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Isuzu Trooper (2000 year). Manual - part 401

7A1–18 TRANSMISSION CONTROL SYSTEM (4L30–E)

Transmission Data

Item

Unit

Engine running at idle

Ignition Voltage

12.8

∼

14.1 V

Engine Speed

RPM

750

∼

900 RPM

Vehicle Speed

km/h, MPH

0 MPH

AT Output Speed (Automatic Transmission)

RPM

0 RPM

AT Input Speed Ratio (Automatic Transmission)

0.0

Throttle Position

0 %

AT Oil Temperature (Automatic Transmission)

∼

C (158

∼

176

Transmission Temperature

∼

110

C (167

∼

230

AT Oil Temperature Lamp (Automatic Transmission)

Off, On

Off

AT Oil Life Monitor (Automatic Transmission)

100 %

AT Oil Life Lamp (Automatic Transmission)

Off, On

Not used

Commanded Gear

Current Gear

Mode Switch A

Inactive, Active

Active

Mode Switch B

Inactive, Active

Inactive

Mode Switch C

Inactive, Active

Inactive

Mode Switch G

Inactive, Active

Active

Selector Position

Park

1–2 Shift Solenoid A

Off, On

Off

2–3 Shift Solenoid B

Off, On

Solenoid Brake Band

Off, On

Off

TCC Slip Speed

RPM

750

∼

900 RPM

TCC Solenoid

Off, On

Off

TCC Duty Cycle

0 %

PCS Current (Pressure Control Solenoid)

approx. 1.0 A

PCS Duty Cycle (Pressure Control Solenoid)

approx. 45 %

Desired PCS Pressure (Pressure Control Solenoid)

kPa

∼

52 kPa

Shift Pressure

kPa

∼

52 kPa

Brake Switch

Off, On

Kickdown Switch

On, Off

Not used

Winter Switch

On, Off

Off

Winter Drive Lamp

Off, On

Off

Power Switch

Power Drive

Normal

Power Drive Lamp

Off, On

Off

Emergency Mode

Off, On

Off

ABS Status

On, Off

Off

TRANSMISSION CONTROL SYSTEM (4L30–E)

7A1–19

OBD II Diagnostic Management System

Powertrain Control Module (PCM) Location

826RY001

826RY002

Class 2 Serial Data Bus
OBD II technology requires a much more sophisticated
PCM than does OBD I technology. The OBD II PCM
diagnostic management system not only monitors
systems and components that can impact emissions, but
they also run active tests on these systems and
components. The decision making functions of OBD II
PCMs have also greatly increased. To accommodate this
expansion in diagnostic complexity, Isuzu engineers have
designed the Class 2 serial data bus, which meets SAE
J1850 recommended practice for serial data.
“Serial Data” refers to information which is transferred in a
linear fashion – over a single line, one bit at a time. A “Data
Bus” is an electronic pathway through which serial data
travels.

TROOPER previously used a 5 volt data bus called
UART, which is an acronym for “Universal Asynchronous
Receive and Transmit”. When neither the vehicle’s
control module nor the diagnostic tool, such as a Tech 2,
are “talking,” the voltage level of the bus at rest is 5 volts.
The two computers talk to each other at a rate of 8,192
bits per second, by toggling or switching the voltage on
the data bus from 5 volts to ground.
Class 2 data, which is used on OBD II vehicles, is quite
different. Data is transferred at a rate of 10.4 kilobits per
second, and the voltage is toggled between zero and 7
volts.

7A1–20 TRANSMISSION CONTROL SYSTEM (4L30–E)

C07RT006

Class 2 data is also pulse width modulated. Each bit of
information can have one of two lengths: long or short. On
the other hand, UART data bits come in only one length
(short). The pulse width modulation of Class 2 data allows
better utilization of the data line.
The message carried on Class 2 data streams are also
prioritized. This means that if two devices try to
communication on the data line at the same time, only the
higher priority message will continue. The device with the
lower priority message must wait.

NOTE: The Class 2 data wire is always terminal 2 of the
new 16–terminal Data Link Connector (DLC).

16 – Terminal Data Link Connector (DLC)

OBD II standardizes Data Link Connector (DLC)
configurations. The DLC, formerly referred to as the
ALDL, will be a 16–terminal connector found on the lower
left side of the driver’s side instrument panel. All
manufacturers must conform to this 16–terminal
standard.

821RW021

TRANSMISSION CONTROL SYSTEM (4L30–E)

7A1–21

810RT022

PIN 1 –

DIAG. SW

PIN 2 –

J1850 Bus + L line on 2–wire systems, or
single wire (Class 2)

PIN 3 –

(Not used)

PIN 4 –

Chassis ground pin

PIN 5 –

Signal ground pin

PIN 6 –

(Not used)

PIN 7 –

ABS diagnostic enable

PIN 8 –

TOD diagnostic enable

PIN 9 –

Primary UART

PIN 10 –

(Not used)

PIN 11 –

(Not used)

PIN 12 –

ABS diagnostic or CCM diagnostic enable

PIN 13 –

SIR diagnostic enable

PIN 14 –

(Not used)

PIN 15 –

(Not used)

PIN 16 –

Battery power from vehicle unswitched (4
AMP MAX.)

Malfunction Indicator Lamp (MIL)

The Malfunction Indicator Lamp (MIL) looks the same as
the MIL you are already familiar with (“CHECK ENGINE”
lamp). However, OBD II requires that it illuminate under a
strict set of guidelines. Basically, the MIL is turned on
when the PCM detects a DTC that will impact the vehicle’s
emissions.
The MIL is under the control of the Diagnostic Executive.
The MIL will be turned on if a component or system which
has an impact on vehicle emissions indicates a
malfunction or fails to pass an emissions–related
diagnostic test. It will stay on until the system or
component passes the same test, for three consecutive
trips, with no emissions–related faults.

Types Of Diagnostic Trouble Codes (DTCs)

The Diagnostic Executive classifies Diagnostic Trouble
Codes (DTCs) into certain categories. Each type has
different requirements to set the code, and the Diagnostic
Executive will only illuminate the Malfunction Indicator

Lamp (MIL) for emissions related DTCs. DTCs fall into
four categories: A, B, C, and D; only types A and B are
emission related The following descriptions define these
categories:

TYPE A
Will store the DTC and turn on the MIL (“Check Engine”
lamp) on the first trip in which an emission related
diagnostic test has run and reported a “test failed” to the
Diagnostic Executive.

TYPE B
Will store the DTC and turn on the MIL on the second
consecutive trip in which an emission related diagnostic
test has run and reported a “test failed” to the Diagnostic
Executive. After one failure, the type B DTC is “armed,”
or prepared to store a history code and turn on the MIL if
a second failure occurs. One passed test will disarm a
type B DTC. Some special conditions apply to misfire and
fuel trim DTCs. For a type B DTC to store and turn on the
MIL, two ignition cycles are required.

TYPE C
Will store the DTC and turn on a “SERVICE” lamp
(“Check Trans” lamp) on the first trip that a non emission
related diagnostic test has run and reported a “test failed”
to the Diagnostic Executive. This type of DTC will be used
in future applications.

TYPE D
Will store a DTC but will not turn on the MIL on the first
trip that a non emission related diagnostic test has run
and reported a “test failed” to the Diagnostic Executive.
These codes can be very helpful for vehicle service when
the driver may comment about a condition, but the MIL did
not turn on.

Clear DTC

NOTE: If you clear the DTC (Diagnostic Trouble Codes)
you will not be able to read any codes recorded during the
last occurrence.

NOTE: To use the DTC again to identify a problem, you
will need to reproduce the fault or the problem. This may
require a new test drive or just turning the ignition on (this
depends on the nature of the fault).

1. IF you have a Tech 2:

1. Connect the Tech 2 if it is still not connected

GOTHROUGH Tech 2 OBD II CONNECTION.

2. Push “F1: Clear DTC Information” in the

Application Menu and answer “Yes” to the
question “Do you want to clear DTC’s?”

a. When a malfunction remains as it is the Tech 2

displays “4L30E CODES NOT CLEARED”. This
means that the problem is still there or that the
recovery was not done. Please GOTO DTC
CHECK.

b. When a malfunction has been repaired and the

recovery is done. The Tech 2 displays “4L30E
CODES CLEARED”.

2. IF you have no Tech 2:

To clear the DTC, remove Fuse “PCM” (F13, 30A) for
at least 10 seconds.

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