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What is Wideband Tuning?

What is Wideband Tuning?

🚩1. What is an Oxygen Sensor?

An Oxygen Sensor is one type of sensor and it is available in the exhaust system of an automobile, the size and shape of this sensor look like a spark plug. Based on its arrangement in regard to the catalytic converter this sensor can be arranged before (upstream) or after (downstream) the converter. Most of the automobiles which are designed after 1990 include upstream and downstream O2 Sensors. The oxygen sensors used in automobiles, one sensor is arranged in front of the catalytic converter and one is arranged in every exhaust manifold of the automobile. But, the maximum number of these sensors in a car mainly depends on the engine, model and year but, most of the vehicles have 4-sensors.

🚩2. Function of an Oxygen Sensor:

The oxygen (O2) sensor senses the amount of oxygen in the vehicle’s exhaust, it is usually located in the exhaust pipe. The oxygen sensor reading is used by the Engine Control Unit (ECU) to regulate the amount of Air and Fuel sent to the engine. The oxygen sensor mainly serves two purposes.
It helps maintain the perfect Air/Fuel ratio, thereby preventing the engine from running Lean/Rich; It also reduces the exhaust emissions.
One end of the oxygen sensor detects the amount of oxygen while the other end connects to the wiring that relays the sensor’s reading to the ECU.

💬Heated and Non-Heated Oxygen Sensors:

Oxygen sensors need an optimal temperature of 650 ͒ Fahrenheit to function effectively. Non-heated oxygen sensors which were used in older automobiles, were heated by the exhaust gases. The disadvantage of these sensors was that it could take a minute or longer to reach the temperature required for operation. Non-heated oxygen sensors overcame this problem through a heating element, a resistor, which heats the sensor to the required temperature for operation.

💬Wideband vs Narrowband O2 Sensor:

Narrowband oxygen sensors inform the ECU whether the engine is running lean or rich with reference to the stoichiometric Air/Fuel Ratio (14.7/1).
Wideband oxygen sensors, commonly referred to as Air/Fuel ratio sensors, tell the ECU how rich or lean the engine is running in comparison with stoichiometric ratio. Wideband oxygen sensors are commonly used in newer automobiles.

💬Upstream and Downstream Sensors:

The Upstream oxygen sensor is situated before the catalytic converter whereas the Downstream oxygen sensor is located after the catalytic converter.
The upstream sensor monitors the level of pollutants in the engine’s exhaust and sends this information to the ECU that continuously the Air/Fuel ratio.
The downstream sensor measures the level of pollutants passing through the catalytic converter.
The information from upstream and downstream sensors are compared by the ECU. If the readings from the two sensors become more similar to each other, the ECU triggers a catalyst inefficiency code.



In this part, we will take a look at wideband Oxygen (O2) sensors, their constructions and how they work.
Wide-band O2 sensor sometimes referred to as an Air/Fuel ratio sensor. It can have up to six wires and is widely used on modern engine management systems. This helps to make strict emission regulations which increase fuel economy and create better engine performance. They are fitted upstream of the catalytic converter to sample the exhaust gases before conversion. 
An O2 sensor’s job is to measure the concentration of oxygen in the exhaust gas and supply this information to the Engine Control Module (ECM). The wideband O2 sensor is able to determine the Air/Fuel ratio because it can determine a much wider range of oxygen concentrations. These sensors are very important on lean-burn engines, direct injection petrol and diesel engines. 
The wide band sensor can measure the air/fuel ratio as rich as 5:1 to as lean as 20:1.




You can see here two graphs comparing a Narrowband sensor and a Wideband sensor. It can be seen that the wideband sensor can relay not only reach or lean, but how rich or lean.
The wideband sensor output is a current signal instead of a voltage signal as on narrowband sensors. 

❓What is inside a Wideband Sensor?

These sensors have three components, a nerds cell, an electrochemical pump cell and a monitoring chamber. The object is to maintain the voltage of the nerds cell at 450 millivolts (mv), this is achieved by varying the electrochemical pump current flow. The ECU monitors its current and adjusts the Air/Fuel ratio accordingly. 
The ECM can perform a test on the sensor by applying a voltage to the nerds cell and watching for response from the pumping cell. The wideband sensor needs to be at 650 ͒ degrees Celsius or 1,200 ͒ degrees Fahrenheit which this is achieved by the heater control circuit. 
The heater is pulse width modulated to maintain the correct temperature.


💬Why You Need a Wideband Air/Fuel Ratio gauge For Tuning?

Before get into the exactly why, we give you an example of why Air/Fuel ratio gauge is extremely useful.

💬What is The Air/Fuel Ratio gauge?

Basically, there are two types of gauges that you could get, the Wideband Air/Fuel ratio gauge and the Narrowband Air/Fuel ratio gauge. 
Wideband air/fuel ratio gauge is more expensive than the other. When you buy a Wideband Air/Fuel ratio gauge, it includes a Gauge and a Wideband sensor, a secondary sensor which you add to your exhaust and it is just for the Gauge.
As a matter of fact, the Wideband gauge is the most accurate at telling you what your Air/Fuel ratio actually is.

The first thing you need to know is, basically a rich setting means that you are getting more fuel; If you are seeing 10 or lower on your gauge, your engine is running rich. On the other hand, if you are seeing 17 or 20 that means that your engine is running lean. Actually, it could be really dangerous if your engine is running lean.
However don't be surprised to see your wideband read lean when you let off the gas, because that is exactly what is happening is it is going to run lean as soon as you let off the gas.
Full throttle is when your wideband is going to be the most valuable, because it’s making sure you won’t get damage to your engine.
Actually this is why you need a Wideband gauge, especially if you have a turbocharged car.
The Air/Fuel ratio gauge is just a tool for you, so you can monitor what is actually going on and you can monitor it fast enough where you can make changes before something catastrophic happens.

🏁The Top 5 Wideband Gauges Brand:

1. AEM (30-4110) UEGO:

This wideband gauge is one of the best in the market because it features the latest and most accurate Bosch LSU 4.9 oxygen sensor which is by far the best wideband O2 sensor currently. Additionally the unit requires no free air sensor calibration as it is laboratory calibrated beforehand.
It also gives a wider air/fuel ratio sensing range of 1020 AFR on its digital display.
The gauge is housed inside a 2/116 inch, 52 millimeters casing and this universal size ensures that it fits in most gauge pads after which it can be mounted anywhere inside your car. Some slight customization is also built into the gauge’s design with interchangeable black and white faceplates as well as interchangeable black and silver bezels all of which are included in the pack.
Other features include a digital display with 0.1 resolution, an outer bar graph with an LED needle and a zero, 5v analog output, however the included wiring harness is a bit short. 

2. AEM 30-0300- Innovative:

The 300-300x series from AEM are still very new in their line-up and feature the latest, patented x digital technology which gives these controllers the capability to display values that other Wideband Gauges can not. For instance: This one has a much wider range of 820 AFR and can display these values to the hundreds of percent. Additionally, this technology results in a much faster response time which improves the Wideband feedback control. Thereby enabling you to carry out a safer, powerful and more accurate tuning.
On the out-side the gauge features are a visually striking faceplate as well as a seven-segment center display that is 87% larger than the other AEM units and this makes it much easier to read.
Other features include compatibility to car electrical systems that run up to 16v auto dimming and a wiring harness plus a weld in stainless steel bung in the kit. However a boost pressure gauge is not included.

3. Innovate Motorsports 3918:

This unit comes with the best performing Bosch LSU 4.9 oxygen sensor and it has an enhanced heater control for superior sensor performance in high performance applications such as Enforced Induction Engines.
Despite this, a fast analog output speed keeps the car Air/Fuel up to date with all Air/Fuel ratio changes in real time for effective monitoring.
Other features include a large digital display in AFR lambda, a programmable digital needle and a 52 millimeters diameter gauge housing plus it’s interchangeable black and white faceplate and bezels.
However calibration is required before use but an instructional manual is included to help you with this. 

4. Hotsystem: 

One of the cheapest wideband gauges that’s actually worth buying is The Hotsystem. It connects straight into your existing oxygen sensor and comes as a complete kit that includes all the electric wiring and hardware. 
For those that are on a tight budget and require a fairly accurate Wideband gauge The Hotsystem brand has the answer. It is not going to be as accurate as some of the premium alternatives but it’s a fraction of the price and won't disappoint.

5. GlowShift Elite AFR:

Glow shift’s black elite 10 color series Wideband Air/Fuel ratio gauge is an ultra high performance gauge that allows you to monitor and tune your vehicle’s Air/Fuel ratio.
This standalone wideband gauge reads and displays your vehicle’s Air/Fuel ratio with unparalleled accuracy from 10.0 to 20.0 AFR with the included 4.9 LSU Wideband oxygen sensor.
Benefits include maximized power and engine performance, reduced emissions and  higher fuel economy since you will be able to carefully map out your vehicle’s Air/Fuel ratios throughout the range of RPM and manifold pressure.
Experience features that come Standard with The Black Elite 10 Series include an easy to read ultra bright LED analog display with selectable 10 color through dial LED lighting a low profile magnified tinted lens with illuminated red needle, a peak recall function, programmable high and low warning functions and much more... 

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How to reduce the odometer value By DDDL 8.13 Level 10

Everyone knows how to increase the odometer value. This can be easily done via the "Actions - Set Odometer". But someone may not know how to reduce the odometer value. The DDDL will not allow you to do this in the standard way. I'll show you how it can be done. 
So, what will we need:
1) DDDL 8.13 sp3 10-10-10 MAX edition
2) Backdoor KG
it should also be noted that this can only be done on those СPC software versions where it is possible to increase the odometer by regular way (i.e. "Actions - Set Odometer" menu is available) 

1) Go to Service Routines = > All Services => CPCxxx = > Functions => Backdoor Seed: Request
2) Execute Service

3) Open Backdoor KG, input VIN and PRES_8_Byte_Seed value from "Backdoor Seed: Request" service outputs. Generate backdoor password

4) Go to Service Routines = > All Services => CPCxxx = > Functions => Backdoor Key: Send
5) Copy generated backdoor password into the "Inputs - Key" field
6) Execute Service. Outputs Response value must be 67-08

7) Go to Service Routines = > All Services => Download => Odometer
8) Input odometer value into Inputs - Total Distance field 
9) Execute Service. Outputs Response value must be 6E-F1-A1

10) Go to Service Routines = > All Services => Functions => KeyOffOnReset
11) Execute Service


Video ......


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DDDL Diagnostic Link 8.16 Relese Features Summary

DDDL Diagnostic Link 8.16 Relese Features Summary

Service Diagnostics & Tools
• Release Features Summary
• Covers support for DD15TCO, DD13TCO, MY2022 HDEP FE1, and MY2022 MDEG software packages
• Open Log file form enhancements to show decoded VIN
• PTO1 and PTO2 Engagement Diagnostic panel for 49X
• Gen 5 Fuel System Integrity Check (FSIC) not reaching 800 bar
• Diagnostic panel support for DD13 HP Exhaust Gas Flap Slow Learn Procedure
• View/compare part number data for upload
• DPF serial number change for panels in the tool
• References shortcuts to eParts catalog and Vehicle literature have been removed
• Display panel option (previously released)
• Test Network (previously released)
• System Requirements

• DD13TCO, DD15TCO, DD16 FE1 MY2022 HDEP:
• MCM21T – m19.1.1.3
• ACM301T – S10.51.1.0
• CPC501T – R20.31
• CPC04T – R46.00.000a
• TCM01T – NAMT20.14.03
• DD13 FE1 MY2022 HDEP:
• MCM21T – m7.9.0.2(FE1) , m14.3.1.1(Full range misfire)
• ACM21T – e7.61.1.0
• CPC04T – R46_00_000a
• TCM01T – NAMT20.14.03
• CPC501T – 20.31

MY2022 – MDEG:
• MCM21T – m19.1.2.3
• ACM03T – s13.57.2.0
• CPC04T – R46_00_000a
• CPC05T – R20.31

Open Log File Form to Show the Decoded VIN Information
• DiagnosticLink has the ability to decode VIN information.
• This feature is leveraged in the Open Log File Form to show the decoded VIN of each log file in the list.
• This is useful for looking for an example connection of a specific vehicle type.

CEEA+ PTO1 and PTO2 Engagement Panel
• A new panel to monitor signals related to PTO engagement on CEEA+ trucks.
• This will help technicians perform diagnostics for the PTO system related to engagement
and basic speed control.

Gen 5 Fuel System Integrity Check (FSIC) not reaching 800 bar
There has been a longstanding issue where occasionally the FSIC would fail to complete because the rail pressure
would not meet the commanded value.
• Since Gen 5, this became a more common issue.
• It was discovered that an increase of engine speed would allow the ECU to raise the rail pressure to meet the commanded value.
• This as implemented within the automatic FSIC and within the FSIC Leak Test.

DD13 HP Exhaust Gas Flap Slow Learn Routine
• EGF Actuator Slow Learn panel for DDEC20-DD13 engines.
• This is similar to the EGR Slow Learn Routine panel, but with Actuator 4 selected.

View or Compare Part Number Data for Upload
During the 8.14 lifecycle there was an issue where part number data uploaded to the server was incorrect.
• There was no way to see the part number data that would be uploaded to the EDEX server, in the client itself. It was necessary to manually decrypt
files on the machine. Even then, the data was difficult to analyze as it was simply a set of part numbers.
• In 8.15 we provide a “View” button for upload data, which shows the part numbers along with their meaning, along with a colour-highlighted comparison against data that was downloaded.
• In the example here, a parameter was changed in the Parameter view (to the value in the default string/domain).
• This view can also be used to verify that data was programmed correctly.

Compare Parameters Allow Compare of Data for Upload
• The Compare Parameters view is expanded to allow view and comparison of data that will be uploaded to the server.
• The view in Compare Parameters compares content at the name or value pair level.
• Here we see the difference in content from a live ECU compared to what would be uploaded.
• The items PELC_Panic_ExtLt_Frequency and PELC_UL3_Alert_Speed are highlighted, because there are no part numbers defined to represent their values in the ECU.
• As content is uploaded to EDEX by part number, the values are not stored on the server.
• This indicates a data creation (CCF) deficiency.

DPF Serial Number Change for Panels In the Tool
• DPF Ash Accumulator and SCR
Replacement panel serial numbers are less restrictive.
• The fields now accept alphanumeric text that are three or more characters.

References Shortcut to eParts Removed and updated to PartsPro
• References shortcut to PartsPro added
• References (eParts and Vehicle literature) removed

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Detroit Diesel DD15 EPA 10 DPF Delete Removal Programming by DDDL

This instruction show you guide on how to use DDDL engine software to do DPF delete programming for Detroit Diesel DD15 EPA 10.


Connect NEXIQ-2 USB Link to DLC,and then run software.

After identification,select “Parameters”


After all parameters reading done, now you need change some value to perform DPF delete

PGR035-105 D0 Lamp DPF–>”Disabled”


407 D0 Selection High Exhaust Temp–>”Disabled”


PGR046-DPF Veh..Speed Tresh Enable–>”OFF”


DPF Asb Mileage Sync MU–>”Disabled”


PGR002-Doser Pressure Inlet–>”No Installed”


PGR 001_PropValve PWM8 Configuration–>”Not Parameterized”


PGR007_DPF Config-DPF Distance Interval Regen–>”Disabled”


PGR024_Sensor Config-Exhaust Pressure before DPF INLET–>”Not Active”


Outlet Temperature Doc–>”Not Active”


Inter Temperature DOC–>”Not Active”


Outlet Temperature DPF–>”Not Active”


Pressure after DPF Outlet–>”Not Active”


Doser Pressure Outlet–>”Not Active”


PGR007 DPF Config-DPF shutdown enable–>”Disabled”


PGR007_DPF Config DPF Time Interval Regen–>”Disabled”


PGR007_DPF Config DPF Distance Interval Regen–>”Disabled”


PGR007_DPF Config DPF Fuel Interval Regen–>”Disabled”


Then click “Send” button and click “OK” button to continue


After then it will prompt you to enter password to continue


Click “Backdoor” button show you with VIN and Seed value


Run DD Backdoor password KG, and input VIN and Seed, then click “OK” to calculate password.


Copy password paste it to DDDL and click “OK” to continue


Now it will writing parameters just wait process



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DTC cancellation


DTC (diagnostic trouble codes), also known as OBDII codes, is the system it uses to alert you to vehicle problems. There are typical limits for every system in your vehicle. When the tool detects that the problem exceeds these limits, it sends a problem code. Our team uses these codes to diagnose and repair vehicle problems.

It informs you about system problems in your vehicle, including fault codes, airbags and brakes. Additionally, the methods to troubleshoot these issues are likely different for each brand and model. Knowing the codes of your fleet vehicles is essential for proper maintenance and repair.

Some error codes continue to light when errors are resolved, in this case, you can send your file to us so that these error codes can be removed by our expert engineers and written safely into the vehicle.

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AdBlue is a special liquid used in SCR system (Selective Catalytic Reduction). It is a water solution containing urea at 32.5% of the nominal concentration. The main reason for using AdBlue is to reduce nitrogen oxide emissions. Unfortunately, this system creates very high costs.

Adblue is stored in a separate tank. On different models, the entrance to the tank is in various places, for example in the trunk, under the hood or near the neck of the diesel tank. From the tank, the mixture reaches the SCR catalyst, where nitrogen oxides are reduced to harmless water and nitrogen.

Are you tired of filling AdBlue fluid now? or is there a problem with your Adblue fluid tank? Send your file to us and wait for us to cancel it.


The AdBlue and SCR system is complex and prone to malfunctions. Electronic nitrogen sensors, modules, pumps - all these devices can malfunction and are costly to replace them. In vehicles that travel hundreds of kilometers, you should also fill up the Adblue tank regularly.

All of this creates additional driving costs that drivers want to avoid.

The AdBlue shutdown service is the electronic deactivation of AdBlue by removing the dashboard lights and warning messages in the ECU associated with the system.

In most cases it is sufficient to reprogram the engine management system accordingly. In some models it is also necessary to detach the SCR unit from the vehicle.


The Adblue system reduces nitrogen oxides in combustion gases, which is good for the environment and human health. However, AdBlue also has many disadvantages, and many drivers consider disabling the system.

complex system susceptible to damage - comprehensive repair can cost several thousand dollars,
solution - solidifies at 11 ° C (12.2 ° F) - a faulty heater in the tank can cause crystals to form which can block the injection system and lead to pump failure
frequent fluid refills required
the solution is extremely corrosive - the spilled liquid must be wiped off quickly so as not to damage the paint coating and the anti-corrosion coating.


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The lineup of MAN trucks

The lineup of MAN trucks

MAN is a German engineering company specializing in the production of trucks, buses and engines. Formed in 1758, formerly known as Maschinenfabrik Augsburg-Nürnberg AG. The headquarters is located in Munich.

The lineup of MAN trucks

Starting in 2013, restyled versions of the entire MAN TGX, TGS, TGM, TGL range are presented:


  • TGA - the model was discontinued since 2008, was replaced by more modern models of TGX and TGS
  • TGX - tractors and classic "singles" with the maximum level of comfort for the driver, payload from 15 to 70 tons (de facto) and engines from 360 to 680 hp.
  • TGS - truck tractors, classic "singles", dump trucks and various construction equipment on the MAN chassis with a payload of 18 to 70 tons (de facto) and engines from 360 to 680 liters. from.
  • TGM - medium-tonnage trucks, including classic "singles" and dump trucks with a payload of 7 to 20 tons (de facto) and engines from 240 to 380 liters. from.
  • TGL - low-tonnage trucks for local urban transport with a payload of 5 to 7 tons (de facto) and engines from 150 to 250 liters. from.




In the 1990s. MAN switched to a new range of "2000", including numerous models with a gross mass from 6 to 50 tons, and in the structure of road trains - up to 180 tons. This family consisted of light, medium and heavy families "L2000", "M2000" and "F2000" respectively, replacing the series "G90", "M90" and "F90". These trucks are widely used electronic devices to regulate the engine, air suspension, the position of the driver's seat, the operation of the air conditioner, as well as anti-lock and traction control systems, etc. All cars have front disc ventilated brakes, steering gear with hydraulic amplifier, pneumatic 2- contour brake system, brake lining with wear sensors.


Since the end of 2000, a new "high-tech" heavy family "TGA" or "Trucknology Generation", corresponding to the norms of "Euro-3", is being manufactured. It consists of numerous models with new diesel engines (11,9-12,8 l, 310-510 hp), a mechanical 16-speed or automated 12-speed box with electronic control, all disc brakes, three computer systems and five variants of cabins with an internal height of 1880-2100 mm. This scale was awarded the title "Truck of 2001". At the same time, the IAS started the introduction of a new simplified marking, in which the "L", "M" and "F" series in the "Evolution" version received "LE", "ME" and "FE" indices with a digital pointer of the rounded engine power.


MAN TGX PDF manuals


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History of the brand ISUZU

History of the brand ISUZU

It is not for nothing that the founder of the automobile company Isuzu named the leadership of one of the most powerful industrial enterprises of Japan in the early 20th century - Tokyo Ishikawajima Shipbuilding and Engineering. It was under the auspices of this organization that a company was established whose specialization was the production of heavy automotive equipment using mainly diesel engines, the history of which by that time was only a few dozen years old.


Isuzu FRR 33L F-Series Truck
Isuzu FRR 33L F-Series Truck

The debut step made by representatives of the company, which in the future became known as Isuzu, was the signing in 1918 of an agreement with the British company Wolseley Motors on the assembly of trucks by the Japanese under license from the British. Already four years later, in 1922, a truck of the A-9 model was presented. And the first own development, made at the Ishikawajima Automotive Works corporation, representatives of the future Isuzu was demonstrated in 1928. In 1933 Ishikawajima Automotive Works merged with another successful automotive company from Japan - Dot Automobile Manufacturing.

As a result of the transformation, the organization was named Automobile Industries. The following year became even more important for the formation of future success. Having received an order from the Ministry of Trade and Industry, the company within its framework produced and produced the Isuzu model, named after one of the Japanese rivers. In the same year, the young corporation created a unit, which was to deal with research in the field of diesel engines. Three years later, after another restructuring, a new name for the firm was announced - Tokyo Automobile Industries. And in 1938, the first two trucks of the TX40 model came off the production line in Kawasaki.


ISUZU NPR 275 Medium Truck
ISUZU NPR 275 Medium Truck

40th years of the twentieth century became no less successful than the previous decade. Already in 1941, Tokyo Automobile Industries received permission from the Japanese government to manufacture cars equipped with diesel power units, becoming the only such company throughout the country. In 1945, the postwar production of the TX40 truck was resumed, and the active sales of the TU60 also began. And in 1949 the company was renamed to Isuzu Motors Limited. The only negative factor was the separation of Hino Works, one of the parts of the corporation, and the subsequent establishment of an independent company Hino Heavy Industries in 1942.

The beginning of the next decade was marked by the successful development of the diesel V-shaped 8-cylinder engine with water cooling, which received the index DA80. In early 1953, Isuzu Corporation presented the first ever company, made in cooperation with the British firm Rootes, a Hillman car, which became a copy of the British car of the same name. By October of the same year, Hillman entered the conveyor production. And in October 1959 was marked by the beginning of the conveyor assembly of the truck Elf LT, equipped with an extremely economical diesel engine DA640.

In the early 60's, a real production boom occurred, as a result of which representatives of the Isuzu company were presented to the public by a diesel engine for a DL201 car, the volume of which was 2 liters. Approximately at the same time, a new plant was opened in the city of Fujisawa, and new models of cars, the WASP truck and the Bellel and Bellet cars, were also on sale. In the second half of the decade, the new products were a large truck TM, as well as passenger cars 117 Coupe and Florian.

Isuzu Giga
Isuzu Giga

The next decade also began with major presentations: in 1970, the Isuzu Forward cargo models were presented, as well as the Isuzu Elf 350 (KS). One of the most important events in the history of Isuzu was the signing of an agreement on cooperation with the American automobile magnate General Motors, which in 1971 became the owner of 35% of the shares of the Japanese company. The results of joint labor did not take long. Already in 1974, the assembly line for a Gemini passenger car developed within the framework of cooperation between Isuzu and General Motors began. Over the next few years, the company's lineup was also updated.


So in 1977, the production of Isuzu Florian started with a diesel engine, and in 1979 debuted the diesel version of Gemini. A few years earlier, in 1975, the Isuzu North American division, Isuzu Motors America, was opened, whose prospects, in view of cooperation with General Motors, looked extremely serious. And in the very end of the 70s, the construction of a testing range for the Japanese automaker in Hokkaido was completed. Later, in May 1984, in the same Hokkaido, a new plant was opened. The beginning of the 80s of the 20th century foreshadowed new successes. The main confirmation of this is the rapid upgrade of the lineup.

First, in 1980, a series of commercial Fargo minibuses entered the conveyor assembly, which were almost immediately widely used in Japan. Almost immediately, in the first half of 1981, the passenger car Piazza and SUV Rodeo Bighorn debuted, in 1983 Florian Aska model was put on the conveyor, after half a year celebrating the victory in the British RAC rally. And already in 1985 they introduced the FF Gemini car. In the same year 1985, the first representative office of Isuzu in China was opened, which was originally considered as the most important market.

Isuzu ELF Truck
Isuzu ELF Truck

1987 was a landmark in the history of the company in connection with the founding of the joint venture Isuzu Motors and General Motors, which was named IBC Vehicles. Two years later, the fruit of common labor was presented - the debut SUV MU (Amigo), which launched a new class of "heavy passenger cars". At the same time, a joint venture with Subaru was founded. In the same year 1989, Isuzu became the world leader in the production of medium and heavy trucks. After the successful development in 1990 of the world's first electromagnetic brake in cooperation with Sumitomo Metal Industries, a joint venture with Subaru launched a new model of the Rodeo SUV, which in early 1991 was already in the US.

A very important role in the history of development of Isuzu was played by the Charter of Environmental Protection, which was adopted in mid-1992, and according to which the company carried out its further activities. All decade passed under the sign of new developments and improvements. In 1991, debuted an updated SUV Trooper. In 1993, the first representative of the Isuzu N series of commercial vehicles came off the assembly line. Next year, a series of commercial cars F, C and E were presented. In 1997, Isuzu showed the public another novelty developed specifically for off-road - VehiCross, and in 1998 it was marked The release of a truck Elf CNG, working on gas.

At the same time, the 90s were remembered by the fans of Isuzu's developments and major successes at various competitions. So in 1994, the car Trooper won in two races Paris-Dakar rally, and two years later, the first place in the Australian safari took the model Holden Jackaroo. In addition, the organization received many awards for its innovative developments. And in 1999, the fate again brought Isuzu Motors with the company Hino, as a result of which was established joint production of buses. The beginning of the XXI century marked the receipt by the company representatives of new awards for successful development.

Isuzu C-Series
Isuzu C-Series

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The PACCAR MX-13 Euro engine 6, with a volume of 12.9 liters, uses ultra-modern injection technology with a fuel distribution ramp, a turbocharger with variable geometry and an optimized control system that provides maximum efficiency. Furthermore, to comply with the strict requirements of the ecological standard Euro 6, the engine is equipped with a recirculation system for exhaust gases in conjunction with SCR technology and an active soot filter.


The engines provide additional torque at low speeds at the highest gear for gearboxes with direct high gear and on the two highest gearboxes with high gear, which reduces the car's fuel consumption.


A six-cylinder in a row diesel engine with turbocharges and intermediate cooling. Superflowing fuel combustion due to the use of a different processing system for exhaust gases with re-cycling of OG (EGR), anti-dryer filter and selective catalytic neutralization (SCR), which ensure the content of toxic substances in emissions in the Euro 6 standard.


Advanced technologies, first-class materials and a comprehensive set of integrated functions increase the reliability and durability of the engine. Pipelines for supplying coolant and oil, low-pressure fuel pipelines and the NTVD housing are built into the cylinder block. The cylinder block is designed without lateral covers to ensure maximum stiffness and low noise. In a whole cylinder block, an intake manifold is built. The combined fuel pump and the moisture separator are installed directly on the engine to ensure the maximum simplicity of maintenance.


All Paccar MX-13 engines provide high performance in a wide range of engine speeds, as well as excellent indicators of torque at low rates. The optional powerful motor brake MX Engine Brake provides optimal controllability on protracted slopes. MX Engine Brake brake integration into the working brake system increased driving safety and reduced brake pads' wear.


A thoroughly controlled process of fuel combustion, in combination with other technologies aimed at achieving ultra-low emissions according to the Euro 6 standard, helps to increase fuel efficiency.


The amount of fuel entering the total fuel distribution ramp is measured by the intellectual dosing system, which provides optimal efficiency by compressing only the required fuel mixture. This reduces hydraulic losses to a minimum.



To comply with the strict requirements of Euro 6 in the content of toxic substances in the exhaust gases, DAF uses several technologies for additional processing of the exhaust gases, such as the catalytic neutralizer of the SCR and an active soot filter. The correct composition of the mixture of the exhaust gases contributes to the optimum temperature in the filter necessary for regenerating the collected soot particles.


The exhaust manifold and the most critical parts of the exhaust gas production system are isolated for maximum use of passive regeneration. In addition, higher temperatures positively affect the operation of the CCR catalytic neutralizer, which increases efficiency and reduces ADBLUE fluid consumption.




Paccar MX-13 engines are also available in EURO 5 and Euro 3. The main difference between these versions is the system of additional processing of the exhaust gases. Compared to the Euro 6 version, there is no DOC (diesel catalytic neutralizer) and DPF on the Euro 5 version. That is, there is no active soot filter on cars of the Euro 5 version. The Euro 3 version is not equipped with a system of additional processing of exhaust gases and is supplied only with a silencer to reduce the noise level. Three versions of engines do not have significant differences in working indicators.

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