Isuzu C24SE Specifications
| Engine Model: Isuzu C24SE |
| Engine Type: 4-stroke in-line 4-cylinder SOHC liquid-cooled gasoline |
| Total Displacement: 146.8 cu.in (2.41 L) |
| Rated Engine Power: 128-130 Hp (94-96 kW) at 5000 rpm |
| Fuel System Type: Multi-Point Fuel Injection |
____________________________________________________________________________________
The Isuzu C24SE is a 2.4-liter, naturally
aspirated inline four-cylinder gasoline engine produced from the early
1990s through the early 2000s. The engine is based on the General Motors
"Family II" architecture, a design shared with the 2.0-liter C20NE and
the 1.8-liter C18NZ. The C24SE was developed as a long-stroke variant of
the 2.0-liter block, with the increased displacement achieved through an
extended stroke rather than a larger bore.
This design prioritizes low-end torque generation, a critical attribute
for the utility vehicles, pickups, and sport utility vehicles in which
the engine was predominantly installed. The C24SE served as a staple
powerplant for the Isuzu Rodeo (also marketed as the Isuzu Wizard and
Honda Passport in various markets), the Isuzu TF Pickup (known as the
Faster, Fuego, KB, or Invader depending on the region), and the Isuzu MU
(Amigo).
The C24SE engine represents a collaboration between Isuzu and General
Motors, utilizing the proven Family II architecture that originated in
Opel’s 1970s engine designs. The engine’s 2.4-liter displacement is
achieved through a bore of 87.5 mm (3.44 in) and a stroke of 100.0 mm
(3.94 in), a long-stroke configuration that generates substantial
low-end torque for off-road and load-carrying applications.
The torque peak of 153 lb-ft (207 Nm) occurs at 2,800 rpm, providing
responsive pulling power without requiring high engine speeds. The
valvetrain employs a single overhead camshaft (SOHC) with eight valves,
actuated via hydraulic lash adjusters that eliminate the requirement for
manual valve clearance adjustments. The fuel system utilizes multi-point
fuel injection with an electronic control unit that governs fuel
delivery, ignition timing, and idle speed control.
The engine block is manufactured from cast iron for durability, while
the cylinder head is cast aluminum alloy to manage weight. The C24SE is
an interference engine, meaning that a timing belt failure results in
valve-to-piston contact and significant engine damage. The engine’s
reputation within the Isuzu community is defined by its torque output,
mechanical simplicity, and durability in demanding environments, though
the timing belt requires strict adherence to replacement intervals.
Production Period: 1991 - 2002
Engine Code: C24SE
Configuration: Inline four-cylinder (I4)
Displacement: 2,405 cc (146.8 cu.in)
Bore: 87.5 mm (3.44 in)
Stroke: 100.0 mm (3.94 in)
Firing Order: 1-3-4-2
Compression Ratio: 9.6:1
Combustion System: Multi-point fuel injection (MPFI)
Aspiration: Naturally aspirated
Valvetrain: SOHC, 8 valves (2 per cylinder), hydraulic lash adjusters
Camshaft Drive: Timing belt
Maximum Power: 128-130 hp (94-96 kW) @ 5,000 rpm
Maximum Torque: 153 lb-ft (207 Nm) @ 2,800 rpm
The C24SE cylinder block is manufactured from cast iron, utilizing an
open-deck design at the top of the cylinder bores. The cast iron
construction provides durability, thermal stability, and effective
vibration damping, characteristics well-suited to the engine’s
application in utility vehicles and pickups. Five main bearings support
the crankshaft, with the bearing caps secured using high-tensile steel
bolts.
The cylinder bores are cast directly into the block and are finished
with a precision-honed surface. The long-stroke 100 mm (3.94 in)
crankshaft is constructed from cast iron. The block incorporates oil
galleries drilled to supply pressurized lubricant to the crankshaft,
connecting rods, and cylinder head. The engine mounting points are cast
into the block to accommodate the longitudinal orientation used in all
applications. A gear-type oil pump is mounted on the front of the block.
The cylinder head is manufactured from cast aluminum alloy and features
a single overhead camshaft (SOHC) arrangement with two valves per
cylinder (one intake, one exhaust). The camshaft operates the valves
through rocker arms that incorporate hydraulic lash adjusters, which
automatically maintain zero valve clearance throughout the engine’s
service life. This hydraulic arrangement eliminates the requirement for
manual valve clearance adjustments.
The engine’s valvetrain includes eight valves total, with the specific
valve diameters selected to optimize low-end torque production. The
combustion chamber is a wedge or pent-roof design depending on the
specific casting, with the spark plug positioned to promote efficient
flame propagation. The timing belt drives the camshaft from the
crankshaft, with a spring-loaded automatic tensioner maintaining proper
belt tension.
The fuel system utilizes multi-point fuel injection (MPFI) with a fuel
injector positioned at each intake port. The system operates at a
nominal fuel pressure of approximately 2.5 to 3.0 bar (36 to 44 psi),
regulated by a fuel pressure regulator mounted on the fuel rail. Fuel is
delivered from an in-tank fuel pump through a filter and to the fuel
rail, which is constructed from stainless steel.
The injectors are sequentially or simultaneously fired depending on the
specific engine management system. The engine control unit calculates
injector pulse width using inputs including mass airflow or manifold
absolute pressure, engine speed, throttle position, coolant temperature,
and exhaust oxygen sensor feedback. The fuel system utilizes a return
line to return excess fuel to the tank, maintaining consistent pressure
at the injectors.
The lubrication system employs a wet-sump design with a gear-type oil
pump mounted within the front timing cover, driven directly by the
crankshaft. The pump incorporates a pressure relief valve to maintain
consistent oil pressure across the engine speed range. Oil is drawn from
the sump through a screened pickup tube and delivered through a
full-flow spin-on oil filter mounted on the cylinder block.
The filtered oil is distributed through internal galleries to the
crankshaft main bearings, connecting rod bearings, camshaft bearings,
and the hydraulic lash adjusters. A water-to-oil heat exchanger is
integrated into the system on certain applications to maintain oil
temperature within the optimal range. Total system capacity, including
the filter, is 4.5 liters (4.8 qt).
The cooling system is a pressurized water-cooled design utilizing a
crossflow aluminum radiator with plastic end tanks. A centrifugal water
pump, driven by the timing belt, circulates coolant through the cylinder
block, cylinder head, and radiator. The water pump is a service item
replaced in conjunction with the timing belt. A wax-element thermostat
is positioned in the coolant outlet housing, with a nominal opening
temperature of 82-87°C (180-190°F) depending on the application.
The system incorporates an expansion tank to accommodate coolant
expansion and to facilitate air removal. An electric or engine-driven
cooling fan provides airflow across the radiator. The cooling system is
designed to manage the thermal load of the 2.4-liter engine under
sustained load conditions. Coolant capacity varies by vehicle
application but generally ranges from 8.0 to 9.5 liters (8.5 to 10.0
qt).
| Intake and Exhaust Systems |
Intake System: The intake system consists of an air cleaner housing with
a replaceable dry-type filter element, a mass airflow sensor or manifold
absolute pressure sensor, and an intake manifold constructed from cast
aluminum. The intake manifold is designed with runners tuned to optimize
airflow velocity for low-end torque, complementing the engine’s
long-stroke configuration.
Exhaust System: The exhaust system utilizes a cast iron exhaust
manifold. The system incorporates a catalytic converter in the exhaust
downpipe, with oxygen sensors positioned upstream and downstream for
closed-loop fuel control and catalyst monitoring.
Ignition System: The ignition system is an electronic distributorless
system (DIS) with individual ignition coils for each cylinder in a
coil-on-plug or waste-spark configuration, depending on the application
and model year. The system uses a crankshaft position sensor and a
camshaft position sensor to determine ignition timing. The engine
control unit manages ignition timing based on inputs including engine
speed, load, and knock sensor feedback.
Electrical System: The engine is equipped with a 12-volt electrical
system. The starter motor is a reduction-gear type. The alternator is
belt-driven from the crankshaft pulley. The engine control unit
integrates management of fuel injection, ignition timing, idle speed
control, and evaporative emissions systems.
Overall Length: 620 mm (24.4 in)
Overall Width: 600 mm (23.6 in)
Overall Height: 650 mm (25.6 in)
Dry Weight (complete engine): 120-130 kg (265-287 lb)
Engine Oil: SAE 10W-30, 10W-40, or 15W-40 meeting API SG or higher.
Oil Capacity (with filter change): 4.5 L (4.8 qt).
Oil Change Interval: 5,000-7,500 km (3,100-4,700 mi) under normal
conditions.
Timing Belt Replacement Interval: 96,000 km (60,000 mi) or 5 years.
Spark Plug Type: NGK BPR6ES or Bosch WR8DC4.
Spark Plug Gap: 0.8 mm (0.031 in).
Spark Plug Change Interval: 30,000-40,000 km (18,600-24,800 mi).
Coolant Capacity: 8.0-9.5 L (8.5-10.0 qt) depending on vehicle platform.
Coolant Specification: Ethylene glycol-based antifreeze with corrosion
inhibitors.
Valve Clearance: Hydraulic lash adjusters; no adjustment required.
Engine Idle Speed: 750-850 rpm (engine control unit regulated).
Cylinder Head Bolts, Stage 1: 30 Nm (22 lb-ft)
Cylinder Head Bolts, Stage 2: 60 Nm (44 lb-ft)
Connecting Rod Cap Bolts: 40-45 Nm (30-33 lb-ft)
Main Bearing Cap Bolts: 50-55 Nm (37-41 lb-ft)
Intake Manifold to Cylinder Head: 20 Nm (15 lb-ft)
Exhaust Manifold to Cylinder Head: 25 Nm (18 lb-ft)
Flywheel/Flexplate to Crankshaft: 80-90 Nm (59-66 lb-ft)
Spark Plugs: 20-25 Nm (15-18 lb-ft)
Camshaft Bearing Caps (if applicable): 20 Nm (15 lb-ft)
Timing Belt Tensioner Pulley: 30-35 Nm (22-26 lb-ft)
Isuzu Rodeo / Wizard / Honda Passport - First Generation (1991-1997):
Isuzu Rodeo, Isuzu Wizard (Japan), Honda Passport (North America) with
2.4-liter C24SE engine as the base gasoline powertrain. Second
Generation (1998-2002): Continued application in select markets where
the 2.4-liter gasoline engine was offered.
Isuzu TF Pickup (Faster / Fuego / KB / Invader) - 1991-2002: Isuzu TF
Series pickups across multiple global markets, including the Isuzu
Faster (Japan), Isuzu Fuego (Latin America), Isuzu KB (South Africa),
and Isuzu Invader (United Kingdom). Configuration: 4x2 and 4x4 variants,
single cab, extended cab, and double cab body styles.
Isuzu MU / Amigo - 1991-1998: Isuzu MU (Japan) and Isuzu Amigo (North
America) two-door SUV with the C24SE engine.
Holden Rodeo / Holden Frontera - 1991-2002: Holden-badged versions of
the Isuzu Rodeo and TF Pickup for the Australian and New Zealand
markets, utilizing the C24SE engine as a base powertrain.
Chevrolet / GMC (Select Markets) - Chevrolet LUV (Light Utility
Vehicle): Select markets where the Isuzu-sourced pickup was sold under
the Chevrolet brand. GMC Jimmy (Select Markets): Certain international
markets received the Isuzu MU as the GMC Jimmy with the C24SE engine.
____________________________________________________________________________________
| Industrial Engines Technical Specifications |
| Car Engines Technical Specifications |
| Small Engines Technical Specifications |
| Outboard Engines Technical Specifications |
