And when you do have the tranny serviced, ask for the old filter, take it home and cut it open to check for any black, solid deposits that could be burned bands or clutch material. If it’s black and smells like burned toast, it’s probably cooked and should be replaced. Check the colour and smell of your trans fluid. Manually pull it back a gear, allowing the engine to get into its comfort zone and the torque converter to slip less, thereby producing less heat.Īlso, keep an eye on things in the longer term. Don’t let the vehicle select a too-high gear on a twisting uphill road. The other solution to the problem is to drive around it. Under 100-degrees is far better, and lower is better again since auto trans experts will tell you there’s no such thing as over-cooling an auto. In fact, the trade suggests that the warning light only comes on at a temperature of 134-degrees, which is way beyond what we’d be happy seeing. Yes, the Isuzu has a transmission-temperature warning light that will illuminate, but like most of these warning lights, the damage is often done by the time the light flickers on. Or maybe not if the temps don’t get to a point where you should be worried. Once you have that info, you can move on to a fix. Things like real-time trans temperature, for instance. You can get a ScanTool or ScanGauge that interfaces with the vehicle’s on-board diagnostics and can tell you lots of useful things the standard dashboard doesn’t. In the first place, the best thing to do is get an idea of what’s happening to your trans temps before rushing out and buying more hardware. The other symptoms can include a check-engine light illuminating on the dashboard as well as poor starting, a loss of power, reduced fuel economy, and rough idling. At which point the vehicle’s emission-controls aren’t working and it’s – technically - unroadworthy. If it’s allowed to go unchecked, the layers of oily soot soon build up and the EGR valve becomes jammed open. Like we said, this is anything but an Isuzu phenomenon, but it’s something that no owner of a modern turbo-diesel can safely ignore. Those exhaust gasses that are given a second trip through the engine contain soot (a normal component of a diesel’s exhaust emissions) and when they combine in the EGR valve with the oily fumes from the crankcase, the oil and soot can quickly turn to a black, sticky gunge that can clog up the EGR valve and coat the inlet manifold, reducing its effective diameter. In line with emissions controls mandated by the governments of the world, an EGR valve allows the Isuzu engine to consume a percentage of its own exhaust gas as a means of cleaning up tailpipe emissions by burning that portion of its exhaust twice.īut the EGR valve is also involved in ensuring that crankcase fumes get burned in the engine and don’t escape into the atmosphere, and that’s where the ducks of doom start to line up. The Isuzu three-litre engine is by no means on its own in this regard, but as a modern turbo-diesel, it can be affected by problems surrounding its Exhaust Gas Recirculation (EGR) system. But, as with any used vehicle, there are things to watch for and things you can change to make them better. Rugged and generally dependable, the Isuzu twins have racked up plenty of kilometres between them and plenty of fans along the way. Both variants used a body-on-frame construction with a ladder chassis. The big difference between the D-Max and MU-X (body style and interior packaging aside) is that the D-Max got a conventional leaf-sprung rear axle, while the MU-X scored a better-riding, independent coil-sprung set-up. #Worms ultimate mayhem crack fix errors manual#Transmission choices were limited to a five-speed manual or five-speed conventional automatic but it’s fair to say the majority out there for sale second-hand have the cost-optional auto fitted. Regardless of what body style you chose, the powerplant was the same a large capacity four-cylinder turbo-diesel that cranked out 130kW of power and 380Nm of torque from as low as 1800rpm. The four-wheel-drive system was a fair dinkum one which used Isuzu’s Terrain Command rotary dial to switch between two-wheel-drive, four-wheel-drive high-range and four-wheel-drive low-range where the 2.48:1 reduction ratio applied. The availability of a crew-cab or dual-cab for the D-Max as well as a styleside or cab-chassis option has ensured it can be put to a variety of tasks, while the MU-X’s seven-seat layout has kept it relevant for adventurous families. With its meaty 3.0-litre turbo-diesel engine and proper off-road smarts, the Isuzu D-Max and MU-X have become popular choices for touring and serious off-roading.
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