Inoperative Air Conditioning Systems, Service
Engine Soon Lamps Illuminated, 4WD Lamp Illuminated,
Instrument Panel Gauges Inoperative, Cruise Inoperative
ISSUE DATE: SEPTEMBER 22, 2005
All Isuzu Vehicles
When servicing a vehicle for any type of customer concern, the following steps are imperative. Inspect and ensure the integrity of all related wiring harness connectors. If the wiring harness connectors are not properly put together or engaged before they are locked together, numerous types of intermittent conditions may occur, which may include any of the symptoms listed above and possibly others.
The first step in any type of electrical diagnosis is a visual and physical inspection of the wiring harness connectors for integrity. Many times, the vehicle may be repaired just by disconnecting and reconnecting the connectors. As with all repairs to wiring harness connectors and terminals, a pull test of the terminals within the connector should be performed. A pull test is performed by inserting the proper size terminal test tool (not a paper clip) into the terminal to determine whether or not the terminal is making good contact, or whether the terminal has been damaged from the prior improper connection or lack of connection.
NOTE : Most terminals used in current module connectors (ECM, BCM, and the like) are small O~64 mm sq terminals and can be damaged by probing with the wrong tool
For example, if the Connector C2 of the engine wiring harness to the Powertrain Control Module (PCM) is not properly seated into the PCM:
^ The cam lock lever may close improperly.
^ The cam lock lever may even snap out of position.
^ The vehicle may have an intermittent condition with any one of the components which are controlled or monitored by the PCM.
THE CAM LOCK LEVER IS DESIGNED TO PULL (OR ASSIST) THE CONNECTOR INTO ITS FINAL POSITION ONCE IT HAS BEEN PRESSED STRAIGHT INTO THE PCM HEADER PAST THE INITIAL DETENT, ALLOWING THE LEVER TO BE MOVED INTO THE LOCKED POSITION. It is not only a retainer but an assist during the connection process. When the wiring harness connector is properly connected to the PCM, a snap will be heard when the connector is in position to be fully seated. The cam lock lever may then be closed. The cam lock lever will then do its designated job as both an assist and ensuring the connector does not come apart due to vibration or other types of conditions found in vehicles as they travel down the highway.
Remember, if a terminal (metal) or the connector (plastic) is damaged, they should be replaced. DO NOT replace the complete wfring harness assembly. Some harnesses are now on order restriction since most harness damage can be repaired.
Even though this is generic for all Isuzu, Hope this helps.
#3030 of 3299 check engine code P0141
May 24, 2006 (1:31 pm)
Hi, The check engine indicator light in our 2001 TOD Trooper has been on continually (except for 2 days, when I borrowed a diagnostic tool and erased the code) for several months. The code is P0141, which is, "Bank 1 Sensor 2 Circuit Malfunction - Oxygen Sensor Heater Circuit Malfunction". I notice no other symptoms or irregularities. Does anyone know what condition this is describing, if some repair is needed, and if we're damaging the vehicle by continuing to drive it? Thanks.
#3031 of 3299 Help! son making changes I need to know if they are safe to his trooper
May 24, 2006 (5:59 pm)
My son today Reversed his leaf springs on his 1984 Isuzu trooper to get a "lift" on his truck, Ive heard of doing it before in cars but is this dangerous doing this on a 4x4.
What are the down sides to this and is it safe?
Also today He took the pozzie rear end out of a trooper pup and just put it in his trooper. His drive line is about 1 inch short (drives now but rattles a bit) he says its safe to cut the drive-line and put a pipe in it to extend it to give him one more inch. To me this sounds like an accident waiting to happen, he is 17 and the shop teacher has no clue I don't think what he is working on in class, I will call the teacher tomorrow however id like to get your idea here in OT first so I have some questions to ask...
he also after this has a loose rattle in the front a noise like I had when I had my 69 Chevy when 2 springs broke and they were dinging around in the break well, his trooper does not have this but sounds bad, I don't even want him to drive it right now...
Thanks for the help in advance, when it comes to Car mechanics I have not a clue, changing filters or Oil is about my limit....
#3032 of 3299 Re: check engine code P0141 [petegos]
May 25, 2006 (2:09 am)
Hi, Generally, this would indicate a bad heater on an oxygen sensor. This will affect emissions and possibly the mileage you get on your vehicle. Generally, changing the O2 sensor will eliminate the fault. There is a fuse for the O2 heaters in the underhood fuse box, I don't think this is it, but no harm to check since the other O2 sensors have not set a fault as well,....have you checked it for continuity? Bank 1 sensor 2 02 sensor is mounted behind the right-hand catalytic converter. This would appear to be the sensor generating the fault. You MUST use an anti seize compound when installing a new sensor, or the sensor will be virtually welded in the nipple after you drive the vehicle without it. An auto parts store should have it. Follows is brief..for me..description of operation of sensors.
Fuel Control Heated Oxygen Sensors
The fuel control heated oxygen sensors (Bank 1 HO2S 1 and Bank 2 HO2S 1) are mounted in the exhaust stream where they can monitor the oxygen content of the exhaust gas. The oxygen present in the exhaust gas reacts with the sensor to produce a voltage output. This voltage should constantly fluctuate from approximately 100 mV to 900 mV . The heated oxygen sensor voltage can be monitored with a Tech 2. By monitoring the voltage output of the oxygen sensor, the PCM calculates the pulse width command for the injectors to produce the proper combustion chamber mixture.
Low HO2S voltage is a lean mixture which will result in a rich command to compensate.
High HO2S voltage is a rich mixture which will result in a lean command to compensate.
An open Bank 1 HO2S 1 signal circuit will set a DTC P0134 and the Tech 2 will display a constant voltage between 400 - 500 mV . A constant voltage below 300 mV in the sensor circuit (circuit grounded) will set DTC P0131. A constant voltage above 800 mV in the circuit will set DTC P0132. Faults in the Bank 2 HO2S 1 signal circuit will cause DTC P0154 (open circuit), DTC P0151 (grounded circuit), or DTC P0152 (signal voltage high) to set. A fault in the Bank 1 HO2S 1 heater circuit will cause DTC P0135 to set. A fault in the Bank 2 HO2S 1 heater circuit will cause DTC P0155 to set. The PCM can also detect HO2S response problems. If the response time of an HO2S is determined to be too slow, the PCM will store a DTC that indicates degraded HO2S performance.
Conditions for Clearing the MIL/DTC
The PCM will turn the MIL "OFF" on the third consecutive trip cycle during which the diagnostic has been run and the fault condition is no longer present.
A history DTC P0141 will clear after 40 consecutive warm-up cycles have occurred without a fault.
DTC P0141 can be cleared by using the Tech 2 "Clear Info" function or by disconnecting the PCM battery feed
Finally, I hope this helps. There are more technical checks that can be performed. If you would like to read them, post again and I will try to supply them. They virtually require you to monitor voltages and probe connectors, which can be a tricky business, and something you may not wish to get in to unless replacing the sensor does not work.
Best of luck!
#3033 of 3299 Re: Help! son making changes I need to know if they are safe to his trooper [ammodog]
May 25, 2006 (2:17 am)
One guys opinion: Reversing leaf spring on an already high center of gravity vehicle can radically alter the handling characteristics of a vehicle.
Modifying the driveshaft is not too bad for length, but it must be re-balanced due to the added weight and the alignment checked as well. When the suspension is "exercised" in the real world, the spline could be separated from the spindle of the shaft...dangerous and not a good thing to have happen at speed.
Obviously, rattles are annoying, and commonly, loose shocks, bad control arm bushings and sway bushings are the leading culprits. Again, any suspension item can significantly affect the driveability of the vehicle. Taken all together, I would personally be leery of driving it until a certified mechanic had looked it over. Again, my opinion only.
#3034 of 3299 Re: Help! son making changes I need to know if they are safe to his trooper
May 25, 2006 (4:58 am)
If the leaf spring reversal is just to clamp the axle under instead of over the spring, that is done often by kids trying to get a free lift. I think it is less safe than stock. I suggest he get a set of aftermarket leaf springs from OME (Old Man Emu) which are stronger than stock and will improve his ride without compromizing safety even while adding an inch or two of lift. He will need to do a torsion bar adjustment in the front to get the front to come up a little to level the vehicle. Maybe he adjusted the torsion bars too far and the front end hits the upper limiter and makes the noise.
If it were my kid, I'd suggest going with proper suspension upgrade parts and no body lift (no spacers between body and frame). The OME stuff is quite good and while being as off road ready as any suspension can be, the OME also provides a civilized ride on road with better then stock handling. I have added the OME shocks and matched coil springs to two Troopers 95 & 01, and I have been delighted with both.
The cost of these parts(~$60 each per wheel)can be low compared to the peace of mind you get(no worry about danger from faulty or inadaquate parts)and the nice ride and handling. The 1984 Trooper will ride better than new and perform off road better than new.
The 1.9L engine and 4 speed manual transmission (the transmission shifted better than any manual I have ever driven) are a great combination. I put over 200K trouble free miles on my 1984 Trooper. The engine can be rebuilt easily if needed and as long as the body is in good shape this Trooper will be ready for another 200K miles.
Downside is no airbags in this old Trooper.
Upside is durability, light weight and huge interior make this a great off road choice.
May 26, 2006 (10:14 am)
2002 LS, dealer just told me the right front CV joint needs replacement, told me cost would be like 500 bucks. Whats a good price for that - obviously should probably go to a regular mechanic I guess.
May 26, 2006 (1:51 pm)
i recently ruined my rear suspension by clippin a pole and i thought that this would be a great time to get a suspension lift on my rodeo. so i was wondering if anyon has any advice on which lift is the best and what things i should go about. thanks allot
#3037 of 3299 2001 Trooper TOD problems
Jun 25, 2006 (6:51 pm)
The other day when I was driving my 2001 Trooper TOD I came up to a stop sign and noticed that the TOD lights were blinking and kept doing so when I started moving forward again. They eventually stopped blinking and then only the rear tires lit up. This problem is only when the vehicle is warmed up. I have noticed that it only happens when I am in a forward moving gear. If I take the vehicle out of one of these gears, the TOD indicator starts blinking the rear tires, then they stay lit. I have been looking around for a Maintenance Manual (Haynes) but nobody seems to have one. This is the second Trooper that I own (first one a 1990), since getting the first one I have been impressed with the vehicle as a whole. Anybody have any ideas?
#3038 of 3299 Re: 2001 Trooper TOD problems [jgomez123]
Jun 26, 2006 (2:00 am)
Hi, I am not personally familiar with the TOD system, but the manual says it has a memory if codes are set from it. I hope this info helps. If there are codes, post them and we may be able to provide more info. Good luck.
2001 Isuzu Truck Trooper LTD 4WD V6-3.5L
Vehicle Level Brakes and Traction Control Antilock Brakes / Traction Control Systems Testing and Inspection Torque On Demand (TOD) System Description of On-Board Diagnostics Precautions on Fault Diagnosis
Precautions on Fault Diagnosis
Replacement of Control Unit
The control unit itself rarely fails. In most cases, the harnesses have failed (e.q. short-circuit) to cause secondary troubles. Other cases include that the cause has been unknown due to intermittent occurrence of troubles and the troubles are removed accidentally along with replacement of control unit, resulting in misjudgment of cause. Therefore, before replacing the control unit, check the connector joints and whether the unspecified current flows in the control unit due to short-circuit between harnesses.
Trouble Intermittently Observed
Troubles intermittently observed are mostly attributable to temporary imperfect connection of harnesses and connectors.
When such troubles are found, check the associated circuit according to the following procedure.
Check whether improper connectors are plugged in or connector terminals are completely engaged.
Check whether the terminals are deformed or damaged. If yes, remove the deformation or damage and connect the terminals securely.
It is likely that wires in the harness are falsely broken. Therefore, in examination of failed harness circuit, shake the harness for check to such extent that the harness will not be damaged.
Test Run of Filed TOD Vehicle
If the TOD indicator lamps experienced faulty operation even once in the past, the failed portion can be identified by use of the procedure "Fault Diagnosis from Trouble Codes" or "Fault Diagnosis from Lighting Status of TOD Indicator Lamps". If the troubles that are only recognized as abnormal phenomena of the vehicle by the driver are observed, conduct the test run in the following procedure to reproduce the faulty phenomena and diagnose the fault for each phenomenon.
Start the engine, and check that the TOD indicator lamps are turned on for about two seconds for initial check; the CHECK lamp goes off; and the TOD indicator lamps display the specified drive mode. (If the CHECK lamp starts blinking, read the trouble codes and identify the failed portion. )
While keeping the vehicle standstill, operate the 4WD switch and shift the transfer lever to change the modes: 2H mode; TOD mode; 4L mode; TOD mode; 2H mode. Check that the TOD indicator lamps correctly display the status whenever the mode is changed. If the transition status is displayed during the shift operation, run the vehicle a little to complete shifting.
Slowly start the vehicle in the TOD mode, and add the power to accelerate to at least 40 km/h (25 mph) and maintain the speed for about two minutes. Apply the brake to completely stop the vehicle. Repeat this test pattern at least three times.
Turn the steering to the right end (or left end) in the TOD mode, and slowly start the vehicle and make a circle five times. Next, conduct the same test in the 2H mode.
Slowly start the vehicle in the TOD mode, and accelerate to at least 40 km/h (25 mph) . Keep the established speed, carefully change the mode in the sequence "TOD mode; 2H mode; TOD mode" while checking that the shift is complete in each mode change. After the test, apply the brake to completely stop the vehicle.
Slowly start the vehicle in the TOD mode, and accelerate to at least 40 km/h (25 mph) . Apply the brake strongly so that the ABS works, and completely stop the vehicle.
Slowly start the vehicle in the 4L mode, and accelerate to at least 20 km/h (12 mph) . Apply the brake to completely stop the vehicle. If the CHECK lamp starts blinking during the test run, read the trouble codes and give appropriate maintenance according to the fault diagnostic procedure. If the TOD indicator lamps are lit abnormally during the run, check the lighting condition and give appropriate maintenance according to the fault diagnostic procedure. Even if the phenomena are not observed, try to reproduce the abnormal state reported by the customer to the possible extent.
As long as the starter is not turned off, the TOD indicator lamps continue blinking even after the failed control unit is repaired. Therefore, upon completion of repair, be sure to turn off the starter switch once and then turn on it to conduct the test run sequence specified in steps 1 through 6 above and check that the TOD indicator lamps no longer show any faulty status.
TOD Indicator Control
The TOD indicator on the instrument panel informs the driver of the current working status of the transfer unit. The information consists of two items: the drive mode (2H, TOD, 4L, transition) and the torque split status of the TOD (torque distribution level). The indicator can display occasional errors and corresponding error codes.
To check for codes stored:
The control unit has a function of self-diagnosis. If a trouble occurs in the course of system start-up, the control unit blinks the CHECK lamp and saves the trouble code.
Note: If an intermittent fault occurs, the control unit stops blinking upon removal of the fault. The trouble code is saved to the control unit.
Indication Method of Trouble Code
Short-circuit terminal 8 of the self-diagnostic connector to GND to display the trouble code on the CHECK lamp.
If no trouble codes exist, code "12" is displayed continuously.
If trouble codes exist, code "12" is displayed three times, and the trouble codes, starting from the smaller code number, are displayed three times respectively.
Here is a link to the aldl connector pin locations.