service interval ISUZU KB P190 2007 Workshop User Guide

Engine Mechanical – V6 Page 6A1–56

3.2 Oil Filter Cartridge
Replace
NOTE
• The oil filter cartridge should be replaced at
the correct time or distance intervals, refer to
0B Lubrication and Service.
• The oil filter cartridge should also be replaced
whenever the engine oil is suspected to have
been contaminated by foreign material.
1 Remove and discard the oil filter cartridge (1).
2 Install the new oil filter cartridge.

Figure 6A1 – 26

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Engine Mechanical – V6 Page 6A1–69
Page 6A1–69
3.2 Oil Filter Cartridge
Replace
NOTE
• The oil filter cartri dge should be replaced at
the correct time or distance intervals, refer to
Section 0B Lubrication and Service .
• The oil filter cartridge should also be replaced
whenever the engine oil is suspected to have
been contaminated by foreign material.
1 Remove and discard the oil filter cartridge (1).
2 Install the new o il filter cartridge.

Figure 6A1 – 26

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Engine Cooling – V6 Engine Page 6B1–16

3 Service Operations
3.1 Service Notes
Safety

• To avoid serious personal injury, never
remove the coolant filler pressure cap on
the coolant outlet housing when the
engine is hot, even if the cooling system
should require filling. Sudden release of
cooling system pressure is very
dangerous.
• The vehicle is fitted with an electric
radiator cooling fan. When working around
the engine compartment, keep clear of the
fan as it may start without warning.
Before removing the coolant filler cap, allow the engine to cool, then place a shop rag over the coolant filler cap and then
slowly turn the cap anticlockwise, approximately 1½ turns, until the pressure relief position is reached. The pressure
relief position will allow any remaining pressure within the system to escape into the coolant recovery reservoir. Continue
to rotate the cap anticlockwise until the cap can be safely removed.
Periodic Servicing
The cooling system requires little attention except for maintaining the coolant to the correct level in the recovery reservoir
and periodic servicing at the time or distance intervals as outlined in 0B Lubrication and Service.
Periodic servicing includes:
1 Checking coolant level. Refer to 3.3 Draining and Filling Cooling System in this Section.
2 Checking coolant concentration. Refer to 3.2 Coolant Maintenance – Testing Coolant Concentration in this Section.
3 Pressure test cooling system and coolant filler cap. Refer to 3.7 Pressure Testing in this Section.
4 Tighten hose clamps and inspect all hoses. Refer to 3.6 Coolant Hoses in this Section. Replace hoses if swollen or deteriorated.

Always wear protective safety glasses when
working with spring type hose clamps. Failure
to do so could result in eye injury.
5 Clean out cooling system, refer to 3.4 Cleaning Cooling System – Cooling System Flush, in this Section and refill. Refer to 3.3 Draining and Filling Cooling System in this Section.
Environmental Issues
To reduce environmental impact and maintenance cost, whenever the coolant is drained from any engine, the service
records are to be checked to determine when the coolant was last changed. If more than six months life is left before the
next coolant change, then the following procedure is to be followed:
1 W hen draining the coolant from the engine, use a clean container to hold at least 12 litres of coolant and ensure that the coolant is not contaminated in the draining process.
2 After repairs have been completed, refill the engine cooling system with the drained coolant.

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Engine Cooling – V6 Engine Page 6B1–18

Topping Up the Cooling System
Under normal operating conditions, the cooling system
should not be topped up at the coolant filler cap. The level
can be checked at the coolant recovery reservoir, and
coolant (in the correct concentration with clear, clean
water) added as necessary to bring the level between the
MAX and MIN indicator lines on the coolant recovery
reservoir, as shown in Figure 6B1 – 14, when the engine is
cold.

Figure 6B1 – 14
Testing Coolant Concentration
To ensure the specified ethylene glycol concentration is maintained in the engine coolant, the coolant concentration must
be checked at the time or distance intervals outlined in the Owner’s Handbook or Service Booklet in the glove box.
NOTE
• While a number of coolant concentration
measuring devices are available, the two
preferred types are as described.
• The procedures detailed, apply to either
coolant type used.
Method 1 – Refractometer
NOTE
• Coolant tester, Tool No. J26568,
automatically compensates for temperature.
• Ensure that the eyepiece of the tester is free
of coolant before looking through it.
• Before each use, swing back the plastic cover
at the slanted end of the coolant tester,
exposing the measuring window and the
bottom of the plastic cover. Carefully wipe the
measuring window dry with a tissue or clean,
soft cloth. Close the plastic cover.
1 Check the calibration of the coolant tester as follows:

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Engine Management – V6 – General Information Page 6C1-1–31

4.15 Ignition Coil and Spark Plug
Long-life platinum tip spark plugs are used which, along with
the ignition coil spark plug boot and spring, require
replacement at 100,000 kilometre service intervals. The
spark plugs, featuring a J-gap and a conical seat, do not
require inspection between services, and must not be re-
gapped.
Individual pencil-type ignition coils, one for each cylinder, are
mounted in the centre of the camshaft covers, and have
short boots connecting the coils directly to the spark plugs.
The pencil coil makes use of the space available in the spark
plug cavity in the cylinder head and camshaft cover. As a
pencil coil is always mounted directly on to the spark plug,
no high-tension ignition leads are required, further enhancing
reliability.

Figure 6C1-1 – 38
Pencil coils operate similarly to other compact coils, however
due to their shape, the structure differs considerably.
The central rod core (1) consists of laminations of varying
widths, stacked in packs that are nearly spherical. A yoke
plate (2), made from layered electrical sheet steel, provides
the magnetic circuit. The primary winding (3) is located
around the secondary winding (4), which supports the core.
A printed circuit board, or driver module, (5) is located at the
top of the coil and controls the firing of the coil based on
input from the ECM.
The ECM is responsible for maintaining correct spark timing
and dwell for all driving conditions. The ECM calculates the
optimum spark parameters from information received from
the various sensors, and triggers the appropriate ignition
module which then operates the coil.
The ignition coil / modules are supplied with the following
circuits:
• Ignition feed circuit.
• Ground circuit.
• Ignition control circuit.
• Reference low circuit.

Figure 6C1-1 – 39

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Charging System – V6 Page 6D1-1-10

3 Minor Service Operations
3.1 Safety Precautions
Observe the following precautions. Failure to observe these precautions will result in serious damage to the generator.
• Only use the generator and voltage regulator in a negative ground system.
• Always refer to 1.2 W ARNING, CAUTION and NOTES before disconnecting the battery.
• W hen installing a battery, fit the positive (+) cable to the battery before fitting the negative cable.
• W hen a slave battery is used for starting purposes, ensure that both batteries are connected in parallel. That is,
positive terminals connected and negative terminals connected.
• Only use jumper leads that have surge protection.
• Disconnect both battery cables when charging the battery. This isolates the generator from the battery and from
the external charging equipment.
• Do not operate the generator within an open circuit or without a battery in the circuit.
• Do not disconnect the battery while the generator is running.
• Do not attempt to polarise the generator.
• Do not connect generator connector E-4 pin 1 to 12 V (the battery or ignition circuits).
• Some battery powered timing lights can produce high transient voltages when connected or disconnected.
Only disconnect or connect timing lights when the engine is switched off.

Ensure the generator connector E-4 pin 1 has
a maximum sinking current of 50mA.
3.2 Maintenance
Regular Checks
Check the following at regular intervals:
• generator terminals – for corrosion and loose connections,
• wiring – for continuity and damaged insulation,
• mounting bolts – for tightness,
• drive belt – for alignment and wear, and
• drive pulley – for damage and warping.
NOTE
The drive-belt adjustment for the engine
ancillaries (i.e. generator and water pump) is
provided by a spring-loaded tensioner. Therefore,
the drive belt does not require manual
adjustment.
Lubrication
High tolerance bearings are used in this generator. If the bearings are removed during the generator disassembly, new
bearings must be installed to restore the generator to original specification. The ball bearings supporting the rotor shaft
are pre-lubricated and sealed. Do not attempt to lubricate these during servicing.

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Starting System – V6 Page 6D1-2–15

3 Minor Service Operations
3.1 Safety Precautions
Observe the following precautions. Failure to observe these precautions can result in serious damage to components.
• Refer to 1.1 W ARNING, CAUTION and NOTES in this Service Information before disconnecting the battery.
• Use the starter motor on a negative ground system only.
• W hen installing a battery, attach the positive (+) cable to the battery first. Then attach the negative cable.
• W hen using a slave battery for starting purposes, ensure that both batteries are connected in parallel, that is.
positive to positive terminals and negative to negative terminals.
• Only use jumper leads that have surge protection.
3.2 Maintenance
Regular Checks
Check the following at regular intervals:
• Starter motor terminals – for corrosion and loose connectors.
• W iring – for damaged insulation.
• Mounting bolts – for tightness.
• Battery terminals – for clean and secure connections.
3.3 On-Vehicle Testing
NOTE
The battery must be fully charged and in
serviceable condition before beginning these
tests, refer to 8A Electrical Body and Chassis.

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7A3-10 ON-VEHICLE SERVICE (AW30–40LE)
Measure Stall Speed
1. Chock the four wheels.
2. Mount an engine tachometer.
3. Fully apply the parking brake.
4. Step down strongly on the brake pedal with your left foot. (Keep the state until the test is completed)
5. Start the engine.
6. Turn off the A/C.
7. Select into the “D" position. Step all the way down on the accelerator pedal with your right foot. Quickl
y
record the highest speed as soon as the engine
speed gets stabilized.
8. Select into the “N” position and maintain the engine
idling condition more than 1 minute.
Stall speed: 2300 ±
±±
±
200 rpm *
* Ambient temperature to be between roughly 10 °C
(50 °F) and 40 °C (104 °F).
Evaluation
1. If the engine speed is the same for both positions
but lower than the specified value:
• Engine output is insufficient.
• Stator one-way clutch is not operating properly.
NOTE: If more than 600 rpm below the specified value,
the torque converter could be faulty.
2. If the stall speed in “D" position is higher than
specified:
• Line pressure too low
• Forward clutch slipping
• No.2 one-way clutch not operating properly
3. If the stall speed in “R" position is higher than
specified:
• Line pressure too low
• Direct clutch slipping
• No.3 brake slipping
4. If the stall speed in the “R" and “D" positions are
higher than specified:
• Line pressure too low
• Improper fluid level

Time Lag Test



F07RY00003
If the shift lever is shifted while the engine is idling,
there will be a certain time elapse or lag before the
shock can be felt. This is used for checking the
condition of the forward clutch, direct clutch, No.3
brake, and No.2 one-way clutch.
NOTE:
1. Perform the test at normal operating fluid
temperature (50 – 80 °C or 122 – 176 °F)
2. Be sure to allow one minute interval between tests.
3. Make three measurements and take the average value.




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