phone ISUZU KB P190 2007 Workshop User Guide

Fuel System – V6 Page 6C – 23

4.5 Modular Fuel Pump and Sender
Assembly
NOTE
If the modular fuel pump and sender assembly
develops a fault it must be replaced as a
complete unit. The only serviced parts are the
retainer locking ring and the O-ring seal.
Remove

• A depressurised fuel system contains fuel
in the fuel filter and fuel lines that can be
spilled during service operations.
• Fuel vapour remains in the fuel tank even
when completely empty. Seal all openings
in the fuel tank using suitable material or a
plastic plug. Ensure no naked flames or
other ignition sources are nearby. Ensure
all cellular phones (and transmission
devices that may cause any metal objects
to become unintentional receiving
antennas) are switched off.
• Place a dry chemical (Class B) fire
extinguisher nearby before performing any
on-vehicle service procedures. Failure to
follow these precautions may result in
personal injury.
• Wear safety glasses when using
compressed air. Do not blow compressed
air directly onto any body part.
1 Remove the fuel pump relay, refer to 8A Engine Body and Chassis.
2 Remove the fuel tank assembly from the vehicle, refer to 4.4 Fuel Tank.

Before proceeding, clean all traces of dirt and
other foreign material from the top of the fuel
tank, near the modular fuel pump and sender
assembly.
3 Use compressed air to ensure all dirt and foreign materials are removed from all fuel connections before disconnecting the parts.

Fuel can spill from the disconnected modular
fuel pump and sender assembly.

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Fuel System – V6 Page 6C – 26


Fuel vapour remains in the fuel tank even
when completely empty. Seal all openings in
the fuel tank using suitable material or a
plastic plug. Ensure no naked flames or other
ignition sources are nearby. Ensure all
cellular phones (and transmission devices
that may cause any metal objects to become
unintentional receiving antennas) are
switched off.
15 Place a suitable material over the opening in the fuel tank to prevent any foreign matter from entering the fuel system.
Fuel Level Sender Assembly
Test
1 Measure the resistance across terminals 2 and 3 of the fuel pump connector. Take the following
measurements:
a W ith the float arm assembly in the empty position, the resistance should be approximately
250 Ω.
b W ith the float arm assembly rotated to the full position, the resistance should be approximately
40 Ω.
2 If the resistance at either of these positions is not within tolerance, replace the modular fuel pump and
sender assembly.

Figure 6C – 27
Reinstall
Reinstallation of the modular fuel pump and sender assembly is the reverse of the removal procedure, noting the
following:
1 Fit a new O-ring (3) to the modular fuel pump and sender assembly.
2 Install the modular fuel pump and sender assembly into the fuel tank, taking care not to damage the fuel sender float or arm.
3 Ensure the locator in the pump cover engages in the slot in the fuel tank opening.
4 Using tool No. AU469 and a half-inch breaker bar, install the modular fuel pump and sender assembly cover retainer lock ring by turning it clockwise.
5 Refit the three quick connect fittings.




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Fuel System – V6 Page 6C – 30

4.7 Fuel Tank Siphon Procedure

• Fuel vapour remains in the modular fuel
pump and sender assembly and fuel lines
that can be spilled during service
operations. Ensure no naked flames or
other ignition sources are nearby. Ensure
all cellular phones (and transmission
devices that may cause any metal objects
to become unintentional receiving
antennas) are switched off.
• Place a dry chemical (Class B) fire
extinguisher nearby before performing any
on-vehicle service procedures. Failure to
follow these precautions may result in
personal injury.
For an exploded view of fuel tank components, refer Figure 6C – 17.
1 Depressurise the fuel system, refer to 3.4 Fuel System Depressurisation.
2 Reinstall the fuel pump relay, refer to 8A Electrical Body and Chassis.

Disconnecting the battery affects certain
vehicle electronic systems. 1.1 WARNING,
CAUTION and NOTES.
3 Disconnect the negative battery terminal.
4 Remove the fuel filler cap.
NOTE
Lubricate the fuel siphon hose with J36850
TransJel Transmission Assembly Lubricant or
equivalent to aid hose insertion. Use only an
approved lubricant.
5 Install J44284–2 flapper door holder (2) into the fuel filler neck to hold the door open.

Do not siphon, drain or store fuel into an
open container, due to the possibility of fire
or explosion, or contamination. Always use
and approved fuel storage container.
6 Insert the J45004–1 fuel tank siphon hose (1) into the fuel tank filler neck and gradually twist it until the tip of
the hose meets the fuel tank check valve (3) and
continues to the bottom of the fuel tank.
7 Use a hand-operated or air-operated pump device to siphon as much fuel through the fuel fill pipe as
possible.

Figure 6C – 35

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Fuel System – V6 Page 6C – 31


Fuel vapour remains in the fuel tank even
when completely empty. Seal all openings in
the fuel tank using suitable material or a
plastic plug. Ensure no naked flames or other
ignition sources are nearby. Ensure all
cellular phones (and transmission devices
that may cause any metal objects to become
unintentional receiving antennas) are
switched off.

Do not use excessive force when removing
the fuel siphon hose from the fuel filler neck.
If the fuel siphon hose gets stuck upon
removal, gently twist and tug the fuel siphon
hose back and forth until it releases.
NOTE
• If fuel does not siphon from the fuel tank, the
fuel siphon hose may have entered the fuel
tank through a roof-facing check valve
opening. If required, insert the J45004–1 fuel
siphon hose (1) into the fuel tank filler neck,
refer to Figure 6C – 35, but twist the fuel
siphon hose 90° as it slides down the filler
neck. This enables the fuel siphon hose to
enter the fuel tank through a floor-facing
check valve opening.
• The siphon procedure will not remove all fuel
from the fuel tank. If required, fuel remaining
in the fuel tank may be siphoned out through
the top of the fuel tank, once the modular fuel
pump and sender assembly is removed from
the tank, refer to 4.4 Fuel Tank.
8 Remove the siphon equipment.

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Fuel System – V6 Page 6C – 33

4.9 Fuel Lines
Remove

• A depressurised fuel system contains fuel
in the fuel filter and fuel lines that can be
spilled during service operations.
• Fuel vapour remains in the fuel tank even
when completely empty. Seal all openings
in the fuel tank using suitable material or a
plastic plug. Ensure no naked flames or
other ignition sources are nearby. Ensure
all cellular phones (and transmission
devices that may cause any metal objects
to become unintentional receiving
antennas) are switched off.
• Place a dry chemical (Class B) fire
extinguisher nearby before performing any
on-vehicle service procedures. Failure to
follow these precautions may result in
personal injury.
• Wear safety glasses when using
compressed air. Do not blow compressed
air onto any body part.
1 Remove the fuel pump relay, refer to 8A Electrical Body and Chassis.
2 Depressurise the fuel system, refer to 3.4 Fuel System Depressurisation.

Never drain or store fuel into an open
container, due to the possibility of fire or
explosion.
3 Raise the vehicle, preferably on a hoist, refer to 0A General Information.

Before proceeding, clean all traces of dirt and
other foreign material from the fuel lines.
4 Use compressed air to ensure that all dirt and foreign materials are removed from all fuel connections before the parts are disconnected.
5 If required, remove the stone guard, refer to Figure 6C – 17 and fuel lines. Use the following illustrations showing the fuel line layout and location of other items relating to the fuel system as a guide, also refer to 4.1 Fuel Lines
And Quick Connect Fittings and 4.6 Evaporative Emission Control Canister.







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Engine Management – V6 – Diagnostics Page 6C1-2–19

• Do not start the engine if the battery terminal is not properly secured to the battery.
• Do not disconnect or reconnect the following while the ignition is switched on or when the engine is running:
− Any engine management system component electrical wiring connector, or
− Battery terminal leads.
• Ensure the correct procedure for disconnecting and connecting engine management system electrical wiring
connectors is always followed. For information on the correct procedure for disconnecting and connecting specific
wiring connectors, refer to 6C1-3 Engine Management – V6 – Service Operations.
• Ensure that all wiring harness connectors are fitted correctly.
• W hen steam or pressure cleaning engines, do not direct the cleaning nozzle at engine management system
components.
• Do not clear any DTCs unless instructed.
• The fault must be present when using the diagnostic trouble code (DTC) diagnostic tables. Otherwise,
misdiagnosis or replacement of good parts may occur.
• Do not touch the ECM connector pins or soldered components on the ECM circuit board to prevent ECM
Electrostatic Discharge damage. Refer to 8A Electrical - Body and Chassis for information on Electrostatic
Discharge.
• Use only the test equipment specified in the diagnostic tables as other test equipment may give incorrect results or
damage good components.
• The ECM is designed to withstand normal current draw associated with vehicle operations. However, the following
fault conditions or incorrect test procedure may overload the ECM internal circuit and damage the ECM:
− A short to voltage fault condition in any of the ECM low reference circuits may cause internal ECM and / or
sensor damage. Therefore, any short to voltage fault condition in the ECM low reference circuits must be
rectified before replacing a faulty component.
− A short to ground fault condition in any of the ECM 5 V reference circuits may cause internal ECM and / or
sensor damage. Therefore, any short to ground fault condition in the ECM 5 V reference circuits must be
rectified before replacing a faulty component.
− W hen using a test lamp to test an electrical circuit, do not use any of the ECM low reference circuits or 5 V
reference circuits as a reference point. Otherwise, excessive current draw from the test lamp may damage
the ECM.
• Disregard DTCs that set while performing the following diagnostic Steps:
− Using Tech 2 actuator tests, or
− Disconnecting an engine management system sensor connector then switching on the ignition.
• After completing the required diagnostics and service operations, road test the vehicle to ensure correct engine
management system operation.
4.3 Preliminary Checks
The preliminary checks are a set of visual and physical checks or inspections that may quickly identify engine
management system fault condition.
• Refer to the appropriate Service Techlines for relevant information regarding the fault condition.
• Ensure the battery is fully charged.
• Inspect the battery connections for corrosion or a loose terminal.
• Ensure that all engine management system related fuses are serviceable.
• Inspect for incorrect aftermarket theft deterrent devices, lights or mobile phone installation.
• Ensure there is no speaker magnet positioned too close to any electronic module that contains relays.
• Inspect the engine wiring harness for proper connections, pinches or cuts.
• Ensure that all engine management related electrical wiring connectors are fitted correctly.
• Inspect the ECM ground connections for corrosion, loose terminal or incorrect position.

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Engine Management – V6 – Diagnostics Page 6C1-2–23

• there is no Current DTC but a History DTC is stored.
Diagnostic Table
Checks Actions
Preliminary
• Perform the preliminary checks. Refer to 4.3 Preliminary Checks in this
Section.
• Gather information from the customer regarding the conditions that trigger the
intermittent fault such as:
• At what engine or ambient temperature range does the fault occur?
• Does the fault occur when operating aftermarket electrical equipment inside
the vehicle?
• Does the fault occur on rough roads or in wet road conditions?
• If the intermittent fault is a start and then stall condition, check the immobiliser
system. Refer to 11A Immobiliser.
Tech 2 Tests The following are lists of Tech 2 diagnostic tests that may be used to diagnose
intermittent faults:
• W riggle test the suspected wiring harness and connectors while observing Tech 2
operating parameters. If Tech 2 read-out fluctuates during this procedure, check
the tested wiring harness circuit for a loose connection.
• Observe the freeze frame / failure records for the suspected history DTC and then
operate the vehicle in the conditions that triggers the intermittent fault while an
assistant observes the suspected Tech 2 operating parameter data.
• Capture and store data in the snapshot mode when the fault occurs. The stored
data may be played back at a slower rate to aid diagnostics. Refer to Tech 2 User
Instructions for further information on the Snapshot function.
• Compare the engine operating parameters of the engine being diagnosed to the
engine operating parameters of a known good engine.
Malfunction Indicator Lamp The following conditions may cause an intermittent Malfunction Indicator Lamp fault with no DTC listed:
• Electromagnetic interference (EMI) caused by a faulty relay, ECM controlled
solenoid, switch or other external source.
• Incorrect installation of aftermarket electrical equipment such as the following:
• mobile phones,
• lights, or
• radio equipment.
• ECM grounds are loose.

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Engine Management – V6 – Diagnostics Page 6C1-2–24

Checks Actions
Temperature Related Temperature related intermittent fault condition occurs only when the engine or ambient
temperature is hot, or only when it is cold.
• If the intermittent fault is heat related, review Tech 2 data in relationship to the
following:
• high ambient temperature,
• engine generated heat,
• circuit generated heat due to a poor electrical connection or high electrical
load, and
• higher than normal load conditions (towing, etc.).
• If the intermittent fault is related to cold ambient or engine temperature, review
Tech 2 data in relationship to the following:
• low ambient temperature, and
• the fault condition that occurs only on a cold start situation.
Additional Tests
• Incorrect installation of aftermarket electrical equipment such as the following:
• mobile phones,
• theft deterrent alarms,
• lights, or
• radio equipment.
• Electromagnetic interference (EMI) caused by a faulty relay, ECM controlled
solenoid or switch. The fault is triggered when the relay or solenoid is activated.
• Test the A/C compressor clutch and some relays that contain a clamping diode or
resistor for an open circuit.
• Test the generator for a faulty rectifier bridge that may allow the A/C noise into the
ECM electrical circuit.
When all diagnosis and repairs are completed, check the system for correct operation.
5.3 Backfire
Description
The air / fuel mixture in the intake manifold or in the exhaust system ignites which produces a loud popping noise.
Checks Actions
Preliminary Perform the Preliminary Checks. Refer to 4.3 Preliminary Checks in this
Section.
Sensor / System • Check the air intake system and crankcase for air leaks.
• Check the PCV System for correct operation. Refer to 6A1 Engine Mechanical –
V6.
• Use Tech 2 to monitor the knock sensor system for excessive spark retard
activity. Check for items that cause spark retard activity.

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Powertrain Interface Module – V6 Page 6E1–25

• Thorough inspection of the wiring circuits and connectors listed in the diagnostic procedures must be performed,
otherwise misdiagnosis may occur.
• Inspect the electrical circuitry or connector terminals that are suspected to be causing the complaint for the
following conditions:
• backed-out connector terminals,
• improper wiring connector mating,
• broken wiring connector locks,
• damaged connector terminals, and
• physical damage to the wiring harness.
• Before replacing a component, inspect its connector terminal for corrosion or deformation that may cause the fault
condition.
Preliminary Checks
The PIM preliminary check examines easily accessible components which may cause problems with the PIM. This visual
and physical inspection procedure may quickly identify the fault condition and eliminate the need for additional diagnosis.
• Refer to Service Techlines for relevant information regarding the fault condition.
• Ensure the battery is fully charged.
• Check the battery connections for corrosion or a loose terminal.
• Perform a visual and physical inspection of the following:
• PIM component wiring harness and terminals for proper connections, pinches or cuts, and
• PIM wiring harness routing which may be positioned very close to a high voltage or high current devices such
as aftermarket audio systems.
NOTE
High voltage or high current devices may induce
electrical noise on a circuit, which can interfere
with normal circuit operation.
• The PIM is sensitive to Electro Magnetic Interference (EMI). Check for incorrect aftermarket theft deterrent
devices, lights or mobile phone installations if an intermittent malfunction is suspected.
7.2 Diagnostic System Check
Step Action Yes No
1
Have you met the basic diagnostic requirements listed in the PIM
Diagnostic Starting Point?
Go to Step 2 Refer to
7.1 Diagnostic
Requirements,
Precautions and
Preliminary Checks
2 Have you read the Diagnostic Precautions?
Go to Step 3 Refer to
7.1 Diagnostic Requirements,
Precautions and
Preliminary Checks
3 Have you performed the Preliminary Checks?
Go to Step 4 Refer to
7.1 Diagnostic Requirements,
Precautions and
Preliminary Checks

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Powertrain Interface Module – V6 Page 6E1–29

Intermittent Fault Conditions
8.1 Intermittent Conditions Diagnostic Table
Description
A fault condition is intermittent if one of the following conditions exists:
• The fault condition is not always present.
• The fault condition cannot be presently duplicated.
• There is no Current DTC but a History DTC is stored.
Diagnostic Table
Checks Actions
Preliminary
• Perform the Preliminary Checks, refer to 7.1 Diagnostic Requirements,
Precautions and Preliminary Checks.
• Gather information from the customer regarding the conditions that trigger the
intermittent fault such as:
• At what engine or ambient temperature range does the fault occur?
• Does the fault occur when operating aftermarket electrical equipment inside
the vehicle?
• Does the fault occur on rough roads or in wet road conditions?
• If the intermittent fault is a start and then stall condition, check immobiliser system.
Refer to 11A Immobiliser.
Harness / Connector Install Tech 2 and perform the Tech 2 Intermittent Fault Tests. Refer to 4.1 Diagnostic General Descriptions for information on Tech 2 ECU diagnostic
tests.
W arning Indicator The following conditions may cause an intermittent Malfunction Indicator Lamp fault with
no DTC listed:
• Electromagnetic Interference (EMI) caused by a faulty relay, ECM controlled
solenoid, switch or other external source.
• Incorrect installation of aftermarket electrical equipment such as the following:
• mobile phones,
• theft deterrent alarms,
• lights, or
• radio equipment.
• Loose PIM ground connections.

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