Isuzu C22NE Specifications
| Engine Model: Isuzu C22NE |
| Engine Type: 4-stroke in-line 4-cylinder SOHC liquid-cooled gasoline |
| Total Displacement: 134.1 cu.in (2.19 L) |
| Rated Engine Power: 115-123 hp (86-92 kW) at 5200 rpm |
| Fuel System Type: Multi-Point Fuel Injection |
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The Isuzu C22NE is a 2.2-liter inline-4 petrol
engine belonging to the GM Family II engine lineage. Produced throughout
the late 1990s and early 2000s, the C22NE served as a workhorse
powertrain for Isuzu Rodeo, TF Pickup, and Frontier models in South
American and Asian markets. The engine features a cast iron cylinder
block, aluminum alloy cylinder head, and a single overhead camshaft
operating two valves per cylinder.
The C22NE utilizes multi-point fuel injection with either Bosch Motronic
or GM Delco engine management depending on production region. Known for
its durability and straightforward design, the engine incorporates
hydraulic lash adjusters for maintenance-free valvetrain operation. The
C22NE shares its architecture with other GM Family II engines, including
the Opel 2.2-liter unit found in the Frontera.
Engine Type: Inline 4-cylinder, 4-cycle, water-cooled, naturally
aspirated gasoline.
Displacement: 2,198 cc (134.1 cu.in).
Bore: 86.0 mm (3.39 in).
Stroke: 94.6 mm (3.72 in).
Compression Ratio: 8.8:1 to 9.2:1 depending on market.
Firing Order: 1-3-4-2.
Maximum Power Output: 115-123 hp (86-92 kW) @ 5,200 rpm.
Maximum Torque Output: 185-190 Nm (136-140 lb-ft) @ 2,600-2,800 rpm.
Valvetrain Configuration: Single Overhead Camshaft (SOHC) operating 8
valves (2 valves per cylinder). The camshaft is driven by a toothed
timing belt. Hydraulic lash adjusters are incorporated, eliminating
routine manual valve clearance adjustments.
The cylinder block is manufactured from cast iron with a deep-skirt
design extending below the crankshaft centerline. Bore diameter measures
86.0 mm (3.39 in). The cast iron construction provides the rigidity
required for sustained high-load operation in pickup and SUV
applications.
The crankshaft is forged steel or nodular cast iron depending on
production date, supported by five main bearings. The cylinder bores are
machined with a plateau honed finish and utilize cast iron liners
integrally cast into the block. The block incorporates an integrated oil
gallery system feeding the main bearings, connecting rods, and hydraulic
lash adjusters.
The cylinder head is manufactured from aluminum alloy with a cross-flow
port architecture.
Valve Count: 8 total; 4 intake, 4 exhaust.
Intake Valve Diameter: 44.0 mm (1.73 in) on most variants.
Exhaust Valve Diameter: 36.5 mm (1.44 in).
Valve Stem Diameter: 7.0 mm (0.28 in) for both intake and exhaust.
Valve Seat Inserts: Press-fit inserts; exhaust valve seats are
manufactured from heat-resistant alloy.
Valve Guides: Press-fit cast iron or sintered iron guides.
Hydraulic Lash Adjusters: Direct-acting units mounted in the cylinder
head, operating on rocker arms. These adjusters automatically maintain
zero valve clearance throughout engine life using engine oil pressure.
Camshaft: Chilled cast iron camshaft with induction-hardened lobes,
supported by four bearings and driven by a toothed timing belt. Valve
Springs: Progressive-rate springs designed for the engine’s operating
range. Combustion Chamber: Wedge-style chamber with valves arranged in a
single row, promoting efficient flame propagation and low-end torque.
The fuel system employs multi-point fuel injection with sequential or
batch-fire injection depending on the engine management system.
Injection Type: Multi-port fuel injection with fuel injectors positioned
in the intake manifold runners adjacent to each intake port.
Engine Management System: Bosch Motronic (M1.5.4 or M1.5.4.5) or GM
Delco depending on production region. Inputs include a mass airflow
sensor or manifold absolute pressure sensor, throttle position sensor,
coolant temperature sensor, intake air temperature sensor, crankshaft
position sensor, and oxygen sensor.
Fuel Pressure: Regulated to 2.5-3.0 bar (36-44 psi) via a
vacuum-referenced fuel pressure regulator. Injector Flow Rate: 180-200
cc/min at standard operating pressure. Fuel Pump: In-tank electric fuel
pump.
Intake Manifold: Cast aluminum manifold with individual runners per
cylinder, tuned for low-end torque production. The manifold incorporates
a resonance chamber and an idle air control valve.
The lubrication system is a full-flow, pressurized design utilizing a
rotor-type oil pump driven by the crankshaft. Oil Pump Type: Internal
gear (gerotor) pump mounted to the front of the crankshaft, housed
within the front timing cover assembly. Oil Capacity: 4.25-4.5 liters
(4.5-4.8 qt) including oil filter replacement.
Recommended Oil Viscosity: 10W-40 or 20W-50 depending on ambient
temperature range. Oil Quality Requirement: API SF, SG, SH, or later
classifications. Oil Pressure: At warm idle, pressure ranges from
0.5-1.0 bar (7-14 psi). At 3,000 rpm, pressure reaches 3.0-4.0 bar
(44-58 psi).
Oil Cooler: Not equipped as standard. The cast iron block and oil
capacity provide sufficient thermal management. Oil Filter: Full-flow
spin-on canister type mounted to the cylinder block. Crankcase
Ventilation: Positive Crankcase Ventilation (PCV) system with a PCV
valve mounted in the intake manifold.
The cooling system is pressurized and utilizes a centrifugal water pump
driven by the timing belt. Water Pump Type: Centrifugal pump with a cast
iron or aluminum housing and stamped steel impeller. Thermostat:
Wax-pellet type located in the coolant outlet housing. Opening
temperature is 82-88 °C (180-190 °F). Coolant Capacity: 7.0-8.0 liters
(7.4-8.5 qt) inclusive of engine block, heater core, and radiator.
Radiator: Cross-flow aluminum or copper-brass core depending on
production year. Cooling fan configuration consists of an engine-driven
mechanical fan with a viscous clutch on most applications. System
Pressure: Radiator cap rated at 0.9-1.1 bar (13-16 psi). Coolant
Specification: Ethylene glycol-based coolant with corrosion inhibitors
suitable for mixed-metal (cast iron and aluminum) engine construction.
Ignition System: Distributor-based ignition system on early variants;
distributorless ignition system with individual coils or a waste-spark
configuration on later variants. The distributor is driven by the
camshaft. Spark Plug Type: NGK BPR6ES or equivalent. Spark Plug Gap:
0.8-0.9 mm (0.032-0.035 in).
Timing System: Toothed timing belt constructed from high-tensile rubber
with fiber reinforcement. The belt drives the camshaft and water pump.
An automatic spring-loaded tensioner maintains belt tension. Replacement
interval is 60,000 km (36,000 miles). The engine should be treated as
interference during belt service to prevent valve-to-piston contact.
Exhaust System: Cast iron exhaust manifold with a single exhaust outlet.
A single catalytic converter is utilized for emissions control.
Intake System: Air induction utilizes a large-volume air cleaner housing
with a replaceable paper element.
Starting System: 12-volt electric starter with a solenoid.
Overall Length: 630 mm (24.8 in) measured from accessory drive pulley
face to transmission mounting flange.
Overall Width: 590 mm (23.2 in) inclusive of intake manifold and exhaust
manifold.
Overall Height: 700 mm (27.6 in) from oil pan bottom surface to valve
cover top surface.
Dry Weight: 130-140 kg (287-309 lb) depending on accessory drive
components and intake manifold configuration.
Timing Belt Replacement Interval: 60,000 km (36,000 miles) or 4 years.
Spark Plug Replacement Interval: 30,000 km (18,600 miles).
Drive Belt Tension (Accessory): 10-12 mm (0.39-0.47 in) deflection under
10 kg (22 lb) of force.
Coolant Change Interval: 48,000 km (30,000 miles) or 2 years.
Engine Oil Change Interval: 5,000-7,500 km (3,100-4,700 miles).
Idle Speed (warm, neutral): 750-850 rpm depending on engine management
calibration.
Ignition Timing (distributor variants): 8°-10° BTDC at idle with vacuum
advance disconnected.
Fuel Pressure: 2.5-3.0 bar (36-44 psi) with vacuum line disconnected
from fuel pressure regulator.
Compression Pressure: Standard 1.1-1.3 MPa (160-189 psi) per cylinder.
Compression Pressure: Minimum 0.9 MPa (131 psi).
Compression Pressure: Maximum variation between cylinders is 0.1 MPa (14
psi).
Cylinder Head Bolts, Step 1: 25 Nm (18 lb-ft).
Cylinder Head Bolts, Step 2: 50 Nm (37 lb-ft).
Cylinder Head Bolts, Step 3: 80 Nm (59 lb-ft).
Crankshaft Damper Pulley Bolt: 150-170 Nm (111-125 lb-ft).
Connecting Rod Cap Bolts: 40-45 Nm (30-33 lb-ft).
Main Bearing Cap Bolts: 60-65 Nm (44-48 lb-ft).
Camshaft Sprocket Bolt: 60-70 Nm (44-52 lb-ft).
Camshaft Bearing Cap Bolts: 20-25 Nm (15-18 lb-ft).
Valve Cover Nuts: 8-10 Nm (6-7 lb-ft).
Intake Manifold Nuts: 20-25 Nm (15-18 lb-ft).
Exhaust Manifold Nuts: 30-35 Nm (22-26 lb-ft).
Oil Pan Bolts: 10-12 Nm (7-9 lb-ft).
Oil Pump Mounting Bolts: 10-12 Nm (7-9 lb-ft).
Timing Belt Tensioner Bolt: 20-25 Nm (15-18 lb-ft).
Water Pump Bolts: 20-25 Nm (15-18 lb-ft).
Flywheel / Drive Plate Bolts: 70-80 Nm (52-59 lb-ft).
Engine Mount Bracket Bolts: 40-50 Nm (30-37 lb-ft).
Spark Plugs: 25-30 Nm (18-22 lb-ft).
Isuzu TF Pickup / Dragon Eye: 1998-2004. The C22NE powered the
extended-cab and double-cab TF pickup variants in international markets,
particularly in South America, Asia, and the Middle East.
Isuzu Rodeo (UC series): 1998-2003. The C22NE served as the base petrol
engine for the Rodeo in select markets where the larger V6 was not
offered, paired with either a five-speed manual or four-speed automatic
transmission.
Isuzu Amigo: 1998-2001. The C22NE was installed in the two-door Amigo
SUV as a fuel-efficient alternative to the 3.2-liter V6.
Isuzu Frontier (South America): 1999-2004. The C22NE powered the
Frontier pickup in Brazilian and Argentine markets, marketed as the
2.2-liter petrol option alongside the 2.8-liter diesel.
Chevrolet Blazer / S10 (Brazil / Colombia): 1998-2005. The C22NE was
utilized in South American Chevrolet S10 pickups and Blazer SUVs as the
base petrol powertrain, branded under the Chevrolet nameplate rather
than Isuzu.
Opel / Vauxhall Frontera (A and early B series): 1998-2001. The C22NE
served as the 2.2-liter petrol engine option for the Frontera, replacing
the older 2.0-liter unit in European markets. This application utilized
Bosch Motronic engine management.
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