transfer case ISUZU KB P190 2007 Workshop User Guide

6E-350 ENGINE CONTROL SYSTEM (4JK1/4JJ1)
• The hardware key is plugged into the computerport.
• Vehicle system voltage: - There are no charging system concerns. Allcharging system concerns must be repaired
before programming the ECM.
- The battery voltage is greater than 12 volts but less than 16 volts. The battery must be fully
charged before programming the ECM.
- A battery charger is NOT connected to the vehicles battery. Incorrect system voltage or
voltage fluctuations from a battery charger may
cause programming failure or ECM damage.
- Turn OFF or disable any system that may put a load on the vehicles battery. Turn OFF or
disable systems such as:
◊ Heating, ventilation, and air conditioning
(HVAC) systems
◊ Headlights
◊ Room lights
◊ Accessory equipment
• The ignition switch is in the proper position. The scan tool prompts you to turn ON the ignition, with
the engine OFF. DO NOT change the position of
the ignition switch during the programming
procedure unless instructed to do so.
• All tool connections are secure: - The RS-232 cable
- The connection at the DLC
- The voltage supply circuits
• DO NOT disturb the tool harnesses while programming. If an interruption occurs during the
programming procedure, programming failure or
ECM damage may occur.
• If you are performing the Pass-Thru programming procedure using a notebook computer without the
power cord, ensure that the internal battery is fully
charged.
Service Programming System (SPS)
(Remote Procedure)
Notice: Some module will not accept SPS remote
procedure using 10MB PCMCIA card. In such case,
use 32MB PCMCIA card or SPS pass-thru procedure.
The Remote SPS method is a three-step process that
involves the following procedures:
1. Connecting the scan tool to the vehicle and obtaining the information from the ECM.
2. Connecting the scan tool to the terminal and downloading a new calibration file from the
terminal into the scan tool memory.
3. Reconnecting the scan tool to the vehicle and uploading the new calibration file into the ECM. Performing the Remote Procedure
1. Connect a scan tool to the vehicle and obtain the ECM information using the following procedure:
Notice: Ensure the ECM is installed in the vehicle and
the battery is fully charged before programming.
a. Install a scan tool.
b. Turn ON the ignition, with the engine OFF.
c. Select Service Programming System (SPS) > Request Info.
d. If there is already stored in the scan tool, the existing data is displayed on the screen. The
scan tool asks user to keep existing data "Keep
Data" or "Continue" to request new vehicle
information from the ECM. If there is no data in
the scan tool, it will immediately start vehicle
identification.
e. Select the vehicle description by following the on-screen instructions based on stamped VIN
or affixed VIN plate on the vehicle.
f. During obtaining information, the scan tool is receiving information from all modules at the
same time. But only ECM information is
displayed on the screen.
g. Turn OFF all accessories and press "Okay".
h. Verify that the correct VIN is displayed on the scan tool. If the VIN is incorrect or no VIN,
record the correct VIN.
2. Turn OFF the ignition.
3. Turn OFF the scan tool and disconnect from the vehicle.
4. Transfer the data from the terminal to the scan tool using the following procedure:
Notice: The TIS supports service programming with
the Tech 2 scan tool only.
a. Connect the scan tool to the terminal.
b. Launch the TIS application.
c. Select the Service Programming System at the main screen.
d. Highlight the following information on the Select Diagnostic Tool and Programming Process
screen, then click "Next".
• Select Diagnostic Tool - Tech 2
• Select Programming Process - Identify whether an existing ECM is being
reprogrammed or an ECM is being replaced
with a new one
• Select ECU Location - Vehicle
e. Verify the connections on the Preparing for Communication screen, then click "Next".
f. Verify the VIN on the Validate Vehicle Identification Number (VIN) screen, then click
"Next".

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ISUZU KB P190 2007

ENGINE DRIVEABILITY AND EMISSIONS 6E–55
Low or high spark plug installation torque or improper
seating can result in the spark plug running too hot and
can cause excessive center electrode wear. The plug
and the cylinder head seats must be in good contact for
proper heat transfer and spark plug cooling. Dirty or
damaged threads in the head or on the spark plug can
keep it from seating even though the proper torque is
applied. Once spark plugs are properly seated, tighten
them to the torque shown in the Specifications Table.
Low torque may result in poor contact of the seats due
to a loose spark plug. Over tightening may cause the
spark plug shell to be stretched and will result in poor
contact between the seats. In extreme cases, exhaust
blow-by and damage beyond simple gap wear may
occur.
Cracked or broken insulators may be the result of
improper installation, damage during spark plug re-
gapping, or heat shock to the insulator material. Upper
insulators can be broken when a poorly fitting tool is
used during installation or removal, when the spark plug
is hit from the outside, or is dropped on a hard surface.
Cracks in the upper insulator may be inside the shell
and not visible. Also, the breakage may not cause
problems until oil or moisture penetrates the crack later. A broken or cracked lower insulator tip (around the
center electrode) may result from damage during re-
gapping or from “heat shock” (spark plug suddenly
operating too hot).
• Damage during re-gapping can happen if the gapping tool is pushed against the center electrode or the
insulator around it, causing the insulator to crack.
When re-gapping a spark plug, make the adjustment
by bending only the ground side terminal, keeping the
tool clear of other parts.
• “Heat shock” breakage in the lower insulator tip generally occurs during several engine operating
conditions (high speeds or heavy loading) and may
be caused by over-advanced timing or low grade
fuels. Heat shock refers to a rapid increase in the tip
temperature that causes the insulator material to
crack.
Spark plugs with less than the recommended amount of
service can sometimes be cleaned and re-gapped, then

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ISUZU KB P190 2007

Engine Mechanical – V6 Page 6A1–189

28 Remove the centre exhaust pipe (1), refer to 6F
Exhaust System - V6 - V6.

Figure 6A1 – 327
29 Disconnect the two post-catalytic converter oxygen sensor wiring harness connectors, 1 each bank.


Figure 6A1 – 328
30 Disconnect the two pre-catalytic converter oxygen sensor wiring harness connectors, 1 each bank.
31 Remove the front exhaust flange nuts, three each bank.
32 Remove the front left-hand exhaust pipe from the rubber mount.

33 Remove the front exhaust pipes from the vehicle, for further information, refer to 6F Exhaust System - V6.
Figure 6A1 – 329
34 Remove the transfer case from the vehicle (4W D Only), refer to 7D Transfer Case and Adaptor Housing.

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Engine Mechanical – V6 Page 6A1–230

9 Measure the main bearing and crankpin journals for
out-of-round using the following procedure:
a Using an outside micrometer, measure the journal at the extreme front and rear locations
on the journal. Call these points A and B.
b Measure the journal in two new locations exactly 90 degrees from the first points. Call
these points C and D.
c Subtract A from C and B from D. The differences will indicate journal out-of-round.
d The out-of-round should not exceed 0.004 mm maximum.
e If the journals are worn beyond the specifications, the crankshaft may be ground
0.25 mm. There is only one size of oversized
crankshaft and connecting rod bearings
available for service.
10 Measure the main bearing and crankpin journals for taper using the following procedure:
a Using an outside micrometer, measure the journal at the extreme front (A) and rear (B) of
the journal parallel to the crankshaft centreline.
b Subtract the smallest from the largest measurement. The result will be the journal
taper.
c If the main bearing journal taper exceeds 0.004 mm, replace the crankshaft.
d If the journals are worn beyond the specifications, the crankshaft may be ground
0.25 mm. There is only one size of oversized
crankshaft and connecting rod bearings
available for service.
Figure 6A1 – 425


Reinstall
Crankshaft Bearing Installation Procedure
CAUTION
If the crankshaft bearings have been used in
a running engine, replace them with new
crankshaft bearings for reassembly.
1 Clean the crankcase crank bore with a lint-free cloth.
2 Clean all the oil from the backside of new bearing halves.
3 Install the new upper crankshaft bearings into position. The thrust bearing (1) belongs in the number
3 journal(2). Ensure the upper bearing insert contains
the oil transfer hole and groove. Roll the bearing into
position so the lock tang engages the crank slot. The
bearing must fit flush with the upper crankcase.
Figure 6A1 – 426

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ISUZU KB P190 2007

Engine Mechanical – V6 Page 6A1–244
Page 6A1–244
28 Remove the centre exhaust pipe (1), refer to
Section 6F Exhaust System - V6 .


Figure 6A1 – 417
29 Disconnect the two post-catalytic converter oxygen sensor wiring harness connectors, 1 each bank.



Figure 6A1 – 418
30 Disconnect the two pre-catalytic converter oxygen sensor wiring harness connectors, 1 each bank.
31 Remove the front exhaust flange nuts, three each bank.
32 Remove the front left-hand exhaust pipe from the rubber mount.

33 Remove the front exhaust pipes from the vehicle, for further information, refer to Section 6F Exhaust
System - V6 .

Figure 6A1 – 419
34 Remove the transfer case from t he vehicle (4WD Only), refer to Section 7D Transfer Case and Adaptor Housing .

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ISUZU KB P190 2007

Engine Mechanical – V6 Page 6A1–288
Page 6A1–288
9 Measure the main bearing and crankpin journals for
out-of-round using the following procedure:
a Using an outside micr ometer, measure the
journal at the extreme front and rear locations
on the journal. Call these points A and B.
b Measure the journal in two new locations exactly 90 degrees from the first points. Call
these points C and D.
c Subtract A from C and B from D. The differences will indicate journal out-of-round.
d The out-of-round shoul d not exceed 0.004 mm
maximum.
e If the journals are worn beyond the specifications, the crankshaft may be ground
0.25 mm. There is only one size of oversized
crankshaft and connecting rod bearings
available for service.
10 Measure the main bearing and crankpin journals for taper using the following procedure:
a Using an outside micr ometer, measure the
journal at the extreme fr ont (A) and rear (B) of
the journal parallel to t he crankshaft centreline.
b Subtract the smallest from the largest measurement. The result will be the journal
taper.
c If the main bearing journal taper exceeds 0.004 mm, replace the crankshaft.
d If the journals are worn beyond the specifications, the crankshaft may be ground
0.25 mm. There is only one size of oversized
crankshaft and connecting rod bearings
available for service.

Figure 6A1 – 515
Reinstall
Crankshaft Bearing Installation Procedure
CAUTION
If the crankshaft bearings have been used in
a running engine, replace them with new
crankshaft bearings for reassembly.
1 Clean the crankcase crank bore with a lint-free cloth.
2 Clean all the oil from the backside of new bearing halves.
3 Install the new upper crankshaft bearings into position. The thrust beari ng (1) belongs in the number
3 journal(2). Ensure the upper bearing insert contains
the oil transfer hole and groove. Roll the bearing into
position so the lock tang engages the crank slot. The
bearing must fit flush with the upper crankcase.

Figure 6A1 – 516

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ISUZU KB P190 2007

Engine Management – V6 – Service Operations Page 6C1-3–52

Oil Fouled (3)
W et, oily deposits with minor electrode wear possibly due to oil leaking past worn piston rings.
Breaking in a new or recently overhauled engine before the rings are fully seated may also result in this condition.
Deposit Fouling A (4)
Red brown, yellow and white coloured coatings on the insulator tip which are by-products of combustion. They come
from fuel and lubricating oil which generally contain additives. Most powdery deposits have no adverse effect on spark
plug operation, however, they may cause intermittent missing under severe operating conditions.
Deposit Fouling B (5)
Deposits similar to those identified in deposit fouling A (4). These are also by-products of combustion from fuel and
lubricating oil. Excessive valve stem clearances and / or defective intake valve seals allow too much oil to enter the
combustion chamber. The deposits will accumulate on the portion of the spark plug that projects into the chamber and
will be heaviest on the side facing the intake valve. If this condition is only detected in one or two cylinders, check the
valve stem seals.
Deposit Fouling C (6)
Most powdery deposits identified in deposit fouling A (4) have no adverse effect on the operation of the spark plug as
long as they remain powdery.
Under certain conditions of operation however, these deposits melt and form a shiny glaze coating on the insulator.
W hen hot, this acts as a good electrical conductor allowing the current to flow along the deposit instead of sparking
across the gap.
Detonation (7)
Commonly referred to as engine knock or pinging, detonation causes severe shocks inside the combustion chamber
causing damage to parts.
Pre-ignition (8)
Burnt or blistered insulator tip and badly eroded electrodes probably due to the excessive heat.
This is often caused by a cooling system blockage, sticking valves, improperly installed spark plugs or plugs that are the
wrong heat rating (too hot).
Sustained high speed with a heavy load can produce temperatures high enough to cause pre-ignition.
Heat Shock Failure (9)
A rapid increase in spark plug tip temperature under severe operating conditions can cause heat shock and result in
fractured insulators. This is a common cause of broken and cracked insulator tips.
Insufficient Installation Torque (10)
Poor contact between the spark plug and the cylinder head seat.
The lack of proper heat transfer that results from poor seat contact causes overheating of the spark plug. In many cases,
severe damage occurs. Dirty threads in the cylinder head can cause the plug to seize before it is seated.
Ensure the cylinder head and spark plug threads are free of deposits, burrs and scale before installation.

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SECTION 7
TRANSMISSION
TA BLE OF CONTENTS
TRANSMISSION 7
A UTO MATIC TR ANS MISSIO N 4 L 60 E
TRANSMISSION AW30-40LE MODEL
TRANSMISSION JR405E MODEL
MANUAL TRANSMISSION MSG MUA MUX MODELS
CLUTCH
TRANSFER CASE
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ISUZU KB P190 2007

Automatic Transmission – 4L60E – On-vehicle Servicing Page 7C4–3
1 General Information
This Section describes the removal and reinstallation procedures of the four speed 4L60E hydra-matic automatic
transmission as well as the service operations which can be performed with the transmission still fitted to the vehicle.
1.1 General Service Information
Description
The shift selector mechanism is linked to the transmission manual shaft with a selector cable. A heat protector is fitted
over the neutral start and back-up switch and manual shaft select lever.
For rear wheel drive (RWD) vehicles an extension housing is fitted to the rear of the transmission case.
Four wheel drive (4W D) vehicles have an adaptor housing and transfer case fitted to the rear of the transmission case,
for description and service operation refer to 7D Transfer Case and Adaptor Housing.
The four speed 4L60E hydra-matic automatic transmission is fitted with a filler tube, a breather hose and a vent pipe for
hot fluid overflow.
The transmission fluid is driven through a cooler within the radiator via the cooler line/hose assemblies to maintain
normal operating temperature.
Service Information

Throughout the service operations within this
Section, when handling retaining clips, using
compressed air or cleaning fluids, wear safety
equipment to avoid personal injury.
Refer to 7C1 Automatic Transmission – 4L60E – General Information for the following:
• information relating to mechanical and electrical operations,
• abbreviations, transmission specifications, special tools and torque wrench specifications,
• servicing, cleaning and inspection procedure recommendations.
It is essential to read and understand the General Information, W arnings, Cautions and Service Notes contained in that
same Section, before any service operation is performed on the four speed 4L60E hydra-matic automatic transmission or
any associated components.
Failure to comply with the procedures and service notes can affect the reliable and efficient operation of this automatic
transmission.
1.2 WARNINGS, CAUTIONS and NOTES
This Section contains various W ARNINGS, CAUTIONS and NOTE statements that you must observe carefully to reduce
the risk of death or injury during service, repair procedures or vehicle operation. Incorrect service or repair procedures
may damage the vehicle or cause operational faults. W ARNINGS, CAUTION and NOTE statements are not exhaustive.
GM HOLDEN LTD can not possibly warn of all 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 W ARNING, CAUTION and NOTE
statements. GM 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 recommended manner. W ARNING, CAUTION and NOTE statements are
designed to help prevent these hazards from occurring, but not all hazards can be foreseen.

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Automatic Transmission – 4L60E – On-vehicle Servicing Page 7C4–18

Ensure the four wheels are off the ground
before performing the starting test.
4 W ith the ignition switched to the ON position, check if the engine can only be started in the Park and Neutral shift selector positions and ensure the back-up lamps illuminate when Reverse is selected. A further minor adjustment
may be required to achieve this state.
NOTE
To gain access to the rear attaching screw (11) it
will be necessary to remove the connector.
5 After the switch has been adjusted, tighten the rear attaching screw (11) to the correct torque specification. Neutral start and back-up lamp switch
attaching screw torque specification .................. 25.0 Nm
6 Reinstall the connector and the CPA securing pin.
7 Remove the switch front attaching screw (1).
8 Install the heat shield (3) and tighten the attaching screws (1 and 2) to the correct torque specification.
Heat shield front attaching screw
torque specification ............................................ 25.0 Nm
Heat shield rear attaching screw torque specification ..............................................9.0 Nm
9 Lower the vehicle to the ground and re-check the operation of the neutral start and back-up lamp switch. The vehicle must start only with the shift selector in the Park or Neutral positions and the back-up lamps should only
illuminate when Reverse is selected.
3.5 Vehicle Speed Sensor
NOTE
For the speed sensor fitted to four wheel drive
vehicles (4WD), refer to 7D Transfer Case and
Adaptor Housing.
Remove
1 Raise the vehicle and support in a safe manner, refer
to 0A General Information for the location of support
points.
2 Disconnect connector (1) from the vehicle speed sensor (2).
3 Remove the bolt (3) attaching the speed sensor to the transmission extension housing.
4 With a pulling and turning motion, remove the speed sensor and O-ring seal (4) from the transmission
extension housing, discard the O-ring.
Figure 7C4 – 15

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