111999999999 SSSEEERRRVVVIIICCCEEE TTTEEECCCHHHLLLIIINNNEEESSS

Service Department

A “HOLDEN” Product.

BRISBANE SYDNEY MELBOURNE ADELAIDE PERTH

MONTEREY BULL BAR (March 1999)

MONTEREY/ JACKAROO GROUP 0B

The current bull bar (part no. 92141571) released for Jackaroo and Monterey models incorporates turn

signals and park lights which are necessary to comply with regulations.

W hen the bull bar is installed the original bumper is discarded. On the Monterey model the bumper bar

incorporates fog lamps and these will also be discarded as no provision has been made in the bull bar for

their fitment.

RODEO FAN MOTOR / RESISTOR FAILURE (March 1999)

1999 RODEO GROUP 2

Some Rodeo vehicles may experience repeated heater fan resistor or motor failure due to moisture entry.

Moisture can enter the motor assembly through the cowling screw on the passenger

side (directly above motor). Ref er to diagram 1on the following page.

Please remove screw, apply silicone / sealant and refit screw.

Diagram 1

RODEO 4X4 & 4X2 AIR CONDITIONER KITS INTERCHANGEABILITY (March 1999)

1999 RODEO GROUP 2

Confusion has arisen on the interchangeability of the A/C kit applicable for Rodeo vehicles. The A/C kit part

number M41682 can be installed on either the 4x2 or the 4x4 vehicle. A/C kit part number 92141532 is for 4

x 4 only, and will be phased out once all stock is exhausted.

JACKAROO ANTI THEFT & IMMOBILISER (March 1999)

JACKAROO GROUP 12

1998 UBS THEFT DETERRENT SYSTEMS

Two separate theft deterrent systems are provided on the 1998 Jackaroo & Monterey:

• Anti-theft Warning – provided by the Anti-Theft Alarm/Keyless Entry system fitted to Jackaroo SE and

Monterey.

• Drive-away deterrent – provided on all models by the Engine Immobiliser system.

When diagnosing a vehicle concern, it is important for the technician to have a basic understanding of the

operation of each system and be aware of the correct diagnostic procedures.

The diagnostic procedures are specific for each system. Failure to follow the correct procedure will result in

lost time, possible replacement of serviceable components and an aggrieved customer.

To determine which system is at fault, the technician must remember two very important points:

• Except in exceptional circumstances, the Anti-theft Warning/key-less entry system cannot prevent the

vehicle from starting .

• The Engine Immobiliser system cannot prevent the doors from locking or unlocking via the remote

keypads or the mechanical key.

Having determined which system has failed, the correct diagnostic procedures can then be applied:

• Anti-Theft Alarm/ Keyless Entry System diagnosis is performed by referring to the charts in section 8D

– 242/261 of the service manual.

• Engine Immobiliser system diagnosis is performed with the aid of TECH-2 and the LATEST version of

the program card.

To assist in the understanding of the operation of these systems, a brief description of each follows.

ANTI- T HEFT & KEYLESS ENTRY SYSTEM

The basic central locking system and anti-theft alarm system hardware carried over from the 1997

Jackaroo. The keyless entry system fitted to SE and Monterey was new for 1998 Australian vehicles.

Anti-theft/Key-less Entry Module

The Anti-theft Alarm system and Key-less Entry share the same module. The module is located in the

center dash, immediately above the PCM, and is identified by a black ABS plastic casing and a green 22-pin

harness connector.

The circuit consists of the ignition switch, anti-theft module, anti-theft horn, anti-theft indicator light, front

door and tailgate key switches, door lock switches, courtesy light switches, door lock act uator s, engine hood

switch, and A/T mode switch.

The module uses an “earth-sensing” system for monitoring of the doors and engine hood status – opening

of any of these items will cause the relevant circuit in the module to be grounded, triggering the alarm

function. The key switches & lock actuators provide the input signals required for arming or disarming the

system.

As a further safe guard, the front door locks and tailgate lock incorporate ‘tamper’ switches that will also

ground the relevant circuit should the lock be forced or ‘pulled’.

Arming Operation

• Remove the key from the i gnition switch.

• Ensure all doors and the engine hood are closed.

• Lock the vehicle with either the mechanical key or the remote keypad.

• 30 seconds after locking the vehicle, the Anti-theft LED will begin to flash.

• The system is now armed with the module monitoring all doors and the engine hood.

• Triggered Operation

Anti-theft LED

Once triggered, the system will

• Pulse both the anti-theft and vehicle horns at a rate of one pulse per second.

• Flash all indicator lig hts at a rate of once per second.

• Disable the starter motor relay.

Triggered operation will continue for approximately 30 seconds. At the end of this period, the system will

rearm itself, and continue to monitor the relevant circuits.

Disarming Procedure

• Unlock the vehicle with the correct mechanical key or the remote key.

• If the alarm is sounding, insert the key into the ignition switch and turn the switch to the “ACC” position.

Keyless Entry

The keyless entry circuitry is incorporated in the anti-theft module. Two two-butt on radio rem ote transmitt ers

are initially prog rammed into the module.

Up to four transmitters can be programmed into the module, should an attempt be made to program a fifth

key, the module will clear the first key code.

The transmitters are of the rolling code type, each transmission incrementing the code.

The minimum range of the transmitters is specified at 3 meters, although this can vary with proximity to

other radio or telephone transmitting towers. The estimated service life of the two lithium CR2016 cells in

each remote is at least two years with an average usage of 10 lock/unlock cycles per day.

The key-less entry system is powered through the interior light circuit via the 10-amp ‘Room’ fuse (C16),

located in the I.P. fuse panel. This fuse must be fitted during pre-delivery inspection of the vehicle. Failure of

the fuse will disable the key-less entry function and dome light operation.

The anti-theft horn performs an ‘answer-back’ function when the remote keys are used. Locking the vehicle

will cause the anti-theft horn to ‘chirp’ once. Unlocking will result in the anti-theft horn ‘chirping’ twice.

As an additional night-time safety measure, the dome light is turned ‘ON’ for 30 seconds when the vehicle is

unlocked. Should the driver so desire the anti-theft horn ‘answer-back’ function can be disabled.

Anti - Theft & Keyless Entry System – Initial Diagnosis

PIN FUNCTION PIN FUNCTION

1 Door switches – front 12 Engine hood switch

2 Door switches – rear 13 Key switch detect – front

doors/tailgate

3NA 14NA

4 NA 15 Key lock switches – unlock signal

5 Key Lock switches – lock signal 16 Lock tamper switch signal

6 Door switch – tailgate 17 Ground

7 Horn relay 18 Power – ignition switch – ‘ACC.

ON’

8 Anti-t heft hor n 19 Anti-t heft I ndicator lam p

9 NA 20 Door switches – rear – dome

10 Power – B+ 21 Hazard Warning lamp relay

11 Door switches – unlock – all doors 22 Starter motor relay

Anti-Theft Alarm/Keyless Entry System diagnosis is performed by referring to the charts in section 8H of the

service manual.

However, there are several quick initial checks the technician can perform to narrow down the area in which

the fault has occurred.

Vehicle will not lock/unlock with the remote keypads

• Does the dome light operate when a door is opened?

- If ‘NO’ check the Fuse C16 and the dome light switch position.

• Does the vehicle lock/unlock with the mechanical key and the driver door switch?

- If ‘YES’ then the central locking system is functioning.

Anti-Theft/Keyless Entry Harness Connector Pin Arrangement

- Face View -

1 2 3 4 5 6 7 8 9 10

11 12 13 14 15 16 17 18 19 20 21 22

• Can the alarm system be ‘armed’ with the mechanical key?

- ‘NO’ would indicate a possible incorrect door/engine hood input to the module.

‘YES’ would point to a keypad fault or failur e of the relevant circuit within th e module.

• Perform the “Keypad Test” as outlined on the following page.

Keypad Testing

As the keypad transmits a FM radio signal, the vehicle radio can be used to check the operation of the

keypad. The actual frequency of the keypad may vary from 101mHz to 106mHz. It is best to commence

testing with the radio set on 101mHz.

• Turn the radio ‘ON’ with the frequency set to 101mHz, and the volume control at about ½ level.

• Hold the keypad against the base of the antenna then press and hold the keypad ‘lock’ button.

• If a pulsing signal is heard from the speakers, the keypad is functioning.

• Should you fail to hear a signal, try 102mHz and so on up to 106mHz.

• If you have tried all the frequencies without hearing a signal, replace the two CR2016 lithium cells in t he

keypad and repeat the frequency test.

Keypad Programming

The programming sequence appears in section 8D - 258 of the 1998 UBS Workshop Manual.

Four program modes are available:

• ID Code New Registration – erases all programmed codes and registers new code.

• ID Code Additional Registration – registers additional ID codes.

• ID Code Check – checks how many ID codes are programmed in the module.

• Answer Back Change Mode – enables/disables the horn answer back function.

Note:

It is important to keep within the time frame stipulated for each operation – the system will time-out and

abort the programming sequence if these times are exceeded.

IMMOBILI SATION SYSTEM

The Engine Immobiliser system is the second of the two independent theft deterrent systems fitted t o 1998

UBS vehicles. The system is designed to provide “Drive-away” protection by electronically disabling the fuel

and ignition systems and the starter motor relay. It is a passive system, r equir ing no action on the part of t he

driver other than removing the ignition key from the switch.

The system uses a conventional mechanical-cut ignition key containing a miniature transponder in the

plastic handle. Within the transponder is an antenna and an integrated circuit. Each transponder is

programmed with it’s own specific ID code during manufacture.

The main system components are:

• Ignition/transponder key

• Immobiliser antenna

• Immobiliser Contr ol Unit

The antenna surrounds the ignition switch lock barrel, and is accessed by removing the steering column

shroud.

The Immobiliser Contr ol Unit is located to the right of the glovebox opening. Removing glovebox and the LH

lower instrument panel accesses the Immobiliser Cont r ol Unit. The Immobiliser Contr ol Unit and the PCM

are programmed to the vehicle via TECH2.

A non-contact radio frequency is used to transfer information between the key and the Immobiliser Control

Unit. Surrounding the ignition lock is a coil-type antenna, which is connected to the Immobiliser transceiver

and module. The antenna is designed to have a very limited range, ensuring that only the key inserted in t he

ignition can have its transponder code transferred. This excludes the possibility of interference from other

transponder keys in the vehicle.

W hen the ignition is turned ‘ON’, a radio frequency signal is sent from the antenna ring to the transponder in

the key. The transmitted energy powers the key’s integrated circuit, and the transponder transmits its code

back to the antenna ring. The transmitted code is received by the Immobiliser module and compared with

the stored codes. At the same time, the Powertrain Control Module (PCM) will req uest permission to start. If

the transponder and Immobiliser module codes match, the module will enable the Starter Motor relay and

send a coded signal to the PCM. Once the PCM recognizes the coded signal, it will enable the fuel and

circuits.

If the transmitted code from the transponder key is incorrect or the module receives no code, the starter

motor will not operate and the fuel and spark systems remain disabled.

If there is a malfunction – either incorrect transponder or no communication, the ‘CHECK ENGINE’ lamp in

the instrument cluster flashes and the relevant trouble code is stored in both the ICU and the PCM.

The module is initially programmed as standard with two transponder codes, corresponding to the two k eys

supplied with the vehicle. Should a key be lost, or an additional key required, uncoded keys are easily

programmed into the system with the aid of TECH-2. A maximum of 5 transponder codes can be stored in

the ICU.

System Programming

Programming of the Immobiliser system is perform ed with TECH- 2 when:

• The Immobiliser Contr ol Unit is replaced.

• The Immobiliser Contr ol Unit is reset.

• The PCM is replaced.

• Additional ignit ion keys ar e required.

• An ignition key has been lost.

CEL

VSS

STARTER

RELAY

GND B+ IGN

INJECTORS

IGNITION

VSS / CODE

START STATUS

PCM

POWER

CODE ICU

DLC

Pin #7

To enable the completion of the programming sequence, the technician should have obtained:

• The Vehicle Identification Number.

• The vehicle security code.

• The mechanical key number.

• Permission from TIS.

Security Data

The following codes/data are stored in the ICU reference memory during vehicle production:

• The Vehicle Identification Number.

• The vehicle security code.

• The mechanical key number.

• Engine type

• Transponder code/s

The security code cannot be deleted or altered with TECH-2. The transponder code/s and engine type are

processed internally only and are not displayed on TECH-2. The Vehicle Identification Number and

mechanical key number are stored as further information for vehicle identification and can be displayed on

TECH-2.

Security Code

The 4-digit security code prevents unauthorized programming and access to the data in the ICU via TECH-

2. The security code is programmed into the ICU.

Program Security Code

New Immobiliser Control Units do not contain a programmed security code. If the ICU is replaced, the

security code for that vehicle must be obtained, and then programmed into the ICU with TECH-2.

Replacement of the Immobiliser Control Unit

Due to the complex nature of the coded signals transmitted between the key and the ICU, it is necessary t o

replace both existing ignition keys when the ICU is replaced.

Resetting of the Immobiliser Control Unit

Resetting of the ICU may necessitate replacement of either of both existing ignition keys. This situation is

most likely to occur if the ICU is swapped from one vehicle to another.

Replacement of the PCM

Once programmed to the vehicle Immobiliser system, the PCM cannot be removed and used in another

vehicle. The is no PCM reset procedure available at this point in time – the Service Programming System

(SPS) required for r esett ing a PCM does not apply to current Jackaroo and Monterey.

Loss of a Transponder Key

If a transponder key is lost, all transponder codes in the Immobiliser Control Unit must be erased to prevent

unauthorised use. This will ensure that, whilst the ‘lost’ key will allow access to the vehicle, it cannot be

used to start the vehicle.

After erasing all existing codes, the transponder codes of the remaining keys and t he new transponder key

can be programmed.

NOTE:

Programming Approval must be obtained from TIS, using the ‘’Enable Programming” option, before either

control unit or transponder key programming is performed.

Once Programming Approval has been obtained, TECH-2 will allow five programming operations. Once all

five programming operations have been used, Programming Approval will then have to be obtained again.

If the five programming operat ions are not used within two days, they will be cleared f r om TECH-2, r equiring

further Programming Approval to be obtained.

CHASSIS PLUGS (April 1999)

FRONTERA GROUP 1

The 1999 model Frontera has four chassis holes that are used as tie down points during shipment.

I – GM request that these holes be filled with plugs that are supplied in the glovebox (ref attached

drawing)

FUEL FILLER (April 1999)

RODEO CREW C AB GROUP 8

In instances where customers complain that a petrol engine Rodeo crew cab vehicle is difficult to

fuel or is blowing back th rough the filler neck, improvement can be achieved by replacing the filler

neck and hose.

The cause of the problem is the fuel filler neck / ho se combination not allo wing sufficient flow to

the tank

I–GM have relea sed a modified hose to be used in con junction with a space cab filler neck to

rectify the situation. Please refer to details below for the special labor operation number and

standard time.

Hose part number: 92074583

Filler neck part number: 8971676480

Labor operation number: L000184

Standard time: 0:9 h

stem

(w) 1998

F0: Powertrain

F1: Chassis

F2: Body

(w) 1999

Vehicle

Select one of the followin

Bod

Immobiliser

Airba

Ant i Theft Warning

Other

(w) 1999

Immobiliser

Bod

F0: Dia

nost ic Trouble

F1: Data Dis

F2: Snapshot

F3: Actuator Tests

F4: Additional Functions

F5: Pro

rammin

(w) 1999

JACKAROO IMMOBILISER (May 1999)

JACKAROO GROUP 12

In response to a high level of inquiries regarding the process involved to program an additional

ignition key to a current model Jackaroo, a step by step outline has been produced that shows the

tech 2 screen as it will appear as you move through the program.

NOTE: To code a new ignition key, a four-digit security number is required refer step 6.

The security number is obtained from TAS using the form attached to dealer

letter 8/98. It would be advisable to obtain this number before coding the key.

Step 1) Connect tech 2 to vehicle

Select diagnostics, select the vehicle as required, e.g.

1998 Jackaroo you will then see the screen as

displayed in picture 1.You must then select body.

Picture 1

Step 2)

Select immob iliser

Refer picture 2

Step 3)

Select programming

Refer picture 3

Picture 2 Picture 3

Step 4)

Select program

transponder keys.

Refer picture 4

Step 5)

You will see the screen

as in picture 4. You will

then need TIS approval

before pressing confirm.

Picture 4 Picture 5

Step 6)

Enter four digit security

number obtained using

the form attached to dealer

letter 8/98.

Refer picture 6

Step 7)

Insert new key

And c onfirm.

Refer picture 7

Picture 6 Picture 7

Pro

rammin

F0: Program Immobiliser

Function

F1: Program Transponder-

keys

F2: Program mechanical

Key Number

(w) 199 Jackar

) 1999

(w) 1999

Pro

ram

(w) 1999 Jackaroo

Electronic Sy stem:

Immobiliser

F2: Body

Please get programming

approval from

TIS!

(

(w) 1999

Confirm

Program

Immobiliser

Function

(W) 1998 Jackaroo

Electronic Sy stem:

Immobiliser

Security Code

0 0 0 0

(w) 1999

(Press ENTER key to

continue

Program

Transponder-

(W) 1998 Jackaroo

Electronic Sy stem:

Immobiliser

Insert Non-Programmed

Transponder Key

Confirm

Step 8)

You will see the screen

As shown in picture 8.

Tech 2 will request you

turn the ignition on, then off.

Step 9)

At completion of the

Programming a final screen

will appear asking if more

keys are to be coded.

Refer picture 9.

Picture 8 Picture 9

(w) 1999 Jackaroo

Pro

ram

(W) 1998 Jackaroo

Electronic Sy stem:

Immobiliser

Programming Transponder

Key

(w) 1999

Pro

ram

(W) 1998 Jackaroo

Electronic Sy stem:

Immobiliser

Program more Transponder

Keys ?

YES NO

HOLDEN SERVICE TECHLINE _________________________________________________________ JUNE 1999

AIR CONDITIONING INFORMATION

1999 FRONTERA GROUP 2

1999 model Frontera three door and five door vehicles do not have air conditioner refrigerant

sticker s fitted in the engine bay area.

For your infor mation the relevant details are:

CHARGE : 0. 65 kg HFC – 134a

LUBRICANT : 150 cc - 200PG

More detailed information on refrigerant recovery / recharge can be found in the relevant

section of t he workshop m anual

( Section 1A, page 49 – 53 )

4JX1 FLYWHEEL SETUP PROCEEDURE

JACKAROO GROUP 6A

When removing the flywheel on a 4JX1 engine, the flywheel should be marked to ensure

installation in the same position. The position of the flywheel in relation to the crankshaft is

critical for engine operation as the crankshaft position sensor reads off the toothed wheel

attached to the flywheel.

In instances where assembly is required without reference marks the following procedure can

be used.

1. Align crankshaft pulley notch with mark on timing case t o obtain T.D.C.

(ref drawing 1)

DRAWING 1

HOLDEN SERVICE TECHLINE _________________________________________________________ JUNE 1999

2. Fit f lywheel to crankshaft taking note that :

A) Timing mark is pointing downward (ref dr awing 2 & 2A ).

B) Crank shaft sensor t oot hed wheel is in correct position

(ref drawing 3 & 3a).

4JX1 ENGINE OIL SPECIFICATION

JACKAROO GROUP 6A

Due to the diesel injection system used in t he curr ent Jack aroo diesel 4JX 1, eng ine oil is crit ical

to the correct operation of the engine. Incorrect spec engine oil may dramatically increase

cranking times, cause r ough idle, and in extrem e conditions cause a no start / st alling sit uation.

The engine oil specification for the Jackaroo diesel 4JX1 engine is 15W/40 CG-4, however in

extreme cold operating conditions e.g. alpine areas, a lower cold viscosity rating is

recommended e. g. 5W/40.

TIMING MARK

POSITION

MISSING TEETH

DRAWING 2

DRAWING 2A

DRAWING 3A

DRAWING 3

4JX1 INJECTOR CALIBRATION (June 1999)

JACKAROO GROUP 6M

The 4JX1 diesel engine in the 1998 model Jackaroo has i nject ors that are classifi ed i nt o 9 groups

according to flow rate. The ECM is calibrated to the injectors that are fitted to the engine using

Tech 2.

Injector calibration is carried out at production, but will need to be checked at pre delivery and

after some service repairs. e.g. control unit replacement, injector replacement, etc.

Incorrect injector cal i brat ion may cause unstable idle, engine vibration or excessive smoke.

When performing inj ector calibration difficulty may be experienced identif ying the injector calibration group.

The workshop manual indicates that identification is determ ined by markings on the injector. This is not

the case. T he only met hod for identification is to utilise t he injector identification stick er, situated on the

noise insulator cover that is above the rocker cover.

INJECTOR IDENTIFICATION STICKER

ENG. NO 489476 4JX1

#1 82395420 #2 83395420

#3 83365520 #4 59395920

RP SENSOR 7565

The number s on t he ident ification sticker are product ion numbers (not part num ber s) used to identif y

individual injectors. T he 5th and 6th digits of t he pr oduct ion num ber ar e used to classify injectors for

calibration. eg.

#1 82395420

CALIBRATION NUMBER ( 54 )

INJECTOR NUMBER (# 1)

The calibrat ion number is used in conjunction with the following chart.

A1 20 – 26 B1 40 – 46 C1 61 – 67

A2 27 – 33 B2 47 – 53 C2 68 – 74

A3 34 - 39 B3 54 - 60 C3 75 – 80

For example: Inj ect or number 1 has a calibration number 54. Number 54 corr esponds to a B3.

Once the injector calibration number has been est ablished and injector categ or y deter m ined, the

calibration procedure in the relevant workshop manual (sect ion 6E )

can be followed.

INJECTION TIMING ADJUSTMENT (July 1999)

RODEO with 4JB1T

(GRO UP 6M)

Current model Rodeo vehicles equipped with the 4JB1-T engine have six timing marks on the

crankshaft pulley as opposed to the four pictured in the workshop manual.

The following diagram should be used to update the current manual by inserting the extra two

marks in the relevant picture (Section 6A, Page 28) in a permanent marker.

Once workshop manuals have been updated, checks \ adjustment of the pump timing should be

done as per the workshop manual procedure.

0 4 10 12 14 16

REVISED ENGINE CRANKS BUT WILL NOT RUN PROCEDURE (July 1999)

JACKAROO with 4JX1T

(GRO UP 6M)

Engine Cranks But Will Not Run

Step Action Value Yes No

1 Was the “on board diagnostic (OBD)

system check” performed? - Go to step 2 Go to OBD

system check

2 Check the 15A stop light fuse and in the

engine compartment fuse panel the 15A

and 50A ECM fuses. Was a fu se blown?

- Go to step 3 Go to step 4

3 Check for a short to ground and replace

the fuse. Is action complete ? - Verify repair -

4 Is fuel tank empty? - Fill fuel tank Go to step 5

5 Is the right fuel being used? - Go to step 6 Replace fuel

6 Is the right engine oil being used? - Go to step 7 Replace

engine oil

7 Using the tech 2.

Is DTC P0192 or P0193 set? (check rail

pressure system)(Must have 4Mpa min.)

- Go to DTC

P0192 or

P0193

Go to step 8

8 Using the tech 2.

Is DTC P0201 - P0204 set? (check

injector circuit fault)

-Go TO DTC

P0201-

P0204

Go to step 9

Step Action Value Yes No

9 Using the tech 2.

Is DTC P1657 set? (check ECM main

relay)

-Go to DTC

P1657 Go to step 10

10 Refer to Engine Mechanical Diagnosis to

diagnose the following conditions:

• Faulty camshaft drive belts

• Leaking or sticky valves or rings

• Excessive valve deposits

• Weak valve springs

• Incorrect valve timing

• Leaking head gasket

Is the action complete?

- Verify repair Go to step 11

11 Observe the engine speed data display

on the tech 2 while cranking the engine.

Is the engine RPM indicated?

- Go to step

23 Go to step 17

12 Using a digital multi-meter set on AC

volts, connect between ECM J3-5 and

one of the injector driver circuits and

crank engine.

Is there a voltage of approx. 4 volts?

- Go to step

13 Go to step 15

13 Using a digital multi-meter set on ohms,

check for a short to ground in the injector

driver circuits.

- Go to step

14 Go to step 16

14 Locate and repair the short to ground in

the injector driver circuit.

Is the action complete?

- Verify repair -

15 check for an open injector driver circuit.

Is the action complete? - Verify repair Go to step 16

16 Replace the ECM

Is the action complete? - Verify repair -

17 1. Disconnect the CKP sensor harness

2. Turn ignition on.

3. With a test lamp to ground, probe the

sensor

harness ignition feed terminal.

Did the test lamp illuminate ?

- Go to step

19 Go to step 18

18 Check the ignition feed wire between the

sensor and the ECM for a short to ground

or open circuit.

Is the action complete?

- Verify repair -

19 Ignition on.

At the CKP harness connector, connect a

test light between the ignition and ground

terminals.

Did the light illuminate?

- Go to step

21 Go to step 20

20 Check the sensor ground circuit for an

open or short to voltage.

Is the action complete?

-Verify

Repair -

Step Action Value Yes No

21 Check the signal circuit between the

sensor and the ECM for a short to

ground, short to voltage or an open

circuit.

Was a problem found?

-Verify

Repair Go to step 22

22 Replace the CKP sensor.

Is the action complete? -Verify

Repair Go to step 23

23 1. Disconnect the CMP sensor harness

2. Turn ignition on.

3. With a test lamp to ground, probe the

sensor

harness ignition feed terminal.

Did the test lamp illuminate ?

- Go to step

25 Go to step 24

24 Check the ignition feed wire between the

sensor and the ECM for a short to ground

or open circuit.

Is the action complete?

-Verify

Repair -

25 Ignition on.

At the CMP harness connector, connect a

test light between the ignition and ground

terminals.

Did the light illuminate?

- Go to step

27 Go to step 26

26 Check the sensor ground circuit for an

open or short to voltage.

Is the action complete?

-Verify

Repair -

27 Check the signal circuit between the

sensor and the ECM for a short to

ground, short to voltage or an open

circuit.

Was a problem found?

-Verify

Repair Go to step 28

28 Replace the CMP sensor.

Is the action complete? -Verify

Repair -

4JX1- TC MODIFIED TURBOCHARGER AND HOSE (September 1999)

JACKAROO

(GRO UP 6A)

Jackaroo vehicles fitted with the diesel 4JX1 engine may exhibit a condition where the intake pipe

between the turbocharger and intercooler m ay continually blow off under boost pressure.

I-GM has released a modified turbocharger, with increased outlet duct length and an improved hose

lip, to be used in conjunction with a modif ied hose that indicates hose clamp locat ion, t o overcome the

above complaint. Refer to All Dealer Letter IGM 25/99 f or det ailed fitting inst ructions.

Hose part number : 8972052041

Turbo part number: 8971371098

SERVICE SCHEDULE REVISION (October 1999)

UES FRONTERA

(GRO UP 0B)

I-GM wish to advise technicians of two revisions to the service schedule of the current model UES

Frontera from the schedule shown in Chapter 12, Page 6 of t he owners handbook .

1) Manual transm ission and transf er case oil is no longer to be r eplaced at 10000 k m as indicated in

the service schedule. The f irst manual t ransmission and transf er case oil chang e is now at 40000

km, and thereaft er as indicated in the service schedule.

2) Automatic transm ission and transfer case oil is no longer t o be replaced at 10000 k m as indicated

in the service schedule. The first automatic transmission and transfer case oil change is now at

40000 km, and thereaft er as indicated in the service schedule.

The above revisions will apply for all 1999 UES m odel vehicles that have not already had a 10000 k m

service.

4JX1 - TC JACKAROO DIESEL SECOND OIL FILTER (September 1999)

JACKAROO

(GRO UP 6A)

The 4JX1- TC diesel engine as f it ted to the 1998/ 1999 model Jackaroo vehicles is equipped with two

oil filt ers.

The service f ilter is mounted on the dr ivers side of the engine and should be changed as per the

service schedule. ( refer picture A )

The second filter is mounted on t he passenger side of the engine and is marked “2nd O/F”.( refer

picture B) The second filter shoul d not be changed in ser vice, except in t he event of engine rebuild

or contaminat ion. This is a low volume filter t hat protects t he inj ection system.

PICTURE A PICTURE B

4JX1 - TC QUICK WARM UP SYSTEM (September 1999)

JACKAROO

(GRO UP 6Y)

DESCRIPTION

The 4JX1 – TC is fitted with a quick warm up system that may be selected by depressing a dash

mounted switch.

The function of the quick warm up system is to decrease engine warm up time in cold conditions by

restrict ing air flow throug h t he engine.

DASH SWITCH

To rest rict air flow, the ECU cont rols a butterf ly located on the exhaust engine pipe and the throttle

stepper mot or on the inlet manif old.

If the dash switch is depressed the ECM will activate / de-activate the system automatically as

engine tem per at ure conditions dictate.

When the system is activated the light located on the dash switch will illuminate, when the engine

temperature rises above 80C the ECM will override the switch to de-activate the system and the

light. The system contains an ambient temperature sensor located behind the grill that will override

the switch de-activating t he system and the light if t he ambient tem perature is above 15C. If coolant

temperature is above 50C on start up the ECM will override the dash switch and de-activate the

system.

INTAKE THROTTLE

STEPPER MOTOR

VACUUM

PUMP

AIR

CLEANER

EXHAUST

BUTTERFLY

TURBO

EXHAUST

BUTTERFLY

VALVES

FLATSPOTTING OF TYRES (September 1999)

ISUZU ALL MODELS

(GROUP10)

Flat spotting of tyres caused during vehicle storage and shipping is an ongoing problem in Australia.

This phenomenon has been noted where vehicles have been tightly secured and shipped over large

distances, and is further exacerbated by tight er strapping and long term stor age.

Flat spotting of tyres alter s the r ide and handling char acterist ics; it mak es the vehicle most unpleasant

to drive and affects customer satisfaction as a result . Under inflation exacerbates the problem.

Dealers are advised not to rebalance tyres that are suspected of having flat spots, instead

tyres should be inflated to the recommended specifications and the flat spot driven out of the

tyre. This could take in excess of 100km or more.

If t he pr oblem still persists after the above action please contact IGM TAS.

REFRIGERANT CHARGE QUANTITY (November 1999)

TF RODEO

(GRO UP 2)

Recent Air International in house charge determination testing has revealed an error in the

quantit y of refr igerant recommended for t he Rodeo V6 4x2, 4x4 models.

The original specif ication as nominated on the A/C label and f itting instruct ions was 900 + or – 25

grams, we now realise that this should be 730 + or – 25 grams.

All dealers should alter their fitting instructions to reflect the new value. The specification label

supplied with new kits will also be altered accordingly.

4L30E AUTOMATIC TRANSMISSION FLUID LEVEL CHECK PROCEDURE (November 1999)

JACKAROO, RODEO, FRONTERA

(GRO UP 7B)

CHECKING TRANSMISSI O N FLUID LEVEL AND CONDITION

Checking fluid level and condition (colour and odour) at regular intervals will provide early

diagnosis inf ormation about the transmission. This inf ormation may be used to correct a condition

that, if not detect ed ear ly, could r esult in major transmission repairs.

IMPORTANT: When new, automatic transmission fluid is red in colour. As the vehicle is driven, the

transmission fluid will begin to look darker in colour. The colour may eventually appear light brown.

A dark brown colour with burnt odour may indicate excessive fluid deterioration and signal a need

for fluid change.

FLUID LEVEL

When adding or changing fluid, use only DEXRON III. Refer to Maintenance and Lubrication in the

relevant owners manual for ser vice inter vals.

CAUTION: DO NOT OVERFILL.

Overfilling will cause foaming, loss of fluid, abnormal shifting and possible damage to the

transmission.

1. Park the vehicle on level ground and apply the parking brak e firmly.

2. Check fluid level with engine running at idle.

NOTE: Be sure that transmission fluid temperature is below 30° C (86° F).

3. Move the selector lever through all gear ranges.

4. Move the selector lever to "park.

5. Let eng ine idle for 3 minutes and open the overfill screw (REFER DRAWING A).

6. Add released tr ansm ission fluid until it flows out over the overfill screw opening.

7. Let engine idle until a fluid temperature between 32° C (90° F) and 57° C (135° F) is reached,

then close the overfill screw (1).

Torque: 38 Nm (3.9 kg.m128 lb f t )

NOTE: Check t r ansmission fluid temper at ure with scan tool.

Minimum fluid level 57° C (135° F) Maximum f luid level 32° C ( 90 ° F)

DRAWI NG A

1 – FILL PLUG 2 – DRAIN PLUG

CAUTION: Do not open overfill screw with engine stopped.

CAUTION: DO NOT CHECK FLUID LEVEL UNDER THESE CONDITIONS:

• Immediat ely after driving at sust ained highway speeds.

• In heavy city traffic during hot weather.

• If vehicle is towing a t r ailer .

If the vehicle has been operated under these conditions, shut the engine off and al low the

vehicle to"cool" f or ( 30) mi nut es. After the cool down period, restart vehicle and cont i nue

from step 2 above.

VALVE CLEARANCE SHIM CALCULATION (November 1999)

4JX1 JACKAROO

(GROUP 6A)

The following correction has been made to the valve clearance adjusting shim calculation

procedure for the 4JX1 engine.

Current Calculation

TA: T hickness of new adjuster

M: Valve clearance measurement

TO: Thickness of the removed adjuster

For Intake: TA=TO+(M+0.15) mm

For Exhaust: TA=T O + ( M+0.25) mm

Correct Calculation

TA: T hickness of new adjuster

M: Valve clearance measurement

TO: Thickness of the removed adjuster

For Intake: TA=TO+(M-0.15) mm

For Exhaust: TA=T O + ( M-0.25) m m

Workshop manuals should be corrected accordingly. The above information appears in Section

6A, page 64 of the 4JX1 workshop manual.

REVISION OF COOLING SYSTEM (November 1999)

2.2 TF RODEO

(GRO UP 6K)

The following revision has been made to the cooling system diagram for 2.2 (C22NE) engined

Rodeos.

Workshop manuals should be corrected accordingly. The above information appears in Section

6B, page 2 of the 1999 TF 2. 2 work shop m anual.