engine mount ISUZU KB P190 2007 Workshop Repair Manual

Powertrain Interface Module – V6 Page 6E1–71

11 Service Operations
11.1 Safety and Precautionary Measures

The following safety and precautionary
measures must be followed when servicing
and diagnosing the powertrain interface
module (PIM) System. Otherwise, personal
injury and / or improper braking system
operation may occur:
• W hen using electric welding equipment, disconnect the wiring harness connector from the PIM.
• Never disconnect or reconnect the PIM wiring harness connector when the ignition is switched ON.
• Do not touch the PIM connector pins or soldered components on the PIM circuit board to prevent possible
Electrostatic Discharge damage.
• To avoid wiring connector terminal damage, always use suitable wiring harness test leads (such as those in Tool
No, J35616) when performing tests on the PIM wiring connector.
• The PIM is extremely sensitive to Electro Magnetic Interference (EMI). Ensure the PIM wiring harness is routed
correctly and securely fitted to mounting clips when performing service procedures.
• Due to the sensitive nature of the PIM circuitry, specific wiring repair procedures have been developed. These
procedures and instructions are detailed in 8A Electrical - Body and Chassis and are the only recommended and
approved wiring repair methods.
• Ensure that all wiring harness connectors are seated correctly.
• Never disconnect the battery from the vehicle electrical system while the engine is running.
• Always disconnect the battery from the vehicle electrical system before charging.
• Do not use a fast charger for starting the vehicle.
• Ensure the battery cable terminals are secure.
• Before installing a new PIM, ensure the correct type is fitted. Always refer to the latest spare parts information.
11.2 Powertrain Interface Module

Do not touch the powertrain interface module
pins as Electrostatic Discharge (ESD) damage
may result. For further information on ESD,
refer to 1.2 Warning Caution and Notes.

When replacing the PIM, the PIM must be
reset prior to removal. Failure to perform this
procedure will result in the inability to:
• Test the PIM for warranty purposes.
• Install the PIM into other vehicles.

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Exhaust System – V6 Page 6F – 3


The Catalytic converter can be damaged or
rendered ineffective, if:
• operated outside the limits of the closed
loop mixture control system
• the engine burns excessive amount of oil
• the exhaust temperature at the converter
is too high (exceeds 840°C).
The catalytic material is very sensitive to the effects of a rich or lean fuel mixture, which may cause the temperature of
the converter to rise rapidly. The catalytic converter normally operates at approximately 600 °C.
The catalytic converter is also sensitive to the use of leaded petrol. Using leaded fuel can cause deposits to form in the
converter, which restrict exhaust flow and prevent the catalyst from working. This will result in an increase in exhaust
backpressure and converter temperature.
NOTE
The use of unleaded petrol results in black
tailpipe deposits rather than the grey colour that
some people may normally associate with an
acceptable combustion condition. This black
colour resulting from the use of unleaded fuel
does not necessarily indicate a state of poor
engine tune. For V6 engines, Refer to: 6C1 – 1
Engine Management General Information.
Euro 3 Emissions Standards
The Euro 3 emissions standard is a European standard which aims at setting vehicle emissions targets to encourage
vehicle manufacturers to reduce harmful vehicle emissions such as Carbon Monoxide (CO), Hydrocarbons (HC) and the
various oxides of Nitrogen (NOx).

This vehicle is fitted with a supplemental
restraint system (SRS). Refer to section 9A
Restraints, in order to determine whether you
are performing service on or near the SRS
components or the SRS wiring.

Always use the correct fastener in the proper
location. When you replace a fastener, use
ONLY the exact part number for that
application. Isuzu will identify those fasteners
that require a replacement after removal and
fasteners that require thread lockers or thread
sealant. Unless otherwise specified, do not
use supplemental coatings (Paints, greases
or corrosion inhibitors) on thread fasteners or
fastener joints. Generally such coatings
adversely effect the fastener torque and the
joint clamping force, and may damage the
fastener. When you install fasteners, use the
correct tightening sequence and torque
specifications.


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Exhaust System – V6 Page 6F – 7

2 Front and Centre Exhaust Pipe

Figure 6F– 4
1 Front Exhaust Flange Nuts
2 Front O2 Sensor
3 Three Way Catalytic Converter RH side
4 Rear O2 Sensor
5 Three Way Catalytic Converter LH side 6 Front Exhaust Pipe Mounting Rubber
7 Centre Exhaust Flange Attaching Nuts
8 Centre Exhaust Pipe
9 Rear Exhaust Flange Nuts

Removal
1. Disconnect the battery ground cable.
2. Remove the suspension cross member, Refer to 7B1 Manual transmission.
3. Remove the two front torsion bar springs, Refer to 3C Suspension.
4. Disconnect the O2 sensor harness connectors (2 and 4), two each bank.
5. Remove the front exhaust flange attaching nuts (1), three each bank.
6. Remove the centre exhaust pipe flange nuts (7), two each bank.
7. Remove the centre exhaust pipes from the rubber mounts (6).
8. Remove the front left and right hand exhaust pipes from the vehicle.
9. Remove the two rear exhaust flange nuts and bolts (9).
10. Remove the centre exhaust pipe from the vehicle.
11. Remove the O2 sensors if required, Refer to 6C1 – 1 Engine Management General Info.


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Exhaust System – V6 Page 6F – 8

NOTE:
• Support the exhaust system at all times.

• Clean the threads of the attaching bolts, nuts,
studs and flanges with a suitable cleaning
solvent.
• Apply a high temperature anti-seize
compound to the manifold front pipe flange
joint studs, then align the flange over the
studs.
Reinstallation
1. Install any removed O2 sensors, Refer to 6C1 – 1 Engine Management General Info.
2. Position the centre exhaust pipe into location under the vehicle.
3. Install the two rear exhaust flange nuts and bolts (9).
4. Position the front exhaust pipes into location under the vehicle.
5. Install the centre exhaust pipes into the rubber mounts (6).
6. Install the exhaust flange fixing nuts (1), three each bank.
7. Install the rear exhaust pipe flange nuts (7), two each bank.
8. Reconnect the O2 sensor harness connectors (4), two each bank.
9. Install the two front torsion bar springs, Refer to 3C Suspension.
10. Install the suspension cross member, Refer to 7B1 Manual transmission.
11. Reconnect the battery ground cable.


O2 Sensor
tightening torque.....................................................50 Nm
Front Exhaust Flange Nuts
tightening torque.......................................40.0 – 60.0 Nm
Centre Exhaust Flange Nuts
tightening torque.....................................................43 Nm
Rear Exhaust Flange Nuts
tightening torque.....................................................43 Nm

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Automatic Transmission – 4L60E – General Information Page 7C1–9
3 Transmission Control Module
Operation Overview
3.1 Transmission Control Module
W ith the introduction of the new HFV6 engine, the powertrain architecture has been redesigned to accommodate this
introduction. W ith this design, a new bus architecture and protocol has also been introduced. The new bus connects the
following modules:
• engine control module (ECM),
• transmission control module (TCM),
• powertrain interface module (PIM) and
• ABS module.
The protocol used to communicate between these modules is called General Motors Local Area Network (GM LAN)
which is based on Controller Area Network (CAN) communication protocol. For further information on GM LAN protocol
and data bus structure, refer to 6E1 Powertrain Interface Module – V6.
Component Location
The TCM (1) is located under the instrument panel, it is attached to a bracket mounted to the firewall as shown in
Figure 7C1 – 2.
For the other components using the GM LAN databus, refer to 6E1 Powertrain Interface Module – V6.

Figure 7C1 – 2
Transmission Control Module Data Transfer
The TCM uses various information to control the shift of the transmission. Besides the direct inputs from the various
transmission sensors directly into the TCM, the TCM uses data from the GM LAN databus.
The inputs/outputs directly connected to the TCM from the transmission are:
• shift solenoids,
• torque converter clutch control,
• pressure control solenoid,
• transmission fluid temperature sensor and
• vehicle speed sensor.
Refer to 3.2 TCM Wiring Diagrams.
The transmission also receives inputs from the park/neutral position and back up lamp switch assembly.
The TCM needs other various data parameters to control the transmission correctly. These include throttle plate angle,
whether cruise control is engaged and active or not, engine RPM etc. These are provided to the TCM from the ECM via
serial data using GM LAN communication protocol.
The TCM also supplies information that is used by other components and systems within the vehicle such as the engine
control module (ECM) and instrument cluster. Any information that is required on the body side of the data bus (UART
protocol) is translated by the powertrain interface module (PIM). For further information on the data bus structure, the
PIM and its operation, refer to 6E1 Powertrain Interface Module – V6.

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Automatic Transmission – 4L60E – General Information Page 7C1–11
4 Transmission Definitions and
Abbreviations
The following definitions and abbreviations are provided to establish a common language and assist the user in
describing transmission related conditions. The use of these terms and/or conditions can be found in the various parts of
the automatic transmission sections, but more particularly in 7C3 Automatic Transmission – 4L60E – Hydraulic and
Mechanical Diagnosis.
4.1 Throttle Position Related Definitions
Throttle Position Definition
Minimum Throttle The least amount of throttle opening required for an upshift.
Light Throttle Approximately 1/4 of accelerator pedal travel (25% Throttle Position).
Medium Throttle Approximately 1/2 of accelerator pedal travel (50% Throttle Position).
Heavy Throttle Approximately 3/4 of accelerator pedal travel (75% Throttle Position).
Wide Open Throttle (WOT) Full travel of the accelerator pedal (100% Throttle Position).
Full Throttle Detent Downshift A quick apply of the accelerator pedal to its full travel, forcing a downshift.
Zero Throttle Coast Down A full release of the accelerator pedal while the car is in motion and in drive range.
Engine Braking A condition where the engine is used to slow the car by manually downshifting
during a zero throttle coast down.
4.2 Noise Condition Related Definitions
Noise Condition Definition
Planetary Gear Noise A whine related to car speed most noticeable in first gear or reverse. Becomes less
noticeable after an upshift.
Pump Noise A high pitch whine increasing with engine r.p.m.
4.3 General Definitions
General Definition
Accumulator A component of the transmission that absorbs hydraulic pressure during the apply of a
clutch or band. Accumulators are designed to control the quality of a shift from one gear range to another.
Adaptive Learning Programming within the TCM that automatically adjusts hydraulic pressures in order to compensate for changes in the transmission (i.e. component wear).
Applied An 'Applied Component' is holding another component to which it is splined or
assembled to. Also referred to as "engaged".
Apply Components Hydraulically operated clutches, servo’s, bands and mechanical one-way roller or
sprag clutches that drive or hold members of a planetary gear set.
Apply Plate A steel clutch plate in a clutch pack, located next to the (apply) piston.
Backing Plate A steel plate in a clutch pack that is usually the last plate in that clutch assembly
(furthest from the clutch piston).
Band An apply component that consists of a flexible strip of steel and friction material that
wraps around a drum. When applied, it tightens around the drum and prevents the drum from rotating.
Brake Switch An electrical device that provides signals to the transmission control module (TCM),
based on the position of the brake pedal. The TCM uses this information to apply or
release the torque converter clutch (TCC).
Centrifugal Force A force that is imparted on an object (due to rotation) that increases as that object moves further away from a centre-point of rotation.

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Automatic Transmission – 4L60E – General Information Page 7C1–12
General Definition
Check Ball A spherical, hydraulically controlled component (usually of steel) that either seals or
opens fluid circuits. It is also referred to as a check valve.
Clutch Pack An assembly of components generally consisting of clutch plates, an apply plate and a
backing plate.
Clutch Plate A hydraulically activated component that has two basic designs: (1) all steel, or (2) a
steel core with friction material bonded to one or two sides of the plate.
Control Valve Body A machined metal casting that contains valve trains and other hydraulically controlled components that shift the transmission.
Coupling Speed The speed at which a vehicle is travelling and no longer requires torque multiplication through the torque converter. At this point, the stator 'free wheels' to allow fluid leaving
the turbine to flow directly to the pump. (Also see Torque Converter).
De-energise(d) To interrupt the electrical current that flows to an electronically controlled device,
making it electrically inoperable.
Direct Drive A condition in a gears set where the input speed and input torque equals the output
speed and output torque. The gear ratio through the gear set is 1:1.
Downshift A change in a gear ratio where both input speed and torque increases.
Duty Cycle In reference to an electronically controlled solenoid, it is the amount of time (expressed
as a percentage) that current flows through the solenoid coil.
Energise(d) To supply a current to an electronically controlled device, enabling it to perform its
designed function.
Engine Compression Braking A condition where compression from the engine is used with the transmission to decrease vehicle speed.
Exhaust The release of fluid pressure from a hydraulic circuit. (The words 'exhausts' and
'exhausting' are also used and have the same intended meaning.)
Fail-safe Mode A condition whereby a component (i.e. engine or transmission) will partially function even if its electrical circuit is disabled.
Fluid In this Section of the Service Manual, 'fluid' refers primarily to automatic transmission
fluid (or ATF) and, for the Hydra-matic 4L60E transmission, the only recommended
fluid is Dexron
III.
Fluid Pressure A pressure that is consistent throughout a given fluid circuit.
Force A measurable effort that is exerted on an object (component).
Freewheeling A condition where power is lost through a driving or holding device (i.e. roller or sprag
clutches).
Friction Material A heat and wear resistant fibrous material, bonded to clutch plates and bands.
Gear A round, toothed device that is used for transmitting torque through other components.
Gear Range A specific speed to torque ratio at which the transmission is operating (i.e. 1st gear,
2nd gear etc.).
Gear Ratio Revolutions of an input gear as compared to the revolutions of an output gear. It can
also be expressed as the number of teeth on a gear as compared to the number of
teeth on a gear that it is in mesh with.
Hydraulic Circuit A fluid passage which often includes the mechanical components in that circuit
designed to perform a specific function.
Input A starting point for torque, revolutions or energy into another component of the
transmission.
Internal Gear The outermost member of a gear set that has gear teeth in constant mesh with the
planetary pinion gears of the gear set.
Land (Valve Land) The larger diameters of a spool valve that contact the valve bore or bushing.

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Automatic Transmission – 4L60E – General Information Page 7C1–13
General Definition
Line Pressure The main fluid pressure in a hydraulic system created by the pump and pressure
regulator valve.
Manual Valve A spool valve that distributes fluid to various hydraulic circuits and is mechanically
linked to the gear selector lever.
Orifice A restricting device (usually a hole in the spacer plate) for controlling pressure build up
into another circuit.
Overdrive An operating condition in the gear set allowing output speed to be higher than input
speed and output torque to be lower than input torque.
Overrunning The function of a one-way mechanical clutch that allows the clutch to freewheel during certain operating conditions of the transmission.
Pedal Position The percentage angle of the accelerator pedal as displayed by Tech 2.
Pinion Gears Pinion gears (housed in a carrier) that are in constant mesh with a circumferential
internal gear and centralised sun gear.
Planetary Gear Set An assembly of gears that consists of an internal gear, planet pinion gears with a carrier, and a sun gear.
Pressure A measurable force that is exerted on an area and expressed as kilopascals (kPa).
Pulse Width Modulated (PW M) An electronic signal that continuously cycles the On and Off time of a device (such as
a solenoid) while varying the amount of On time.
Race (Inner or Outer) A highly polished steel surface that contacts bearings or sprag or roller elements.
Reduction (Gear Reduction) An operating condition in the gear set allowing output speed to be lower than input speed and output torque to be higher than input torque.
Residual Fluid Pressure Excess pressure contained within an area after the supply pressure has been terminated.
Roller Clutch A mechanical clutch (holding device) consisting of roller bearings assembled between inner and outer races.
Servo A spring loaded device consisting of a piston in a bore that is operated (stroked) by
hydraulic pressure to apply or release a band.
Spool Valve A round hydraulic control valve often containing a variety of land and valley diameters.
Sprag Clutch A mechanical clutch (holding device consisting of "figure eight" like elements
assembled between inner and outer races.
Staking The effect of deforming, peening over or riveting a shaft to provide a solid mounting.
Throttle Position The travel of the throttle plate that is expressed in percentages and measured by
Tech 2.
Torque A measurable twisting force expressed in terms of Newton metres (Nm).
Torque Converter A component of an automatic transmission, (attached to the engine flex plate) that
transfers torque from the engine to the transmission through a fluid coupling.
Torx Plus Bit A special tool used for the removal of the bell housing. Precision tip fit means that cam
out of the bolt head is virtually eliminated.
NOTE
Torx 
Plus Bits are different from normal Torx 
Bits
Transmission Control Module
(TCM) An electronic device that manages the vehicle's engine and automatic transmission
functions.
Variable Capacity Pump The device that provides fluid for operating the hydraulic circuits in the transmission. The amount of fluid supplied varies depending on vehicle operating conditions.

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Automatic Transmission – 4L60E – General Information Page 7C1–17
7 Transmission Specifications
7.1 General
Type
Hydra-matic 4L60E
Special Features
Electronically controlled shift pattern, feel and torque
Converter clutch operation
Overdrive 4th speed range
Selector Location ..................................................................................Floor mounted console
Gear Ratios Park (P) ....................................................................................................................... ........... –
Reverse (R) .................................................................................................................... ... 2.29
Neutral (N) .............................................................................................................................. –
Drive (D – 4) .................................................................................................................. ...... 0.7
Drive (D – 3) .................................................................................................................. ...... 1.0
Second (2) ......................................................................................................................... 1.63
First (1) ...................................................................................................................... ........ 3.06
Shift Speeds Refer to 7C3 Automatic Transmission – 4L60E – Hydraulic and Mechanical Diagnosis
Oil Pressure
Refer to 7C3 Automatic Transmission – 4L60E – Hydraulic and Mechanical Diagnosis
Torque Converter
Number of Elements .................................................................. 3 plus torque converter clutch
Torque Converter Diameter and End Play
HFV6 ........................................................................................................................... 258 mm
End Play .............................................................................................................. 0.1 – 0.5 mm
Lubricant
Type recommended ................................................................................................ Dexron
® III
Capacity......................... Nominal only. Check when transmission is at operating temperature
Service Refill ............................................................................................................... 4. 8 litres
Total (Dry)................................................................................................................... 8 .8 litres
Fluid Cooling.....................................Transmission fluid to engine coolant in one radiator tank
Clutches and Band 2 – 4 Band:
Type........................................................................................... Composition lined, steel band
Operation: ..................................................................................................................... .. Servo
Adjustment: ................................................................................................ Selective Apply Pin
Pin Size and Identification.
65.82 – 66.12 mm ...................................................................................................... 1 Groove
67.23 – 67.53 mm ...................................................................................................... 2 Groove
68.64 – 68.94 mm ....................................................................................................No Groove
Reverse Input Clutch Type................................................................................................................Multiple we t disc
Backing plate ........................................................................................................ (1) Select ive
Clutch plate (numbers):
Steel ....................................................................................................................................... 4
Composition............................................................................................................................ 4
Belleville ..................................................................................................................... ............ 1
Backing Plate ........................................................................................................ 1 (Selecti ve)
Backing plate, identification and thickness:

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Automatic Transmission – 4L60E – Electrical Diagnosis Page 7C2–21
Tech 2 Parameter Units Displayed Typical Data Value
3-4 Shift Time Seconds Varies
3-4 Shift Error Seconds Varies
Current TAP Cell 4-16 Varies
Throttle Position Percent Varies
3-4 Tap Cell (1 – 17) kPa Varies
Steady State Adapt Data
In this mode TECH 2 continuously monitors and displays Steady State TAP data parameters.
Steady State Adapt Data Parameters
For definitions of the parameters in this table, refer to 3.3 Tech 2 Data Definitions.
Tech 2 Parameter Units Displayed Typical Data Value
Current TAP Cell 4-16 Varies
Throttle Position Percent Varies
Gear (1-4) TAP Cell kPa Varies
TCC (1-4) TAP Cell kPa Varies
Reverse Gear TAP Cell kPA Varies
3.3 Tech 2 Data Definitions
1-2 Shift Error: This parameter displays the difference between the desired 1-2 shift time and the actual 1-2 shift time. A
positive number indicates a firm or fast shift and the actual shift time was shorter than the desired shift time. A negative
number indicates a soft or slow shift and the actual shift time was longer than the desired shift time. This value is only
accurate if the shift was adaptable.
1-2 Shift Time: This parameter displays the actual time of the last 1-2 shift. The shift time is based on the engine r.p.m.
drop after the commanded 1-2 shift. This value is only accurate if the shift was adaptable.
1-2 TAP Cell (1-17): This parameter displays the amount of transmission adaptive pressure (TAP), based on 17 Nm of
engine torque increment per cell, added to or subtracted from shift pressure during a 1-2 upshift. A positive number
indicates that long shifts have been detected and PC solenoid pressure has been added to decrease shift time. A
negative number indicates that short shifts have been detected and PC solenoid pressure has been subtracted to
increase shift time.
2-3 Shift Error: This parameter displays the difference between the desired 2-3 shift time and the actual 2-3 shift time. A
positive number indicates a firm or fast shift, the actual shift time was shorter than the desired shift time. A negative
number indicates a soft or slow shift, the actual shift time was longer than the desired shift time. This value is only
accurate if the shift was adaptable.
2-3 Shift Time: This parameter displays the actual time of the last 2-3 shift. The shift time is based on the engine r.p.m
drop after the commanded 2-3 shift. This value is only accurate if the shift was adaptable.
2-3 TAP Cell (1-17): This parameter displays the amount of transmission adaptive pressure (TAP), based on 17 Nm of
engine torque increment per cell, added to or subtracted from shift pressure during a 2-3 upshift. A positive number
indicates that long shifts have been detected and PC solenoid pressure has been added to decrease shift time. A
negative number indicates that short shifts have been detected and PC solenoid pressure has been subtracted to
increase shift time.
3-4 Shift Error: This parameter displays the difference between the desired 3-4 shift time and the actual 3-4 shift time. A
positive number indicates a firm or fast shift, the actual shift time was shorter than the desired shift time. A negative
number indicates a soft or slow shift, the actual shift time was longer than the desired shift time. This value is only
accurate if the shift was adaptable.
3-4 Shift Time: This parameter displays the actual time of the last 3-4 shift. The shift time is based on the engine r.p.m.
drop after the commanded 3-4 shift. This value is only accurate if the shift was adaptable.
3-4 TAP Cell (1-17): This parameter displays the amount of transmission adaptive pressure (TAP), based on 17 Nm of
engine torque increment per cell, added to or subtracted from shift pressure during a 3-4 upshift. A positive number
indicates that long shifts have been detected and PC solenoid pressure has been added to decrease shift time. A

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