fuse ISUZU KB P190 2007 Workshop Repair Manual

Engine Mechanical – V6 Page 6A1–60
Page 6A1–60
Drive Belt Vibration
Definition
Accessory drive belt vibration can be defined as a drive belt that jumps, shakes or rattles. Accessory drive belt vibration
is usually indicated by one of the following:
• the vibration is engine speed related, or
• the vibration is sensitive to accessory drive system load.
Diagnostic Aids
The accessory drive components such as the A/C compre ssor or generator can have an affect on engine vibration.
To aid in locating which component is causing the vibration, vary the load to each accessory drive component in turn and
note the effect it has on the vibration if any.
Test Description
The numbers below refer to steps in the diagnostic table.
2 Confirms the symptom exists at the time of di agnosis. Other vehicle components may be causing the noise.
3 Confirms the accessory drive belt is the cause of the noise. Drive belt rumbling is often confused with an internal
engine noise due to the similarity in the description. Removing the drive belt and operating the engine briefly will
confirm whether or not the noise is related to the drive belt.
CAUTION
When running the engine with the accessory
drive belt removed, the coolant pump will not
be operating and the engine may overheat if
left unsupervised even for a short period.
NOTE
There may also be a number of DTCs set when
running the engine with the accessory drive belt
removed.
4 The drive belt may cause a vibration. Inspecting the drive belt is considerably easier while the drive belt is
removed.
6 Inspecting the fasteners can eliminate the possibility that an inco rrect fastener has been installed.
8 This step should only be performed if t he coolant pump is driven by the drive belt. Inspect the coolant pump for a
bent shaft. Also inspect the coolant pump bearings for smooth operation and excessive play. Compare the coolant
pump with a known good pump.
9 Accessory drive component brackets that are bent, cra cked or loose may put extra strain on the accessory
component causing it to vibrate.
Diagnostic Table
Step Action Yes No
1
Did you review the information provided in 2.2 Symptoms, and
perform the required inspections. Go to Step 2 Go to
2.2 Symptoms
2 Confirm the customer compla int. Is there a rumbling noise?
Go to Step 3 Refer to Diagnostic
Aids in this Section
3 1 Remove the drive belt, refer to 3.5 Accessory Drive Belt.
2 Operate the engine for no more than 40 seconds.
Does the vibration noise still exist? Accessory drive
system OK.
Go to 4.2
Symptoms, and
restart the diagnosis Go to Step 4
4 Inspect the accessory drive belt for damage, wear, debris build-up or
sections of missing ribs.
Did you find any damage, wear, debris build-up or missing ribs? Go to Step 5 Go to Step 6
5 Install a new accessory drive belt, refer to 3.5 Accessory Drive Belt.
Did you replace the accessory drive belt? Go to Step 10 —

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Engine Cooling – V6 Engine Page 6B1–8

Cooling Fan and Shroud Assembly

Figure 6B1 – 3
Legend
1 Fan Harness Connector
2 Fan Shroud
3 Radiator
4 Fan Shroud Upper Support 5 Oil Cooler, Upper Line Connection (Auto Trans Only)
6 Fan Shroud Lower Support
7 Oil Cooler, Lower Line Connection (Auto Trans Only)
8 Radiator Drain Tap
9 Fan Motor
Fan Motor
W hen the Standard Cooling Fan System is fitted to the HFV6 engine, the fan motor is 12 Volt and variable-speed. The
internal construction of the fan motor consists of two brushes and two permanent magnets. A three-wire pigtail harness is
permanently connected to the motor and is attached to the polypropylene fan shroud by integral clips moulded as part of
the fan shroud.
The enclosed fan motor housing is constructed of yellow zinc coated steel. A drain hole is located in the bottom of the
housing to allow for breathing and draining of any moisture ingress.
The fan motor rotates in an anticlockwise direction when viewed from the fan motor side.
The motor is rated at 400 W atts and drives a (500 mm) diameter fan blade at approximately 2,400 ± 240 rpm at high
speed (stage 4).
The fan and motor is balanced as a unit and the fan blade must not be separated from the motor. The fan motor and
blade are serviced only as an assembled unit. However, it should be noted that the central nut attaching the fan blade to
the motor shaft has a left-hand thread.
Fan Operation
On vehicles with HFV6 engines, the engine cooling fan motor has three terminals; one positive and one negative and
one the drive signal from the ECM. The positive terminal is permanently connected to battery voltage, via fuse SBF –3.
The cooling fan operation is enabled when the ECM via connector C – 56, pin 20 supplies a duty signal which varies
dependant on the engine temperature, vehicle speed, A/C request (where fitted) and A/C system pressure, the speed
varies from low speed (Stage 1) up to high speed (Stage 4). Refer to 6C1 – 1 Engine management general information.

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Fuel System – V6 Page 6C – 9


A small amount of fuel may be released when
connecting the fuel pressure gauge to the fuel
pressure test point. Cover the fittings with a
shop towel to absorb any fuel spillage before
connecting the fuel pressure gauge. After the
fuel pressure test procedure, place the soiled
towel in an approved container for disposal.
3 At the fuel pressure test point, remove the Schrader valve sealing cap.
4 Connect the fuel pressure gauge (1) (tool No. J 34730–1A) to the fuel gauge Schrader fitting
adapter (2) (tool No. AU453), then install to the fuel
pressure test port (3). W rap a shop towel around the
fitting while connecting the fuel pressure gauge to
avoid and/or capture any fuel spillage.
5 Route the bleed hose of the fuel gauge into an approved fuel container.


Figure 6C – 5

After connecting the fuel pressure gauge and
pressurising the fuel system, inspect for fuel
leaks at the fuel pressure gauge and the fuel
pressure test point.
6 Either: Using Tech 2, enable the fuel pump to pressurise the fuel system, refer to 0C Tech 2. Inspect for fuel leaks at the
fuel pressure gauge and fuel pressure test point, then bleed the air from the fuel pressure gauge.
or: Reinstall the fuel pump relay and fuel pump fuse, then open the fuel gauge bleed valve (4) to bleed the air from the
fuel pressure gauge, refer to Figure 6C – 5.
7 Remove and place the soiled shop towel in an approved container.
Test
1 Start the engine and record the fuel pressure.
2 Turn the ignition switch off.
3 If required, perform any tests and/or diagnostic procedures:
• For the fuel system leak test, refer to 3.3 Fuel Leak Test.
• For the fuel injector leak-down test (for vehicles fitted with a V6 engine, refer to 6C1-3 Engine Management –
V6 – Service Operations.
4 Depressurise the fuel system, refer to 3.4 Fuel System Depressurisation.
Removal
1 Turn the ignition switch off.
2 Depressurise the fuel system, refer to 3.4 Fuel System Depressurisation.

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Fuel System – V6 Page 6C – 11


Figure 6C – 6
5 Replace any faulty components and repeat step 2 to step 5 inclusive.
6 Replace all engine components removed to perform the fuel leak test, refer to 6C1-3 Engine Management – V6 – Service Operations.
3.4 Fuel System Depressurisation

To reduce the risk of fire or personal injury,
depressurise the fuel system before servicing
any fuel system components.
1 Turn the ignition switch off.
2 Remove the fuel pump fuse and fuel pump relay, refer to 8A Electrical Body and Chassis.
3 Loosen the fuel filler cap to relieve the fuel tank vapour pressure.
4 W ith the throttle closed, crank the engine.
NOTE
The engine may start and operate until the fuel
remaining in the fuel delivery system depletes.
5 W hen the engine stops, crank the engine for another 10 seconds to ensure the fuel feed line pressure has been fully relieved.
6 Clean the area around the fuel pressure test point.

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Fuel System – V6 Page 6C – 12


A small amount of fuel may be released when
pressing on the Schrader valve. Cover the
fitting with a shop towel to absorb any fuel
spillage before removing the Schrader valve
sealing cap. Place the soiled towel in an
approved container for disposal.
7 At the fuel pressure test point (2), remove the Schrader valve sealing cap (1), refer to Figure 6C – 7.

Figure 6C – 7
Legend
1 Schrader Valve Sealing Cap
2 Pressure Test Point 3 Schrader Valve

Wear safety glasses when performing the fuel
pressure relief procedure.
8 Place a shop towel around the Schrader valve to soak up the expelled petrol.
9 Use a small screwdriver to press the Schrader valve down (3).
10 Remove the soiled shop towel and place in an approved container.
Repressurise
1 Reinstall the fuel pump relay and fuel pump fuse.
2 Perform the following procedure to inspect for leaks at the fuel pressure test point: a Turn the ignition switch on for two seconds.
b Turn the ignition switch off for 10 seconds.
c Turn the ignition switch on.
d Check for leaks at the fuel pressure test point.
3 Tighten the fuel filler cap.
4 Start the engine and recheck for leaks.
5 Reinstall the Schrader valve sealing cap.

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Engine Management – V6 – General Information Page 6C1-1–3

1 General Information

The V6 engine management system
incorporates functions and components that
could cause personal injury or vehicle
damage. Refer to 6C1-2 Engine Management –
V6 – Diagnostics, and 6C1-3 Engine
Management – V6 – Service Operations,
before attempting any diagnosis or repairs.
1.1 Introduction
The V6 engine management system is designed to improve engine performance and increase vehicle safety while
meeting the stringent Euro 3 vehicle emission standard. This is achieved by the introduction of the following engine
management sub-systems and components:
• Throttle actuator control (TAC) System – the TAC system allows the engine control module (ECM) to electronically
control the throttle plate opening eliminating the need for the following components:
• mechanical link between the throttle plate and accelerator pedal,
• cruise control module, and
• idle air control motor.
Refer to 3.5 Throttle Actuator Control System for details of the TAC System operation and to 3.6 Cruise Control System for details of the cruise control operation.
This feature results in improved driveability, better fuel economy and emission control.
• W ide band heated oxygen sensor provides a more accurate measurement of the oxygen concentration in the
exhaust gas. Refer to 4.14 Heated Oxygen Sensors.
• Dual spray fuel injectors are now used. The use of this spray pattern is used in engines with two intake valves per
cylinder. The dual spray is achieved by having two openings in the spray orifice disc that are arranged in such a
way that two fuel sprays result, being aimed at each intake valve port. Refer to 4.12 Fuel Injectors.
• Pencil Coil – allows the ignition coil to be fitted directly on the spark plug eliminating the need for spark plug wires.
Refer to 4.15 Ignition Coil and Spark Plug.
The engine management system has a self diagnostic capability, as well as connections to enable diagnosis of faults. If
the ECM recognises operational problems it can alert the driver via the malfunction indicator lamp (MIL) in the instrument
cluster. The ECM also interfaces with other systems in the vehicle as required.
For further information on the air-conditioning system refer to 2A Heater and Air-conditioning,
For the location of fuses, fusible links and relays, refer to 8A Electrical-Body and Chassis.
1.2 Emission Control
ADR 79/01 Emissions Standards
MY2006 I190 Rodeo has been configured to comply with Australian Design Rule 79/01, that adopts the technical
requirements of the European Council Directive 98/69/EC. Commonly referred to as “Euro 3”, the new legislation
modifies the exhaust emissions, compared to the existing ADR 37/01 (or ‘Euro 2’) vehicle emissions standards.
Australian Design Rule 79/01 implements the 'Euro 3' exhaust and evaporative emissions requirements for petrol fuelled
passenger cars, forward control vehicles and passenger off-road vehicles with a gross vehicle mass (GVM) up to 3.5
tonnes. All new vehicles within these categories and first registered from January 1, 2006 must comply with ADR 79/01.
The next table shows a comparison between the existing ADR 37/01 (‘Euro 2’) and ADR 79/01 (‘Euro 3’) Hydrocarbons
Carbon
Monoxide (g/km) Exhaust
(g/km) Evaporative
(g/test) Oxides of Nitrogen
(g/km) Particulate
Matter (g/test)

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Engine Management – V6 – General Information Page 6C1-1–35

5 Abbreviations and Glossary of
Te r m s
Abbreviations and terms used in this Section are listed below in alphabetical order with an explanation of the
abbreviation or term.
Abbreviation Description
A/C Air-conditioning
AC Alternating Current – An electrical current where the polarity is constantly changing between positive and
negative
A/F Air / Fuel (A/F Ratio)
Analogue Signal An electrical signal that constantly varies in voltage within a given parameter
Barometric Pressure Barometric absolute pressure (atmospheric pressure)
CAN Controller Area Network – A type of serial data for communication between electronic devices.
Catalytic Converter
A muffler-shaped device fitted in the exhaust system, usually close to the engine. Through chemical reaction,
a catalytic converter converts harmful gases produced by the combustion process such as HC, CO, and NOx,
into environmentally safe water vapour, carbon dioxide, and nitrogen.
CKT Circuit
Closed Loop A fuel control mode of operation that uses the signal from the exhaust oxygen sensor(s), to control the air / fuel
ratio precisely at a 14.7 to 1 ratio. This allows maximum efficiency of the catalytic converter.
CO Carbon Monoxide. One of the gases produced by the engine combustion process.
DC Direct Current
Digital Signal An electrical signal that is either on or off.
DLC
Data Link Connector. Used at the assembly plant to evaluate the engine management system. For service, it
allows the use of Tech 2 in performing system checks.
DLC Data Stream An output from the ECM initiated by Tech 2 and transmitted via the Data Link Connector(DLC).
DMM (10 M Ω) Digital Multimeter. A multipurpose meter that has capability of measuring voltage, current flow and resistance.
A digital multimeter has an input impedance of 10 M Ω (megohms), which means they draw very little power
from the device under test, they are very accurate and will not damage delicate electronic components
Driver An electronic device, usually a power transistor, that operates as an electrical switch.
DTC
Diagnostic Trouble Code. If a fault occurs in the engine management system, the ECM may set a four digit
diagnostic trouble code (DTC) which represents the fault condition. Tech 2 is used to interface with the ECM
and access the DTC(s). The ECM may also operate the malfunction indicator lamp in the instrument cluster.
Duty Cycle The time, in percentage, that a circuit is on versus off.
ECT Sensor
Engine Coolant Temperature sensor. A device that provides a variable voltage to the ECM based on the
temperature of the engine coolant.
EEPROM Electrically Erasable Programmable Read Only Memory. A type of read only memory (ROM) that can be
electrically programmed, erased and reprogrammed using Tech 2. Also referred to as Flash Memory
EMI or Electrical
Noise An unwanted signal interfering with a required signal. A common example is the effect of high voltage power
lines on an AM radio.
Engine Braking A condition where the engine is used to slow the vehicle on closed throttle or low gear.
EPROM Erasable Programmable Read Only Memory. A type of Read Only Memory (ROM) that can be erased with
ultraviolet light and then reprogrammed.
ESD Electrostatic Discharge. The discharge of static electricity which has built up on an insulated material
EVAP
Evaporative emission control system. Used to prevent fuel vapours from the fuel tank from entering into the
atmosphere. The vapours are stored in a canister that contains an activated charcoal element. The fuel
vapours are purged from the canister into the manifold to be burned in the engine.
GM LAN General Motors Local Area Network - A type of serial data for communication between electronic devices.
Fuse
A thin metal strip which melts when excessive current flows through it, creating an open circuit and protecting
a circuit from damage.
HC Hydrocarbon. Result of unburned fuel produced by incomplete combustion.
Heavy Throttle Approximately 3/4 of accelerator pedal travel (75% throttle position)
IAT Sensor
Intake Air Temperature sensor. A device that provides a variable voltage to the ECM based on the
temperature of air entering the intake system.
Ideal Mixture The air / fuel ratio which provides the best performance, while maintaining maximum conversion of exhaust
emissions, typically 14.7 to 1 on spark ignition engines
IGN Ignition
Inputs Information from sensors (MAF, TP, etc.) and switches (A/C request, etc.) used by the ECM to determine how
to control its outputs.

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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 6C1-2–48

Additional Information
• Use the J 35616-B Connector Test Adapter Kit for any test that requires probing the ECM harness connector or a
component harness connector.
• Inspect the ignition coils for aftermarket devices. An aftermarket device connected to the ignition coil circuits, may
cause a condition with the ignition coils.
• For an intermittent fault condition, refer to 5.2 Intermittent Fault Conditions in this Section.
• To assist diagnosis, refer to 3 W iring Diagrams and Connector Charts in this Section, for the system wiring
diagram and connector charts.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
4 The ignition coils for each bank are fused separately. If a fuse opens or the ignition 1 voltage circuit opens between the fuse and the splice, all the ignition coils for one bank of the engine would be inoperative. If the ground
circuit opens at the engine block, the ignition coils would be inoperative for one bank of the engine.
5 This step tests for an open or a high resistance in the ignition 1 voltage circuit of the ignition coil. If the DMM does not display near battery voltage there is an open or a high resistance in the circuit.
6 This step determines if the ground circuit is open. If the circuit is open, the ignition coils would be inoperative for one bank of the engine.
7 This step determines if the ignition 1 voltage circuit is shorted to ground. If the fuse is open, the ignition coils would be inoperative for one bank of the engine.
Diagnostic Table
Step Action Value(s) Yes No
1
Has the Diagnostic System Check been performed? —
Go to Step 2 Refer to
4.4 Diagnostic System Check
2 W ere you sent here from DTC P0300 or P0301-P0306? —
Go to Step 3 Go to DTC P0300 or
DTC P0301 – P0306
3 1 Start the engine.
2 Allow the engine to reach operating temperature.
3 Operate the engine at 2,000 rpm.
4 Monitor all of the Misfire Current Counters with a scan tool. There are a total of 6 counters,
1 counter per cylinder.
Are any of the Misfire Current Counters incrementing? —
Go to Step 4 Go to
5.2 Intermittent Fault Conditions
4 Are all the misfire counters incrementing for one bank
of the engine? —
Go to Step 7 Go to Step 5
5 1 Ignition OFF.
2 Disconnect the appropriate ignition coil.
3 Ignition ON, engine OFF.
4 Connect a test lamp between the battery voltage circuit of the ignition coil and a good ground.
5 Measure the voltage between the probe of the test lamp and a good ground with a DMM. Refer
to 8A Electrical - Body and Chassis for the
procedure to measure voltage drop.
Is the voltage at the specified value? B+
Go to Step 6 Go to Step 9

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Engine Management – V6 – Diagnostics Page 6C1-2–49

6 1 Connect the test lamp between the battery
voltage circuit of the ignition coil and to each
ground circuit of the ignition coil.
Does the test lamp illuminate at each ground circuit? —
Go to Step 8 Go to Step 10
7 1 Test the battery voltage circuit for an open or high
resistance at the splice of the affected bank of
ignition coils. Refer to 8A Electrical - Body and
Chassis for circuit testing procedures.
Did you find and correct the condition? —
Go to Step 12 Go to Step 10
8 1 Test for an intermittent and for a poor connection
at the ignition coil. Refer to 8A Electrical - Body
and Chassis for circuit testing procedures.
Did you find and correct the condition? —
Go to Step 12 Go to Step 11
9 NOTE
The battery voltage circuit is shared with
other components. Disconnecting a
component on the shared battery voltage
circuit may isolate a shorted component.
Review the electrical schematic and
diagnose the shared circuits and
components.
1 Repair a short to ground, an open or high resistance in the ignition 1 voltage circuit. Refer to
Refer to 8A Electrical - Body and Chassis for
wiring repair procedures.
2 Replace the fuse as necessary.
Did you complete the repair? —
Go to Step 12 —
10 1 Repair the open or high resistance in the ground
circuit. Refer to 8A Electrical - Body and Chassis
for wiring repair procedures.
Did you complete the repair? —
Go to Step 12 —
11 1 Replace the ignition coil. Refer to 2.15 Ignition
Coils, in 6C1-3 Engine Management – V6 –
Service Operations.
Did you complete the replacement? —
Go to Step 12 —
12 1 Connect all disconnected components.
2 Use Tech 2 to clear the DTC/s.
3 Start the engine.
4 Observe the Capture Info with Tech 2.
Do any of the misfire counters increment? —
Go to Step 2 Go to Step 13
13 1 Using Tech 2, select the DTC display function.
Does Tech 2 display any DTCs? — Go to the
appropriate DTC
Table in this Section System OK
When all diagnosis and repairs are completed, clear all DTCs and verify correct operation


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