sensor ISUZU KB P190 2007 Workshop Repair Manual

ENGINE DRIVEABILITY AND EMISSIONS 6E–67
GENERAL SERVICE INFORMATION
Aftermarket Electrical and Vacuum
Equipment
Aftermarket (add-on) electrical and vacuum equipment
is defined as any equipment which connects to the
vehicle's electrical or vacuum systems that is installed
on a vehicle after it leaves the factory. No allowances
have been made in the vehicle design for this type of
equipment.
NOTE: No add-on vacuum equipment should be added
to this vehicle.
NOTE: Add-on electrical equipment must only be
connected to the vehicle's electrical system at the
battery (power and ground).
Add-on electrical equipment, even when installed to
these guidelines, may still cause the electric system to
malfunction. This may also include equipment not
connected to the vehicle electrical system such as
portable telephones and radios. Therefore, the first step
in diagnosing any electric problem is to eliminate all
aftermarket electrical equipment from the vehicle. After
this is done, if the problem still exists, it may be
diagnosed in the normal manner.
Electrostatic Discharge Damage
Electronic components used in the ECM are often
designed to carry very low voltage. Electronic
components are susceptible to damage caused by
electrostatic discharge. Less than 100 volts of static
electricity can cause damage to some electronic
components. By comparison, it takes as much as 4000
volts for a person to feel even the zap of a static
discharge.
There are several ways for a person to become
statically charged. The most common methods of
charging are by friction and induction.
• An example of charging by friction is a person sliding across a vehicle seat.
• Charge by induction occurs when a person with well- insulated shoes stands near a highly charged object
and momentarily touches ground. Charges of the
same polarity are drained off leaving the person
highly charged with the opposite polarity. Static
charges can cause damage, therefore it is important
to use care when handling and testing electronic
components. Non-OEM Parts
All of the OBD diagnostics have been calibrated to run
with OEM parts. Accordingly, if commercially sold
sensor or switch is installed, it makes a wrong diagnosis
and turns on the check engine lamp.
Aftermarket electronics, such as cellular phones,
stereos, and anti-theft devices, may radiate EMI into the
control system if they are improperly installed. This may
cause a false sensor reading and turn on the check
engine lamp.
Poor Vehicle Maintenance
The sensitivity of OBD diagnostics will cause the check
engine lamp to turn on if the vehicle is not maintained
properly. Restricted oil filters, fuel filters, and crankcase
deposits due to lack of oil changes or improper oil
viscosity can trigger actual vehicle faults that were not
previously monitored prior to OBD. Poor vehicle
maintenance can not be classified as a “non-vehicle
fault”, but with the sensitivity of OBD diagnostics,
vehicle maintenance schedules must be more closely
followed.
Related System Faults
Many of the OBD system diagnostics will not run if the
ECM detects a fault on a related system or component.
Visual/Physical Engine Compartment
Inspection
Perform a careful visual and physical engine
compartment inspection when performing any
diagnostic procedure or diagnosing the cause of an
emission test failure. This can often lead to repairing a
problem without further steps. Use the following
guidelines when performing a visual/physical
inspection:
• Inspect all vacuum hoses for punches, cuts, disconnects, and correct routing.
• Inspect hoses that are difficult to see behind other components.
• Inspect all wires in the engine compartment for proper connections, burned or chafed spots, pinched
wires, contact with sharp edges or contact with hot
exhaust manifolds or pipes.
Basic Knowledge of Tools Required
NOTE: Lack of basic knowledge of this powertrain
when performing diagnostic procedures could result in
an incorrect diagnosis or damage to powertrain
components. Do not attempt to diagnose a powertrain
problem without this basic knowledge.
A basic understanding of hand tools is necessary to
effectively use this section of the Service Manual.

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ISUZU KB P190 2007

ENGINE DRIVEABILITY AND EMISSIONS 6E–71
F0: Diagnostic Trouble Code
The purpose of the “Diagnostic Trouble Codes” mode is
to display stored trouble code in the ECM.
When “Clear DTC Information” is selected, a “Clear
DTC Information”, warning screen appears.
This screen informs you that by cleaning DTC's “all
stored DTC information in the ECM will be erased”.
After clearing codes, confirm system operation by test
driving the vehicle.
Use the “DTC Information” mode to search for a specific
type of stored DTC information.
History
This selection will display only DTCs that are stored in
the ECM's history memory. It will not display Type B
DTCs that have not requested the MIL (“Check Engine Lamp”). It will display all type A and B DTCs that
requested the MIL and have failed within the last 40
warm-up cycles. In addition, it will display all type C and
D DTCs that have failed within the last 40 warm-up
cycles.
MIL SVC or Message Request
This selection will display only DTCs that are requesting
the MIL. Type C and Type D DTCs cannot be displayed
using the MIL. Type C and D DTCs cannot be displayed
using this option.
This selection will report type B DTCs only after the MIL
has been requested.
Last Test Failed
This selection will display only DTCs that have failed the
last time the test run. The last test may have run during
a previous ignition cycle of a type A or type B DTC is
displayed. For type C and type D DTCs, the last failure
must have occurred during the current ignition cycle to
appear as last test fail.
Test Failed Since Code Cleared
The selection will display all active and history DTCs
that have reported a test failure since the last time
DTCs were cleared. DTCs that last failed more that 40
warm-up cycles before this option is selected will not be
displayed.
No Run Since Code Cleared
This selection will display up to DTCs that have not run
since the DTCs were last cleared. Since any displayed
DTCs have not run, their condition (passing or failing) is
unknown.
Failed This Ignition
This selection will display all DTCs that have failed
during the present ignition cycle.
F1: Data Display
The purpose of the “Data Display” mode is to
continuously monitor data parameters.
The current actual values of all important sensors and
signals in the system are display through F1 mode.
See the “Typical Scan Data” section.
F2: Snapshot
“Snapshot” allows you to focus on making the condition
occur, rather than trying to view all of the data in
anticipation of the fault.
The snapshot will collect parameter information around
a trigger point that you select.
F3: Miscellaneous Test:
The purpose of “Miscellaneous Test” mode is to check
for correct operation of electronic system actuators.
F0: Diagnostic Trouble Code
F0: Read DTC Infor By Priority
F1: Clear DTC Information
F2: DTC Information
F0: History
F1: MIL SVS or Message Requested
F2: Last Test Failed
F3: Test Failed Since Code Cleared
F4: Not Run Since Code Cleared
F5: Failed This Ignition
F1: Data Display
F0: Engine Data
F1: O2 Sensor Data
F2: Snapshot
F3: Miscellaneous Test
F0: Lamps
F0: Malfunction Indicator Lamps
F1: Relays
F0: Fuel Pump Relay
F1: A/C Clutch Relay
F2: EVAP
F0: Purge Solenoid
F3: IAC System
F0: IAC Control
F1: IAC Reset
F4: Injector Balance Test

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6E–72 ENGINE DRIVEABILITY AND EMISSIONS
TYPICAL SCAN DATA & DEFINITIONS (ENGINE DATA)
Use the Typical Values Table only after the On-Board Diagnostic System Check has been completed, no DTC(s) were
noted, and you have determined that the on-board diagnostics are functioning properly. Tech 2 values from a
properly-running engine may be used for comparison with the engine you are diagnosing.
Condition : Vehicle stopping, engine running, air conditioning off & after warm-up (Coolant temperature approximately
80 deg.)
Tech 2 ParameterUnitsIdle2000rpmDescription
1 Engine Speed rpm775 - 8751950 - 2050 The actual engine speed is measured by ECM from the
CKP sensor 58X signal.
2 Desired Idle Speed rpm825800 - 850 The desired engine idle speed that the ECMcommanding. The ECM compensates for various engine
loads.
3 Engine Coolant Temperature °C or °F80 - 9080 - 90 The ECT is measured by ECM from ECT sensor output
voltage. When the engine is normally warm upped, this
data displays approximately 80 °C or more.
4 Start Up ECT (Engine Coolant Temperature) °C or °FDepends on ECT
at start-upDepends on ECT at start-up Start-up ECT is measured by ECM from ECT sensor
output voltage when engine is started.
5Intake Air
Temperature °C or °FDepends on
ambient tempDepends on
ambient temp The IAT is measured by ECM from IAT sensor output
voltage. This data is changing by intake air temperature.
6 Start Up IAT (Intake Air Temperature) °C or °FDepends on IAT at
start-upDepends on IAT at start-up Start-up IAT is measured by ECM from IAT sensor output
voltage when engine is started.
7 Manifold Absolute Pressure kPa31 - 3625 - 30The MAP (kPa) is measured by ECM from MAP output
voltage. This data is changing by inlet manifold pressure.
8 Barometric Pressure kPaDepends on altitudeDepends on altitude The barometric pressure is measured by ECM from the
MAP sensor output voltage monitored during key up and
wide open throttle. This data is changing by altitude.
9 Throttle Position %02-4 Throttle position operating angle is measured by the ECM from throttle position output voltage. This should
display 0% at idle and 99 - 100% at full throttle.
10 Calculated Air Flow g/s3.5 -4.508.0 - 10.0 This displays calculated air mount from MAP sensor output. This data is changing by inlet manifold pressure.
11 Air Fuel Ratio14.6:114.6:1 This displays the ECM commanded value. In closed loop,this should normally be displayed around 14.2:1 - 14.7:1.
12 Spark Advance °CA8 - 1525 - 32 This displays the amount of spark advance being commanded by the ECM.
13 Engine Load %2 - 55 - 10 This displays is calculated by the ECM form engine
speed and MAF sensor reading. Engine load should
increase with an increase in engine speed or air flow
amount.
14 Injection Pulse Width ms1.0 - 3.0 3.0 - 4.0 This displays the amount of time the ECM is commanding each injector On during each engine cycle.
A longer injector pulse width will cause more fuel to be
delivered. Injector pulse width should increase with
increased engine load.
15 Fuel System Status Open Loop/ Close LoopClose LoopClose Loop When the engine is first started the system is in “OpenLoop” operation. In “Open Loop”, the ECM ignores the
signal from the oxygen sensors. When various conditions
(ECT, time from start, engine speed & oxygen sensor
output) are met, the system enters “Closed Loop”
operation. In “Closed Loop”, the ECM calculates the air
fuel ratio based on the signal from the oxygen sensors.
16 Knock Present Yes/NoNoNo This displays knock sensor detection status. When engine knock is occurred, displays "Yes".
17 Knock Counter--This displays the number of knock during a ignition cycle.
18 Knock Retard °CA00 This displays the commanded ignition spark timing retard
timing based on the signal from the knock sensor.
19 A/C Clutch Relay On/OffOffOff This displays whether the ECM has commanded the A/C compressor clutch “On” or “Off”.

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ENGINE DRIVEABILITY AND EMISSIONS 6E–73
20 A/C Request Yes/NoOffOff This displays the air conditioner request signal. Thisshould display “On” when the air conditioner switch is
switched on.
21 EVAP Purge Solenoid (Evaporative
Emission) %0 - 100 - 10 This displays the duty signal from the ECM to control the
canister purge solenoid valve.
22 Fuel Pump On/OffOnOn This displays operating status for the fuel pump main
relay. This should display “On” when the key switch is
turned on and while engine is running.
23 Idle Air Control Steps20 - 3065 - 75 This displays the ECM commanded position of the idle air control valve pintle. A larger number means that more air
is being commanded through the idle air passage.
24 Idle Speed Variation rpm-25 - 01125 - 1225 This displays variation of actual engine speed & desired idle speed.
25 Vehicle Speed km/h or mph00This displays vehicle speed. The vehicle speed is
measured by ECM from the vehicle speed sensor.
26 Ignition Voltage V10.0 - 14.510.0 - 14.5 This displays the system voltage measured by the ECM at ignition feed.
27 Reference Voltage V5.005.00
28 Malfunction Indicator
Lamp On/OffOffOff This displays operating status for the Check Engine
Lamp. This should display “On” when the Check Engine
Lamp is turned on.
29Time From Start--This displays the engine time elapsed since the engine
was started. If the engine is stopped, engine run time will
be reset to 00:00:00
Tech 2 ParameterUnitsIdle2000rpmDescription

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6E–74 ENGINE DRIVEABILITY AND EMISSIONS
TYPICAL SCAN DATA & DEFINITIONS (O2 SENSOR DATA)
Use the Typical Values Table only after the On-Board Diagnostic System Check has been completed, no DTC(s) were
noted, and you have determined that the on-board diagnostics are functioning properly. Tech 2 values from a
properly-running engine may be used for comparison with the engine you are diagnosing.
Condition : Vehicle stopping, engine running, air conditioning off & after warm-up (Coolant temperature approximately
80 deg.)
Tech 2 ParameterUnitsIdle2000rpmDescription
1 Engine Speed rpm710 - 8751950 - 2050 The actual engine speed is measured by ECM from the
CKP sensor 58X signal.
2 Desired Idle Speed rpm825800 - 850 The desired engine idle speed that the ECMcommanding. The ECM compensates for various engine
loads.
3 Engine Coolant Temperature °C or °F80 - 9080 - 90 The ECT is measured by ECM from ECT sensor output
voltage. When the engine is normally warm upped, this
data displays approximately 80 °C or more.
4 Start Up ECT (Engine Coolant Temperature) °C or °FDepends on ECT
at start-upDepends on ECT at start-up Start-up ECT is measured by ECM from ECT sensor
output voltage when engine is started.
5Intake Air
Temperature °C or °FDepends on
ambient tempDepends on
ambient temp The IAT is measured by ECM from IAT sensor output
voltage. This data is changing by intake air temperature.
6 Start Up IAT (Intake Air Temperature) °C or °FDepends on IAT at
start-upDepends on IAT at start-up Start-up IAT is measured by ECM from IAT sensor output
voltage when engine is started.
7 Manifold Absolute Pressure kPa31 - 3625 - 30The MAP (kPa) is measured by ECM from MAP output
voltage. This data is changing by inlet manifold pressure.
8 Barometric Pressure kPaDepends on altitudeDepends on altitude The barometric pressure is measured by ECM from the
MAP sensor output voltage monitored during key up and
wide open throttle. This data is changing by altitude.
9 Throttle Position %02 - 4 Throttle position operating angle is measured by the ECM from throttle position output voltage. This should
display 0% at idle and 99 - 100% at full throttle.
10 Calculated Air Flow g/s3.5 -4.508.0 - 10.0 This displays intake air amount. The mass air flow is measured by ECM from the MAF sensor output voltage.
11 Air Fuel Ratio14.6:114.6:1 This displays the ECM commanded value. In closedloop, this should normally be displayed around 14.2:1 -
14.7:1.
12 Fuel System Status Open Loop/ Close LoopClose LoopClose Loop When the engine is first started the system is in “OpenLoop” operation. In “Open Loop”, the ECM ignores the
signal from the oxygen sensors. When various
conditions (ECT, time from start, engine speed & oxygen
sensor output) are met, the system enters “Closed Loop”
operation. In “Closed Loop”, the ECM calculates the air
fuel ratio based on the signal from the oxygen sensors.
13 Engine Load %2 - 55 - 10 This displays is calculated by the ECM form engine
speed and MAF sensor reading. Engine load should
increase with an increase in engine speed or air flow
amount.
14B1 O2 Sensor Ready
(Bank 1)Ye s / N oYe sYes This displays the status of the exhaust oxygen sensor. This display will indicate “Yes” when the ECM detects a
fluctuating oxygen sensor output voltage sufficient to
allow closed loop operation. This will not occur unless
the oxygen sensor is warmed up.
15B1S1 Status
(Bank 1 Sensor 1)Rich / LeanRich / LeanRich / Lean This displays dependent on the exhaust oxygen sensor output voltage. Should fluctuate constantly “Rich” and
“Lean” in closed loop.
16 Fuel Trim Learned Yes/NoYe sYes When conditions are appropriate for enabling long term fuel trim corrections, fuel trim learn will display “Yes”.
This indicates that the long term fuel trim is responding
to the short term fuel trim. If the fuel trim lean displays
“No”, then long term fuel trim will not respond to changes
in short term fuel trim.

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ENGINE DRIVEABILITY AND EMISSIONS 6E–75
17 Fuel Trim Cell15 - 201 - 2 This displays dependent on engine speed and calculatedintake air flow reading. A plot of engine speed versus
intake air flow amount is divided into the cells. Fuel trim
cell indicates which cell is currently active.
18B1S1 O2 Sensor
(Bank1 Sensor 1)mV50 - 95050 -950 This displays the exhaust oxygen sensor output voltage. Should fluctuate constantly within a range between
10mV (lean exhaust) and 1000mV (rich exhaust) while
operating in closed loop.
19B1 Short Term Fuel
Trim (Bank 1)%-6 - 0-6 - 0 The short term fuel trim to a bank represents a short term correction to the bank fuel delivery by the ECM in
response to the amount of time the bank fuel control
oxygen sensor voltage spends above or below the
450mV threshold. If the oxygen sensor voltage has
mainly remained less than 450mV, indicating a lean air/
fuel, short term fuel trim will increase into the positive
range above 0% and the ECM will pass fuel. If the
oxygen sensor voltage stays mainly above the threshold,
short term fuel trim will decrease below 0% into the
negative range while the ECM reduces fuel delivery to
compensate for the indicated rich condition. Under
certain conditions such as extended idle and high
ambient temperatures, canister purge may cause short
term fuel trim to read in the negative range during normal
operation. Fuel trim values at maximum authority may
indicate an excessively rich or lean system.
20B1 Long Term Fuel
Trim (Bank 1)%-10 - 0-5 - 0 The long term fuel trim is delivered from the short term fuel term values and represents a long term correction of
fuel delivery for bank in question. A value of 0% indicates
that fuel delivery requires no compensation to maintain
the ECM commanded air fuel ratio. A negative value
indicates that the fuel system is rich and fuel delivery is
being reduced (decreased injector pulse width). A
positive value indicates that a lean condition exists and
the ECM is compensating by add fuel (increased injector
pulse width). Because long term fuel trim tends to follow
short term fuel trim, a value in the negative range due to
canister purge at idle should not be considered unusual.
Fuel trim values at maximum authority may indicate an
excessively rich or lean system.
21Injection Pulse Widthms3.0 - 1.03.0 - 4.0 This displays the amount of time the ECM is commanding each injector On during each engine cycle.
A longer injector pulse width will cause more fuel to be
delivered. Injector pulse width should increase with
increased engine load.
22Power EnrichmentYe s / N oNoNo The ECM provides the extra amount of fuel when it detects a rapid increase in the throttle position and air
flow (Power Enrichment). Under this condition the ECM
should detect a “rich condition (high oxygen sensor
voltage).
23Deceleration Fuel
Cutoff Active/
InactiveInactiveInactiveThe ECM reduces the amount of fuel injected when it
detects a decrease in the throttle position and the air
flow. When deceleration is very fast, the ECM may cut off
fuel completely. Until enable conditions meet the engine
revolution less than 1000rpm or MAP less than 10kPa.
24Time From Start--This displays the engine time elapsed since the engine
was started. If the engine is stopped, engine run time will
be reset to 00:00:00
Tech 2 ParameterUnitsIdle2000rpmDescription

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ENGINE DRIVEABILITY AND EMISSIONS 6E–91
ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK
StepAction Value(s) Yes No
1 1. Ignition “On”, engine “Off”. 2. Check the “CHECK ENGINE” lamp (MIL).
Does the “CHECK ENGINE” lamp turn “On”? — Go to Step 2Go to
No
CHECK
ENGINE Lamp
2 1. Using the Tech 2, ignition “On” and engine “Off”. 2 . A t t e m p t t o d i s p l a y “ E n g i n e D a t a ” w i t h t h e T e c h 2 .
Does the Tech 2 display “Engine Data” and “O
2Sensor Data”? — Go to Step 3Go to Step 7
3 1. Using the Tech 2, ignition “On” and engine “Off”. 2. Select the “Miscellaneous Test” and perform the“Malfunction Indicator Lamp” in “Lamps”.
3. Operate the Tech 2 in accordance with the Tech 2 instructions.
Does the “CHECK ENGINE” lamp turn “Off”? — Go to Step 4Go to
CHECK
ENGINE LAMP On Steady
4 Attempt to start the engine. Does the engine start and continue to “Run”? —Go to Step 5Go to
Engine
Cranks But Will Not Run
5 1. Using the Tech 2, ignition “On” and engine “Off”. 2. Select the “Read DTC Infor By Priority” in“Diagnostic Trouble Code”.
3. Are any DTCs stored? —Go to
DTC
Chart Go to Step 6
6 Compare typical scan data values displayed on the Tech 2 “Engine Data” and “O
2 Sensor Data”.
Are the displayed values within the range? —Refer to
SYMPTOM
DIAGNOSIS Refer to
TYPICAL
SCAN DATA
7 Using the DVM and check the data link connector power supply circuit.
1. Ignition “Off”, engine “Off”.
2. Check the circuit for open circuit.
Was the problem found?
—Repair faulty
harness and verify repair Go to Step 8
8 Using the DVM and check the data link connector ground circuit.
1. Ignition “Off”, engine “Off”.
2. Check the circuit for open circuit.
Was the problem found?
—Repair faulty
harness and verify repair Go to Step 9
V
16
B58
5
4B58

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ENGINE DRIVEABILITY AND EMISSIONS 6E–109
• The fuel injector(s).
4. Fuel pressure that drops off during acceleration, cruise, or hard cornering may case a lean condition.
A lean condition can cause a loss of power, surging,
or misfire. A lean condition can be diagnosed using a
Tech 2 Scan Tool.
Following are applicable to the vehicle with
closed Loop System:
If an extremely lean condition occurs, the oxygen
sensor(s) will stop toggling. The oxygen sensor
output voltage(s) will drop below 500 mV. Also, the
fuel injector pulse width will increase.
Important: Make sure the fuel system is not
operating in the “Fuel Cut-Off Mode.”
When the engine is at idle, the manifold pressure is
low (high vacuum). This low pressure (high vacuum)
is applied to the fuel pressure regulator diaphragm.
The low pressure (high vacuum) will offset the
pressure being applied to the fuel pressure regulator
diaphragm by the spring inside the fuel pressure
regulator. When this happens, the result is lower fuel
pressure. The fuel pressure at idle will vary slightly
as the barometric pressure changes, but the fuel
pressure at idle should always be less than the fuel
pressure noted in step 2 with the engine OFF.
16.Check the spark plug associated with a particular
fuel injector for fouling or saturation in order to
determine if that particular fuel injector is leaking. If
checking the spark plug associated with a particular
fuel injector for fouling or saturation does not
determine that a particular fuel injector is leaking,
use the following procedure:
• Remove the fuel rail, but leave the fuel lines and injectors connected to the fuel rail. Refer to Fuel
Rail Assembly in On-Vehicle Service .
• Lift the fuel rail just enough to leave the fuel injector nozzles in the fuel injector ports.
Caution: In order to reduce the risk of fire and
personal injury that may result from fuel
spraying on the engine, verify that the fuel rail is
positioned over the fuel injector ports and verify
that the fuel injector retaining clips are intact.
• Pressurize the fuel system by connecting a 20 amp fused jumper between B+ and the fuel
pump relay connector.
• Visually and physically inspect the fuel injector nozzles for leaks.
17.A rich condition may result from the fuel pressure being above 376 kPa (55 psi). A rich condition may
cause a 45 to set. Driveability conditions associated with rich conditions can include hard starting
(followed by black smoke) and a strong sulfur smell
in the exhaust.
20.This test determines if the high fuel pressure is due to a restricted fuel return line or if the high fuel
pressure is due to a faulty fuel pressure regulator.
21.A lean condition may result from fuel pressure below 333 kPa (48 psi). A lean condition may cause a 44 to
set. Driveability conditions associated with lean
conditions can include hard starting (when the
engine is cold), hesitation, poor driveability, lack of
power, surging, and misfiring.
22.Restricting the fuel return line causes the fuel pressure to rise above the regulated fuel pressure.
Command the fuel pump ON with the scan tool. The
fuel pressure should rise above 376 kPa (55 psi) as
the fuel return line becomes partially closed.
NOTE: Do not allow the fuel pressure to exceed 414
kPa (60 psi). Fuel pressure in excess of 414 kPa (60
psi) may damage the fuel pressure regulator. Caution: To reduce the risk of fire and personal
injury:
• It is necessary to relieve fuel system pressure before connecting a fuel pressure gauge.
Refer to Fuel Pressure Relief Procedure,
below.
• A small amount of fuel may be released when disconnecting the fuel lines. Cover fuel line
fittings with a shop towel before
disconnecting, to catch any fuel that may leak
out. Place the towel in an approved container
when the disconnect is completed.
Fuel Pressure Relief Procedure
1. Remove the fuel cap.
2. Located on the intake manifold which is at the top right part of the engine.
3. Start the engine and allow it to stall.
4. Crank the engine for an additional 3 seconds.
Fuel Pressure Gauge Installation
1. Remove the fuel pressure fitting cap.
2. Install fuel pressure gauge 5-8840-0378-0 to the fuel feed line located on the upper right side of the
engine.
3. Reinstall the fuel pump relay.

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6E–114 ENGINE DRIVEABILITY AND EMISSIONS
Code TypeDTC Name DTC Setting Condition Fail-Safe (Back Up)Recovery Condition Related Failure PartsRelated
ECM
Pin No.
P0107 A Manifold Absolute Pressure Circuit Low Input 1. No DTC relating to TPS.
2. Throttle position is more than 0% if engine speed is below 1000rpm, or throttle
position more than 5% if engine speed is
more than 1000rpm.
3. MAP sensor output is below 12kPa. The ECM uses default manifold
absolute pressure value based on
engine speed and throttle position. MAP sensor output is more than 12kPa. 1. Sensor power supply circuit open or short
to ground circuit.
2. Sensor signal circuit open or short to ground circuit.
3. Poor connector connection.
4. MAP sensor malfunction.
5. ECM malfunction. J1-24/
J1-31
P0108 A Manifold Absolute Pressure Circuit High Input 1. No DTC relating to TPS.
2. Throttle position is below 15% if engine speed is below 2500rpm, or throttle
position is below 35% if engine speed is
more than 2500rpm.
3. Engine run time is longer than 10 seconds.
4. MAP sensor output is more than 103kPa. MAP sensor output is below 103kPa. 1. Sensor power supply circuit short to
voltage circuit.
2. Sensor signal circuit short to voltage circuit.
3. Sensor ground circuit open or short to voltage circuit.
4. Poor connector connection.
5. MAP sensor malfunction.
6. ECM malfunction. J1-16/
J1-24/ J1-31
P0112 A Intake Air Temperature Sensor Low Input 1. No DTC relating to VSS. 2. Vehicle speed is more than 25km/h.
3. Engine run time is longer than 120 seconds.
4. IAT sensor output is more than 149 deg. C. The ECM uses 20 deg. C condition
as substitute. IAT sensor output is below 149 deg. C. 1. Sensor signal circuit short to ground
circuit.
2. IAT sensor malfunction.
3. ECM malfunction. J2-22
P0113 A Intake Air Temperature Sensor High Input 1. No DTC relating to VSS & ECT sensor. 2. Vehicle speed is below 70km/h.
3. 3Engine coolant temperature is more than -8 deg. C.
4. Engine run time is longer than 120 seconds.
5. Mass air flow is below 30g/s.
6. IAT sensor output is below -38 deg. C. IAT sensor output is more than -38 deg. C. 1. Sensor signal circuit open or short to
voltage circuit.
2. Sensor ground circuit open or short to voltage circuit.
3. Poor connector connection
4. IAT sensor malfunction.
5. ECM malfunction. J2-1/
J2-22
P0117 A Engine Coolant Temperature Sensor Low Input 1. Engine run time is longer than 120
seconds.
2. ECT sensor output is more than 149 deg. C. The ECM uses default engine
coolant temperature value based
on intake air temperature and
engine run time. ECT sensor output is below 149 deg. C. 1. Sensor signal circuit short to ground
circuit.
2. ECT sensor malfunction.
3. ECM malfunction. J1-27
P0118 A Engine Coolant Temperature Sensor High Input 1. Engine run time is longer than 120
seconds.
2. ECT sensor output is below -38 deg. C. ECT sensor output is more than -38 deg. C. 1. Sensor signal circuit open or short to
voltage circuit.
2. Sensor ground circuit open or short to voltage circuit.
3. Poor connector connection
4. ECT sensor malfunction.
5. ECM malfunction. J1-27/
J1-32

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ISUZU KB P190 2007

ENGINE DRIVEABILITY AND EMISSIONS 6E–11 5
P0122 A Throttle Position Sensor Low Input TPS output voltage is below 0.14V. The ECM uses 0% condition as
substitute. TPS output voltage is more than 0.14V. 1. Sensor power supply circuit open or short
to ground circuit.
2. Sensor signal circuit open or short to ground circuit.
3. Poor connector connection.
4. TPS malfunction.
5. ECM malfunction. J1-7/
J1-15/
P0123 A Throttle Position Sensor High Input TPS output voltage is more than 4.9V. TPS output voltage is below 4.9V.1. Sensor power supply circuit short to
voltage circuit.
2. Sensor signal circuit short to voltage circuit.
3. Sensor ground circuit open or short to voltage circuit.
4. Poor connector connection.
5. TPS malfunction.
6. ECM malfunction. J1-7/
J1-15/ J1-32
P0131 A O
2 Sensor Circuit Low Voltage (Bank 1
Sensor 1) 1. No DTC relating to MAP sensor, TPS,
EVAP purge, ECT sensor, CKP sensor,
VSS, injector control circuit and ignition
control circuit.
2. Engine coolant temperature is more than 60 deg. C.
3. O
2 sensor bank 1 output voltage is below
50mV in “Closed Loop” condition. “Open Loop” fuel control. O
2 sensor bank 1 output voltage is more
than 50mV. 1. Sensor harness short to ground circuit.
2. O
2 sensor malfunction.
3. ECM malfunction. J2-6/
J2-21
P0132 A O
2 Sensor Circuit High Voltage (Bank 1
Sensor 1) 1. No DTC relating to MAP sensor, TPS,
EVAP purge, ECT sensor, CKP sensor,
VSS, injector control circuit and ignition
control circuit.
2. Engine coolant temperature is more than 60 deg. C.
3. O
2 sensor bank 1 output voltage is more
than 952mV in “Closed Loop” condition. O
2 sensor bank 1 output voltage is below
952mV. 1. Sensor harness short to voltage circuit.
2. O
2 sensor malfunction.
3. MAF sensor output is incorrect.
4. Air intake line malfunction.
5. IAC valve malfunction.
6. Incorrect fuel pressure.
7. Injector malfunction.
8. ECM malfunction. J2-6/
J2-21
P0134 A O
2 Sensor Circuit No Activity Detected
(Bank 1 Sensor 1) 1. No DTC relating to MAP sensor, TPS,
EVAP purge, ECT sensor, CKP sensor,
VSS, injector control circuit and ignition
control circuit.
2. Engine coolant temperature is more than 60 deg. C.
3. Engine run time is longer than 40 seconds.
4. Mass air flow is more than 7g/s.
5. O
2 sensor bank 1 output voltage is
between 300mV and 600mV. O
2 sensor bank 1 output voltage is below
3 0 0 m V c o n s e c u t i v e l y .
O R
O2 sensor bank 1 output voltage is more
than 600mV consecutively. 1. Sensor harness open circuit.
2. O
2 sensor malfunction.
3. MAF sensor output is incorrect.
4. Air intake line malfunction.
5. IAC valve malfunction.
6. Incorrect fuel pressure.
7. Injector malfunction.
8. ECM malfunction. J2-6/
J2-21
Code Type
DTC Name DTC Setting Condition Fail-Safe (Back Up)Recovery Condition Related Failure PartsRelated
ECM
Pin No.

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ISUZU KB P190 2007