sensor ISUZU KB P190 2007 Workshop Repair Manual

Engine Mechanical – V6 Page 6A1–8
Page 6A1–8
1 General Information
The HFV6 engine features a closed vee, deep skirt die cast aluminium cylinder block with cast iron cylinder liners,
internally balanced crankcase, full length wa ter jackets and six bolt main bearing caps.
The cylinders are arranged in two banks of three with a 60 degree included angle between the two banks.
The right-hand bank of cylinders consists of number 1-3-5
cylinders and the left-hand bank of cylinders consists of
number 2-4-6.
The engine firing order is 1-2-3-4-5-6.
Each aluminium cylinder head is fitted with hardened valve
seats and four valves per cylinder: two intake and two
exhaust.
The valves are operated by two camshafts (DOHC) per
cylinder bank, one each for intake and exhaust valves.
The crankshaft is manufactured from forged steel. A reluctor
wheel is pressed in place onto the rear of the crankshaft for
the crankshaft position sensor.
The connecting rods are m anufactured from powdered
metal and the rod cap is separ ated during the manufacturing
process using the fractured me thod. This creates a stronger,
visually seamless rod to cap union.
Figure 6A1 – 1
MY06 Update
Throughout this Section, reference is made to 'MY06 Update' or 'Excluding MY06 Update'.
Vehicles manufactured post 14th Marc h 2007 are fitted with an updated version of the HFV6 engine. This engine
features a different timing chain, and as a result different sprocket teeth. This change also introduces the use of a new
special tool to assist in the serviceab ility of replacing the engine timing components.
All service procedures and descriptions specific to this update variation are qualified as 'MY06 Update'.
1.1 WARNING, CAUTION and NOTES
This Section contains various WARNING S, CAUTIONS and NOTE statements that y ou must observe carefully to reduce
the risk of death or injury during servic e, repair procedures or vehicle operation. Incorrect service or repair procedures
may damage the vehicle or cause operat ional faults. WARNINGS, CAUTION and NOTE statements are not exhaustive.
HOLDEN LTD can not possibly warn of a ll the potentially hazardous consequences of failure to follow these instructions.
Definition of WARNING, CAUTION and NOTE Statements
Diagnosis and repair procedures in this Section contain both general and specific WARNING, CAUTION and NOTE
statements. HOLDEN LTD is dedicated to the presentation of service information that helps the technician to diagnose
and repair the systems necessary for proper operation of the vehicle. Certain procedures may present a hazard to the
technician if they are not followed in the reco mmended manner. WARNING, CAUTION and NOTE statements are
designed to help prevent these hazards from o ccurring, but not all hazards can be foreseen.
WARNING defined
A WARNING statement immediately precedes an operating procedure or maint enance practice which, if not correctly
followed, could result in death or injury . A WARNING statement alerts you to ta ke necessary action or not to take a
prohibited action. If a WARNING statement is ignored, the following consequences may occur:
• Death or injury to the technician or other personnel working on the vehicle,
• Death or injury to other people in or near the workplace area, and / or
• Death or injury to the driver / or passenger(s) of the vehicle or other people, if the vehicle has been improperly
repaired.
CAUTION defined
A CAUTION statement immediately prec edes an operating procedure or maintenance practice which, if not correctly
followed, could result in damage to or destruction of equi pment, or corruption of data. If a CAUTION statement is
ignored, the following consequences may occur:
• Damage to the vehicle,
• Unnecessary vehicle repairs or component replacement,

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ISUZU KB P190 2007

Engine Mechanical – V6 Page 6A1–11
Page 6A1–11
Intake Manifold Assembly

Figure 6A1 – 3
Legend
1 PCV Hose
2 PCV Hose O-Ring Outer (larger)
3 PCV Hose O-Ring Inner (smaller)
4 Upper Intake Manifold
5 Lower Intake Manifold
6 Upper Intake Manifold Bolt – Long
7 Upper Intake Manifold Bolt – Short
8 Lower Intake Manifold to Upper Intake Manifold Guide Pin
9 Upper Intake Manifold to Lower Intake Manifold Gasket
10 Lower Intake Manifold to Cylinder Head Gasket
11 Lower Intake Manifold Bolt
12 Fuel Rail Bolt
13 Fuel Rail
14 Fuel Injector
15 Fuel Injector Retainer
16 Fuel Injector Upper O-ring 17 Fuel Injector Lower O-ring
18 Fuel Pressure Service Valve Cap
19 Fuel Pressure Service Valve
20 Ball Stud
21 Fuel Injector Wiring Harness
22 Throttle Body
23 Throttle Body Bolt
24 Throttle Body Gasket
25 Throttle Body Engine Wiring Harness Clip
26 EVAP Purge Solenoid
27 EVAP Purge Solenoid Bolt
28 EVAP Purge Solenoid Tube
29 EVAP Purge Solenoid Bracket
30 BARO Sensor Bolt
31 BARO Sensor
32 BARO Sensor O-Ring

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ISUZU KB P190 2007

Engine Mechanical – V6 Page 6A1–12
Page 6A1–12
Engine Front Cover

Figure 6A1 – 4
Legend
1 Engine Front Cover Locating Pin
2 Engine Front Cover Bolt, M10
3 Engine Front Cover
4 Engine Front Cover Gasket
5 Engine Front Cover Bolt, M8
6 Engine Front Cover Seal
7 Coolant Pump Assembly
8 Coolant Pump Bolt
9 Coolant Pump Gasket 10 Coolant Pump Pulley
11 Coolant Pump Pulley Bolt
12 Crankshaft Balancer
13 Crankshaft Balancer Bolt
14 Camshaft Position Sensor
15 Camshaft Position Sensor O-ring
16 Camshaft Position Sensor Bolt
17 Camshaft Position Actuator Solenoid Valve Seal


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ISUZU KB P190 2007

Engine Mechanical – V6 Page 6A1–15
Page 6A1–15
Cylinder Head Assembly

Figure 6A1 – 7
Legend
1 Cylinder Head, Left-hand
2 Cylinder Head, Right-hand
3 Cylinder Head Gasket, Left-hand
4 Cylinder Head Gasket, Right-hand
5 Cylinder Head Bolt
6 Cylinder Head Front Bolt
7 Cylinder Head Coolant Hole Threaded Plug
8 Spark Plug Sleeve
9 Cylinder Head Oil Gallery Expansion Plug
10 Exhaust Valve
11 Intake Valve
12 Valve Rocker Arm Assembly
13 Hydraulic Valve Lash Adjuster Assembly
14 Valve Stem Oil Seal 15 Valve Spring
16 Valve Spring Cap
17 Valve Stem Key
18 Cylinder Head Camshaft Front Thrust Bearing Cap
19 Camshaft Oil Seal Ring
20 Exhaust Camshaft
21 Intake Camshaft, Left-hand (bank 2)
22 Intake Camshaft, Right-hand (bank 1)
23 Exhaust Camshaft, Right-hand (bank 1)
24 Cylinder Head Camshaft Cap – Intermediate
25 Cylinder Head Camshaft Cap Bolt
26 Cylinder Head Oil Galley Check Valve
27 Engine Coolant Temperature Sensor

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ISUZU KB P190 2007

Engine Mechanical – V6 Page 6A1–19
Page 6A1–19
Oil Pan Assembly

Figure 6A1 – 11
Legend
1 Oil Pan
2 Crankshaft Oil Deflector
3 Oil Pump Suction Pipe
4 Oil Pump Suction Pipe Gasket
5 Oil Pump Suction Pipe Bolt 6 Crankshaft Oil Deflector Bolt
7 Oil Pan Drain Plug
8 Oil Pan Drain Plug Sleeve
9 Engine Oil Level Sensor

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ISUZU KB P190 2007

Engine Mechanical – V6 Page 6A1–25
Page 6A1–25
1.5 Engine Lubrication System
Lubrication Description
A structural diecast aluminium oil pan is fitted that incorporates an oil suction pipe, an oil deflector and an oil level
sensor. The oil suction pipe is bolted in to the oil pan and seals to the bottom of the cylinder block with a gasket. The oil
deflector is bolted to the upper portion of the oil pan and ensures oil supply is maintained under all conditions. The oil
level sensor is mounted thr ough the bottom of the oil pan.
A crankshaft driven gerotor oil pump is mounted to the front of the cylinder block. The pump, which incorporates an
internal pressure-relief valve, draws oil from the oil sucti on tube through the lower passage in the cylinder block. Oil is
then directed through an upper passage to the left-hand side of the cylinder block where the oil filter adapter is mounted.
The oil filter adapter incorporat es a top-access, cartridge style oil filter. The filter is accessed through a screw-on cap tha t
incorporates an oil bypass valve. The o il filter adapter housing incorporates a drain back control valve and a threaded oil
pressure sender. Oil flows through a lower passage within the oil filter adapter and through the o il filter cartridge. Filtered
oil travels back through the upper passage of the adapter and into the engine block.
Oil is then directed up and across the front of the cylinder block, through several drilled passages. These front passages
feed oil to each cylinder head, the passage for the main bearings and piston oil jets, the right-hand and left-hand
secondary idler sprockets and to t he primary timing chain tensioner.
Each cylinder head passage directs oil into oiling circuits for the stationary hydraulic la sh adjusters (SHLAs) and the
camshaft bearing journals. An additional passage in the cy linder head also directs oil to the secondary timing chain
tensioner.
The oil passage that supplies oil to the main bearings also s upplies oil to pressure actuated piston cooling oil jets. Each
oil jet is mounted between opposing cylinder bores and directs oil to the two bores to provide extra cooling and control
piston temperatures.
From the front passages, oil is directed to the front of the block where t he right-hand and left-hand intermediate drive
shaft sprockets and the primary timing chain tensioner are mounted. Each camshaft timing chain tensioner relies on a
gasket to maintain an oil rese rve after the engine is turned off. All camshaft timing chain tensioners incorporate a small
oil jet to supply an oil spray onto the camshaft timing chain components.
Oil returns to the oil pan, either through the camshaft timing chain area or through the drain back passages on the
outboard walls of the cylinder heads and cylinder block.

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Engine Mechanical – V6 Page 6A1–32
Page 6A1–32
2.3 Engine Misfire without Internal Engine
Noises
Cause Correction
Abnormalities, severe cracking, bumps or missing areas in
the accessory drive belt.
Abnormalities in the accessory drive system and/or
components may cause engine speed variations that result
in a misfire diagnostic trouble code (DTC). A misfire code
may be present without an ac tual misfire condition. Replace the accessory drive belt, refer to 3.5 Accessory
Drive Belt.
Refer to 6C1-2 Engine Management – V6 – Diagnostics to
check for DTCs.
Worn, damaged or misaligned accessory drive components
and excessive pulley run-out may lead to a misfire DTC.
A misfire code may be present without an actual misfire
condition. Inspect the components and repair or replace as required.
Refer to 6C1-2 Engine Management – V6 – Diagnostics to
check for DTCs.
Loose or incorrectly fitted flexplate or crankshaft balancer
assembly.
A misfire DTC may be present without an actual misfire
condition. Repair or replace the flexplat
e or crankshaft balancer as
required, refer to 3.13 Crankshaft Balancer Assembly or
4.3 Flexplate Assembly.
Refer to 6C1-2 Engine Management – V6 – Diagnostics to
check for DTCs
Restricted exhaust system.
A severe restriction in the exhaust flow can cause
significant loss of engine performance and may set a DTC.
Possible causes of restrict ions in the exhaust system
include collapsed/dented pipes and blocked mufflers and/or
catalytic converters. Repair or replace exhaust syst
em components as required,
refer to 8B Exhaust System.
Refer to 6C1-2 Engine Management – V6 – Diagnostics to
check for DTCs
Incorrectly installed or damaged vacuum hoses. Repair or replace vacuum hoses as required.
Incorrect sealing between the intake manifold and cylinder
heads, upper intake manifold and lower intake manifold,
throttle body and intake manifold. Repair or replace the intake
manifold, throttle body gaskets,
cylinder heads, throttle body as required.
Incorrectly installed or damaged barometric
pressure(BARO) sensor and/or seal. The seal should not
be torn or damaged. Repair or replace the BARO sensor and/or seal as
required, refer to 6C1-3 Engine Management – V6 –
Service Operations.
Incorrectly installed or damaged EVAP purge solenoid
and/or O-ring seal. Repair or replace the EVAP purge solenoid and/or seal as
required, refer to 6C1-3 Engine Management – V6 –
Service Operations
Worn or loose stationary hydraulic lash adjusters (SHLA)
and/or rocker arms.
The SHLAs, rocker arms and roller bearings should be
intact and in the correct position. Replace the SHLAs and/or rocker arms as required, refer to
3.21 Stationary Hydraulic Las h Adjuster or 3.20 Rocker
Arm.
Stuck valves.
Carbon build up on the valve stem s can result in the valves
not closing correctly. Repair or replace as required, refer to 3.22 Cylinder Head
Assembly.
Excessively worn or misaligned timing chain/s. Replace the timing chain/s and components as required,
refer to 3.16 Timing Chains, Tensioners, Shoes and
Guides.
Worn camshaft lobes. Replace the camshaft/s and SHLAs as required, refer to
3.19 Camshaft or 3.21 Stati onary Hydraulic Lash Adjuster.
Excessive oil pressure.
A lubrication system with ex cessive oil pressure may lead
to excessive lash adjuster pump-up and loss of
compression. 1 Perform an oil pressure tes
t, refer to 3.1 Engine Oil.
2 Repair or replace the engine oil pump as required, refer to 3.17 Oil Pump Assembly.

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ISUZU KB P190 2007

Engine Mechanical – V6 Page 6A1–68
Page 6A1–68
Pressure Check
1 Run the engine to bring it to normal operating temperature.
2 Park the vehicle on a level surface. A vehicle not level will affect the accuracy of the level reading.
3 Stop the engine and wait 5 to 10 minutes to a llow the oil to drain back into the oil pan.
4 Check the oil level and top up with the recommended engine o il as required, refer to Check, in this Section.
5 Remove the engine oil pressure sensor (1), refer to Section 6C1-3 Engine Management – V6 – Service
Operations .
6 Install the oil pressure gauge adaptor, Tool No. J36648-A into the oil pressure sender hole in the oil
filter housing.
7 Install a suitable oil pressure gauge into the adaptor.
8 Start the engine.
9 Measure and record the pressure reading on the gauge at idle and 2000 r.p.m. Compare the results
with the specification.
Minimum engine oil pressure
@ idle ................................................................... 69 kPa
@ 2000 r.p.m. .................................................... 138 kPa
10 If the engine oil pressure is not to specification, refer to
2.19 Engine Oil Pressure Diagnosis .
11 After completing the engine oil pressure check, stop the engine and remove the oil pressure gauge.
Figure 6A1 – 25
12 Reinstall the oil pressure sensor, refer to Section 6C1-3 Engine Management – V6 – Service Operations.
13 Start the engine and check for leaks.

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Engine Mechanical – V6 Page 6A1–79
Page 6A1–79
8 Disconnect the wiring harness connector from the
barometric (BARO) pressure sensor (1).

Figure 6A1 – 37
9 Disconnect the PCV tube connector (1) from the upper intake manifold assembly.

Figure 6A1 – 38
10 Remove the bolt (3) attaching the EVAP valve and the fuel injector wiring harness connector mounting
bracket to the upper inta ke manifold assembly.
11 Move the EVAP valve and the fuel injector wiring harness connector mounting br acket clear of the upper
intake manifold assembly.
12 Disconnect the PCV fresh air tube (1) from its upper intake manifold mounting clip (2).

Figure 6A1 – 39

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Engine Mechanical – V6 Page 6A1–80
Page 6A1–80
13 Disconnect the EVAP valve outlet tube (1) from the
intake manifold (2).
14 Remove the four long (3) (165 mm long) and two short bolts (4) (70 mm long) attaching the upper intake
manifold (2) to the cylinder heads and lower intake
manifold.
15 Lift the upper intake manifold (2) clear from the lower half and then remove the upper intake manifold from
the engine.
16 Remove and discard the upper to lower intake manifold gaskets (5).


• When the upper intake manifold is
removed, plug each of the lower intake
runner openings with lint free cloth, to
stop the entry of forei gn material into the
engine.
• Do not reuse the upper to lower intake
manifold gaskets (5).
Figure 6A1 – 40
17 Remove the upper and lower intake manifold assembly from the engine.
18 Remove lower intake mani fold to cylinder head gasket.
Disassemble
Remove the following from the upper intake manifold, refer to Section 6C1-3 Engine Management – V6 – Service
Operations :
• BARO sensor and
• Throttle body assembly.
Clean
CAUTION
Due to the aluminium alloy construction of
the intake manifold, wire brushes and steel
scrapers must not be used during the
cleaning process, as damage to sealing
surfaces may occur. Use of a wooden or
plastic scraper is preferred.
1 Clean mating surfaces ensuring any gasket material is removed.
2 Clean the manifold using a suitable solvent.

Safety glasses must be worn when using
compressed air.
3 Dry the timing components with compressed air.

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