ESP ISUZU KB P190 2007 Workshop Manual PDF

ENGINE MECHANICAL (C24SE) 6A-67

Coating sealing surfaces with Silicone Grease
Installation
1. Install water pump to cylinder block with new rubber O-ring.
2. Apply tension to toothed belt according to the corresponding operation.
3. Install coolant hoses.
4. Fill cooling system and bleed according to the corresponding operation.











Alternator
Removal
1. Remove ground cable from battery.
2. Remove cable connection from alternator and V-belt.
3. Remove alternator from retaining strap and lower fastening.

Installation
1. Install alternator by tightening firmly by hand.
2. Install V-belt and apply tension according to the corresponding operation.
3. Install cable connections to alternator.
4. Install ground cable to battery.





Starter
Removeal
1. Remove cable connections from starter.
2. Remove upper bolt of transmission side.
3. Remove lower bolt of engine side.

Tighten (Torque)
Starter to cylinder block:
Engine side - 51 N ⋅m (5.2 kgf ⋅m)
Transmission side - 75 N ⋅m (7.6 kgf ⋅m)

Starter support to cylinder block - 25 N ⋅m (2.5 kgf ⋅m)

Re-connect cables.

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6C-4 ENGINE FUEL (C24SE)

Fuel Metering
Engine Control Module (ECM) is in complete control of this fuel
delivery system during normal driving conditions.
The intake manifold function, like that of a diesel, is used onl
y
to let air into the engine. The fuel is injected by separate
injectors that are mounted over the intake manifold.
The Manifold Absolute Pressure (MAP) sensor measures the
changes in the intake manifold pressure which result from
engine load and speed changes, which the MAP senso
r
converts to a voltage output.
This sensor generates the voltage to change corresponding to
the flow of the air drawn into the engine.
The changing voltage is transformed into an electric signal and
provided to the ECM.
W ith receipt of the signals sent from the MAP sensor, Intake
Air Temperature sensor and others, the ECM determines an
appropriate fuel injection pulse width feeding such information
to the fuel injector valves to effect an appropriate air/fuel ratio.
The Multiport Fuel Injection system utilizes an injection system
where the injectors turn on at every crankshaft revolution. The
ECM controls the injector on time so that the correct amount o
f
fuel is metered depending on driving conditions.
Two interchangeable "O" rings are used on the injector that
must be replaced when the injectors are removed.
The fuel rail is attached to the top of the intake manifold and
supplies fuel to all the injectors.
Fuel is recirculated through the rail continually while the engine
is running. This removes air and vapors from the fuel as well
as keeping the fuel cool during hot weather operation.
The fuel pressure control valve that is mounted on the fuel rail
maintains a pressure differential across the injectors under all
operating conditions. It is accomplished by controlling the
amount of fuel that is recirculated back to the fuel tank based
on engine demand.
See Section "Driveability and Emission" for more information
and diagnosis.

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6E–68 ENGINE DRIVEABILITY AND EMISSIONS
On-Board Diagnostic (OBD)
On-Board Diagnostic Tests
A diagnostic test is a series of steps, the result of which
is a pass or fail reported to the diagnostic executive.
When a diagnostic test reports a pass result, the
diagnostic executive records the following data:
• The diagnostic test has been completed since the last ignition cycle.
• The diagnostic test has passed during the current ignition cycle.
• The fault identified by the diagnostic test is not currently active.
When a diagnostic test reports a fail result, the
diagnostic executive records the following data:
• The diagnostic test has been completed since the last ignition cycle.
• The fault identified by the diagnostic test is currently active.
• The fault has been active during this ignition cycle.
• The operating conditions at the time of the failure.
The Diagnostic Executive
The Diagnostic Executive is a unique segment of
software which is designed to coordinate and prioritize
the diagnostic procedures as well as define the protocol
for recording and displaying their results. The main
responsibilities of the Diagnostic Executive are listed as
follows:
• Commanding the check engine lamp on and off
• DTC logging and clearing
• Current status information on each diagnostic
Diagnostic Information
The diagnostic charts and functional checks are
designed to locate a faulty circuit or component through
a process of logical decisions. The charts are prepared
with the requirement that the vehicle functioned
correctly at the time of assembly and that there are not
multiple faults present.
There is a continuous self-diagnosis on certain control
functions. This diagnostic capability is complemented
by the diagnostic procedures contained in this manual.
The language of communicating the source of the
malfunction is a system of diagnostic trouble codes.
When a malfunction is detected by the control module, a
diagnostic trouble code is set and the check engine
lamp is illuminated.
Check Engine Lamp
The check engine lamp looks the same as the check
engine lamp you are already familiar with, the “Check
Engine” lamp.
Basically, the check engine lamp is turned on when the
ECM detects a DTC that will impact the vehicle
emissions.
• When the check engine lamp remains “ON” while the engine is running, or when a malfunction is suspected due to a driveability or emissions problem,
a Powertrain On-Board Diagnostic (OBD) System
Check must be performed. The procedures for these
checks are given in On-Board Diagnostic (OBD)
System Check. These checks will expose faults
which may not be detected if other diagnostics are
performed first.
Data Link Connector (DLC)
The provision for communication with the contorl
module is the Data Link Connector (DLC). It is located
behind the lower front instrument panel. The DLC is
used to connect to a Tech 2. Some common uses of the
Tech 2 are listed below:
• Identifying stored Diagnostic Trouble Codes (DTCs).
• Clearing DTCs.
• Reading serial data.
Verifying Vehicle Repair
Verification of vehicle repair will be more
comprehensive for vehicles with OBD system
diagnostic. Following a repair, the technician should
perform the following steps:
1. Review and record the Fail Records for the DTC which has been diagnosed.
2. Clear DTC(s).
3. Operate the vehicle within conditions noted in the Fail Records.
4. Monitor the DTC status information for the specific DTC which has been diagnosed until the diagnostic
test associated with that DTC runs.
Following these steps is very important in verifying
repairs on OBD systems. Failure to follow these steps
could result in unnecessary repairs.

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6E–74 ENGINE DRIVEABILITY AND EMISSIONS
TYPICAL SCAN DATA & DEFINITIONS (O2 SENSOR DATA)
Use the Typical Values Table only after the On-Board Diagnostic System Check has been completed, no DTC(s) were
noted, and you have determined that the on-board diagnostics are functioning properly. Tech 2 values from a
properly-running engine may be used for comparison with the engine you are diagnosing.
Condition : Vehicle stopping, engine running, air conditioning off & after warm-up (Coolant temperature approximately
80 deg.)
Tech 2 ParameterUnitsIdle2000rpmDescription
1 Engine Speed rpm710 - 8751950 - 2050 The actual engine speed is measured by ECM from the
CKP sensor 58X signal.
2 Desired Idle Speed rpm825800 - 850 The desired engine idle speed that the ECMcommanding. The ECM compensates for various engine
loads.
3 Engine Coolant Temperature °C or °F80 - 9080 - 90 The ECT is measured by ECM from ECT sensor output
voltage. When the engine is normally warm upped, this
data displays approximately 80 °C or more.
4 Start Up ECT (Engine Coolant Temperature) °C or °FDepends on ECT
at start-upDepends on ECT at start-up Start-up ECT is measured by ECM from ECT sensor
output voltage when engine is started.
5Intake Air
Temperature °C or °FDepends on
ambient tempDepends on
ambient temp The IAT is measured by ECM from IAT sensor output
voltage. This data is changing by intake air temperature.
6 Start Up IAT (Intake Air Temperature) °C or °FDepends on IAT at
start-upDepends on IAT at start-up Start-up IAT is measured by ECM from IAT sensor output
voltage when engine is started.
7 Manifold Absolute Pressure kPa31 - 3625 - 30The MAP (kPa) is measured by ECM from MAP output
voltage. This data is changing by inlet manifold pressure.
8 Barometric Pressure kPaDepends on altitudeDepends on altitude The barometric pressure is measured by ECM from the
MAP sensor output voltage monitored during key up and
wide open throttle. This data is changing by altitude.
9 Throttle Position %02 - 4 Throttle position operating angle is measured by the ECM from throttle position output voltage. This should
display 0% at idle and 99 - 100% at full throttle.
10 Calculated Air Flow g/s3.5 -4.508.0 - 10.0 This displays intake air amount. The mass air flow is measured by ECM from the MAF sensor output voltage.
11 Air Fuel Ratio14.6:114.6:1 This displays the ECM commanded value. In closedloop, this should normally be displayed around 14.2:1 -
14.7:1.
12 Fuel System Status Open Loop/ Close LoopClose LoopClose Loop When the engine is first started the system is in “OpenLoop” operation. In “Open Loop”, the ECM ignores the
signal from the oxygen sensors. When various
conditions (ECT, time from start, engine speed & oxygen
sensor output) are met, the system enters “Closed Loop”
operation. In “Closed Loop”, the ECM calculates the air
fuel ratio based on the signal from the oxygen sensors.
13 Engine Load %2 - 55 - 10 This displays is calculated by the ECM form engine
speed and MAF sensor reading. Engine load should
increase with an increase in engine speed or air flow
amount.
14B1 O2 Sensor Ready
(Bank 1)Ye s / N oYe sYes This displays the status of the exhaust oxygen sensor. This display will indicate “Yes” when the ECM detects a
fluctuating oxygen sensor output voltage sufficient to
allow closed loop operation. This will not occur unless
the oxygen sensor is warmed up.
15B1S1 Status
(Bank 1 Sensor 1)Rich / LeanRich / LeanRich / Lean This displays dependent on the exhaust oxygen sensor output voltage. Should fluctuate constantly “Rich” and
“Lean” in closed loop.
16 Fuel Trim Learned Yes/NoYe sYes When conditions are appropriate for enabling long term fuel trim corrections, fuel trim learn will display “Yes”.
This indicates that the long term fuel trim is responding
to the short term fuel trim. If the fuel trim lean displays
“No”, then long term fuel trim will not respond to changes
in short term fuel trim.

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ENGINE DRIVEABILITY AND EMISSIONS 6E–75
17 Fuel Trim Cell15 - 201 - 2 This displays dependent on engine speed and calculatedintake air flow reading. A plot of engine speed versus
intake air flow amount is divided into the cells. Fuel trim
cell indicates which cell is currently active.
18B1S1 O2 Sensor
(Bank1 Sensor 1)mV50 - 95050 -950 This displays the exhaust oxygen sensor output voltage. Should fluctuate constantly within a range between
10mV (lean exhaust) and 1000mV (rich exhaust) while
operating in closed loop.
19B1 Short Term Fuel
Trim (Bank 1)%-6 - 0-6 - 0 The short term fuel trim to a bank represents a short term correction to the bank fuel delivery by the ECM in
response to the amount of time the bank fuel control
oxygen sensor voltage spends above or below the
450mV threshold. If the oxygen sensor voltage has
mainly remained less than 450mV, indicating a lean air/
fuel, short term fuel trim will increase into the positive
range above 0% and the ECM will pass fuel. If the
oxygen sensor voltage stays mainly above the threshold,
short term fuel trim will decrease below 0% into the
negative range while the ECM reduces fuel delivery to
compensate for the indicated rich condition. Under
certain conditions such as extended idle and high
ambient temperatures, canister purge may cause short
term fuel trim to read in the negative range during normal
operation. Fuel trim values at maximum authority may
indicate an excessively rich or lean system.
20B1 Long Term Fuel
Trim (Bank 1)%-10 - 0-5 - 0 The long term fuel trim is delivered from the short term fuel term values and represents a long term correction of
fuel delivery for bank in question. A value of 0% indicates
that fuel delivery requires no compensation to maintain
the ECM commanded air fuel ratio. A negative value
indicates that the fuel system is rich and fuel delivery is
being reduced (decreased injector pulse width). A
positive value indicates that a lean condition exists and
the ECM is compensating by add fuel (increased injector
pulse width). Because long term fuel trim tends to follow
short term fuel trim, a value in the negative range due to
canister purge at idle should not be considered unusual.
Fuel trim values at maximum authority may indicate an
excessively rich or lean system.
21Injection Pulse Widthms3.0 - 1.03.0 - 4.0 This displays the amount of time the ECM is commanding each injector On during each engine cycle.
A longer injector pulse width will cause more fuel to be
delivered. Injector pulse width should increase with
increased engine load.
22Power EnrichmentYe s / N oNoNo The ECM provides the extra amount of fuel when it detects a rapid increase in the throttle position and air
flow (Power Enrichment). Under this condition the ECM
should detect a “rich condition (high oxygen sensor
voltage).
23Deceleration Fuel
Cutoff Active/
InactiveInactiveInactiveThe ECM reduces the amount of fuel injected when it
detects a decrease in the throttle position and the air
flow. When deceleration is very fast, the ECM may cut off
fuel completely. Until enable conditions meet the engine
revolution less than 1000rpm or MAP less than 10kPa.
24Time From Start--This displays the engine time elapsed since the engine
was started. If the engine is stopped, engine run time will
be reset to 00:00:00
Tech 2 ParameterUnitsIdle2000rpmDescription

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6E–76 ENGINE DRIVEABILITY AND EMISSIONS
MISCELLANEOUS TEST
The state of each circuit can be tested by using
miscellaneous test menus. Especially when DTC
cannot be detected, a faulty circuit can be diagnosed by
testing each circuit by means of these menus.
Even DTC has been detected, the circuit tests using
these menus could help discriminate between a
mechanical trouble and an electrical trouble.
Connect Tech 2 and select “Powertrain”, “2.XL L4
HV240” & “Miscellaneous Test”.
F0: Lamps
F0: Malfunction Indicator Lamp
When the Tech 2 is operated, “Malfunction Indicator
Lamp (Check Engine Lamp)” is turned on or off.
The circuit is normal if the “Malfunction Indicator Lamp
(Check Engine Lamp)” in the instrument panel is turned
on or off in accordance with this operation.
F1: Relays
F0: Fuel Pump Relay
When the Tech 2 is operated, fuel pump relay signal
turns ON or OFF.
The circuit is normal if fuel pump sound is generated in
accordance with this operation when key switch is
turned ON.
F1: A/C Clutch Relay
When the Tech 2 is operated, A/C clutch relay signal
turns ON or OFF.
The circuit is normal if A/C compressor clutch is
energized in accordance with this operation when the
engine is running.
F2: EVAP
F0: Purge Solenoid
When the Tech 2 is operated, duty ratio of EVAP purge
solenoid is changed 10%-by-10%.
• Press “Increase” key. Then, EVAP Purge Solenoid is increases 10%-by-
10%.
• Press “Quit” Key. F3: IAC System
F0: IAC Control
When the Tech 2 is operated, “Idle Air Control”
increases or decreases 5steps-by-5steps up to
150steps.
The circuit is normal if idle engine speed is changed in
accordance with this operation.
• Press “Increase” key. Then, Idle Air Control is increases 1osteps-by-
10steps up to 160steps. Engine speed is also
changed by this operation.
• Press “Quit” Key.
F1: IAC Reset
When the Tech 2 is operated, “Idle Air Control” resets.
The circuit is normal if idle engine speed is droped in
accordance with this operation.
• Press “Increase” key. Then, Desired Idle speed is increases 50rpm-by-
50rpm up to 1550rpm. Engine speed is also changed
by this operation.
• Press “Quit” Key.
Purge Solenoid
Engine Speed 800 RPM
Desired Idle Speed 762 RPM
Engine Coolant Temperature 80 °C
Start Up ECT 50 °C
Intake Air Temperature 30 °C
Start Up IAT 25 °C
Manifold Absolute Pressure 35kPa
EVAP Purge Solenoid 30%
IAC Control
Engine Speed 800 RPM
Desired Idle Speed 762 RPM
Engine Coolant Temperature 80 °C
Sta rt U p E C T 50 °C
Intake Air Temperature 30 °C
Start Up IAT25 °C
Manifold Absolute Pressure 35kPa
Idle Air Control 30 Steps
IAC Reset
Engine Speed 800 RPM
Desired Idle Speed 762 RPM
Engine Coolant Temperature 80 °C
Sta rt U p E C T 50 °C
Intake Air Temperature 30 °C
Start Up IAT 25 °C
Manifold Absolute Pressure 35kPa
Idle Air Control 30 Steps

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ENGINE DRIVEABILITY AND EMISSIONS 6E–81
SNAPSHOT DISPLAY WITH TIS2000
Procedures for transferring and displaying Tech2
snapshot data by using TIS2000 [Snapshot Upload]
function is described below.
Snapshot data can be displayed with [Snapshot Upload]
function included in TIS2000.
1. Record the snapshot data, in Tech2.
2. Transfer the snapshot data to PC. By analyzing these data in various methods, trouble
conditions can be checked.
Snapshot data is displayed by executing the three steps
below shown:
After recording the snapshot in Tech2, transfer the data
from Tech2 to PC by the below procedures.
1. Start TIS2000.
2. Select [Snapshot Upload] on the TIS2000 start screen.
3. Select [Upload from trouble diagnosis tool (transfer from diagnosis tester)] or click the corresponding
icon of the tool bar.
4. Select Tech2, and transfer the recorded snapshot information. 5. Select the transferred snapshot.
6. After ending transfer of the snapshot, data parameter list is displayed on the screen.

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6E–82 ENGINE DRIVEABILITY AND EMISSIONS
3. Snapshot data is displayed with TIS2000[Snapshot Upload] function.
Snapshot is stored in the PC hard disk or floppy disk,
and can be displayed any time.
Stored snapshot can be displayed by the below
procedures.
1. Start TIS2000.
2. Select [Snapshot Upload] on the TIS2000 start screen. 3. Select [Open the existing files] or click the
corresponding icon of the tool bar.
4. Select the transferred snapshot.
5. Open the snapshot, to display the data parameter list on the screen.
Graph display Values and graphs (Max. 3 graphs):
1. Click the icon for graph display. [Graph Parameter]window opens.
2. Click the first graph icon of the window upper part, and select one parameter from the list of the window
lower part. Selected parameter is displayed nest to
the graph icon. Graph division can be selected in
the field on the parameter right side.
3. Repeat the same procedures with the 2nd and 3rd icons.
4. After selecting all parameters to be displayed (Max. 3 parameters), click [OK] button.
5. Parameter selected is displayed in graph form on the right of the data parameter on the screen. 6. Graph display can be moved with the navigation
icon.
7. For displaying another parameter by graph, click the parameter of the list, drug the mouse to the display
screen while pressing the mouse button and release
the mouse button. New parameter is displayed at
the position of the previous parameter. For
displaying the graph display screen in full size,
move the cursor upward on the screen. When the
cursor is changed to the magnifying glass form, click
the screen. Graph screen is displayed on the whole
screen.

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6E–118 ENGINE DRIVEABILITY AND EMISSIONSP1167 D Fuel Supply System Rich During
Deceleration Fuel Cutoff 1. No DTC relating to MAP sensor, TPS,
EVAP purge, ECT sensor, CKP sensor,
VSS, injector control circuit and ignition
control circuit.
2. O
2 sensor bank 1 output voltage is more
than 550mV in deceleration fuel cutoff
mode. No fail-safe function.
O
2 sensor output voltage is below 550mV. 1. Sensor harness open or short to ground
circuit.
2. O
2 sensor malfunction.
3. MAF sensor output is incorrect.
4. Air intake line malfunction.
5. IAC valve malfunction.
6. Low fuel pressure.
7. Injector malfunction.
8. EVAP purge solenoid valve malfunction.
9. Ignition system malfunction.
10. Spark plug malfunction. 11. ECM malfunction. J2-6/
J2-21
P1171 D Fuel Supply System Lean During Power Enrichment 1. No DTC relating to MAP sensor, TPS,
EVAP purge, ECT sensor, CKP sensor,
VSS, injector control circuit and ignition
control circuit.
2. Engine coolant temperature is more than 60deg. C.
3. Mass air flow is below 13.5m/s.
4. O
2 sensor bank 1 output voltage is below
350mV in power enrichment mode. No fail-safe function.
O
2 sensor output voltage is more than
350mV. 1. Sensor harness open or short to ground
circuit.
2. O
2 sensor malfunction.
3. MAF sensor output is incorrect.
4. Air intake line malfunction.
5. IAC valve malfunction.
6. Low fuel pressure.
7. Injector malfunction.
8. ECM malfunction. J2-6/
J2-21
P1625 B ECM System Reset ECM reset has occurred other than “On ”. Engine control disabled. Memory are is OK. 1. Electrical interference.
2. Magnetic interference.
3. ECM malfunction. -
P1626 - Immobilizer No Signal No response from immobilizer control unit. 1. Engine does not start.
2. Check engine lamp flash.No recovery.
1. ECM and immobilizer control unit
communication circuit open circuit, short to
ground circuit or short to voltage circuit.
2. ECM malfunction.
3. Immobilizer control unit malfunction.
4. Transponder key malfunction. J2-23/
J2-32
P1631 - Immobilizer Wrong Signal Received response is not correct. 1. ECM malfunction.
2. Immobilizer control unit malfunction.
3. Transponder key malfunction. -
P1648 - Wrong Security Code Entered Received incorrect security code. 1. ECM malfunction.
2. Immobilizer control unit malfunction.
3. Transponder key malfunction. -
P1649 - Immobilizer Function Not Programmed Immobilizer function is not programmed in the ECM. ECM malfunction.
-
P1693 B Tachometer Output Low Voltage Tacho output circuit short to ground circuit. No fail-safe function. Tacho output circuit is correct condition. 1. Tacho output circuit short to ground circuit.
2. Poor connector connection.
3. ECM malfunction. J2-25
Code Type
DTC Name DTC Setting Condition Fail-Safe (Back Up)Recovery Condition Related Failure PartsRelated
ECM
Pin No.

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ENGINE DRIVEABILITY AND EMISSIONS 6E–119
DIAGNOSTIC TROUBLE CODE (DTC) P0107 MANIFOLD ABSOLUTE PRESSURE CIRCUIT LOW INPUT
Condition for setting the DTC and action taken when the DTC sets
Circuit Description
The manifold absolute pressure (MAP) sensor responds
to changes in intake manifold pressure. The MAP
sensor signal voltage to the engine control module
(ECM) varies from below 2 volts at idle (low manifold
pressure) to above 4 volts with the ignition ON, engine
not running or at wide-open throttle (high manifold
pressure).
A “speed density” method of determining engine load is
used on the 2.4L engine. This is calculated using inputs
from the MAP sensor, the CKP Sensor, and the Intake Air Temperature (IAT) sensor. The MAP sensor is the
main sensor used in this calculation, and measuring
engine load is its main function.
The ECM monitors the MAP signals for voltages outside
the normal range (10-104 kPa) of the MAP sensor. If the
ECM detects a MAP signal voltage that is excessively
low, Diagnostic Trouble Code P0107 will be set.
Diagnostic Aids
Check for the following conditions:
• Poor connection at ECM - Inspect harness
Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)
P0107 A Manifold Absolute Pressure Circuit Low Input 1. No DTC relating to TPS.
2. Throttle position is more than 0% if engine speed is below 1000rpm, or throttle posi-
tion more than 5% if engine speed is more
than 1000rpm.
3. MAP sensor output is below 12kPa. The ECM uses default manifold absolute
pressure value based on engine speed
and throttle position.

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