torque ISUZU KB P190 2007 Workshop Repair Manual

Fuel System – V6 Page 6C – 29

6 Block the canister vent port (1) and the canister purge port (2). Apply low-pressure compressed air
(20–35 kPa) to the tank vent port (3). If any air leaks from the canister (that is, around the ports or seams), replace
the canister.
NOTE
In dusty areas, an alternative is to block the
canister purge port (2). Blow air through the
canister vent (1) port and check that air is
expelled through the tank vent port (3).
Reinstall
Reinstallation of the evaporative emission control canister is the reverse of the removal procedure.
1 Reinstall the canister into the retainer (1) and over the retaining stud.
2 Reinstall the canister retaining nut (2), then hand- tighten.
3 Ensure the canister is located correctly and tighten the canister retaining nut (2) to the specified torque.


Evaporative emission control canister
retaining nut
torque specification .....................................2.0 – 5.0 Nm

Figure 6C – 33
4 Reinstall the canister vent line (2).
5 Align the canister purge line quick-connect (3) with the canister purge line port. Push the quick-connect firmly
onto the port.
6 Align the fuel tank vent line quick-connect (4) with the fuel tank vent port. Push the quick-connect firmly onto
the port.
7 After installation, pull on each quick-connect to ensure the connections are secure and locked in position.
Figure 6C – 34


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Fuel System – V6 Page 6C – 32

4.8 Fuel Filler Cap
The fuel filler cap is a 'screw on' type, with an integrated tightening torque limiting mechanism. W hen installing the fuel
filler cap, tighten it until a ratcheting (clicking) sound is audible, indicating the fuel filler cap is properly tightened. Th e fuel
filler cap is tethered to the fuel filler pocket.
Remove
The fuel filler cap requires a quarter of a turn anticlockwise to be removed.
Vacuum and pressure valves are built into the fuel filler cap
which regulate the pressure in the fuel tank and prevent fuel
tank and system damage.
Inspection
Inspect the fuel filler cap and seal for any signs of damage.
Replace the fuel filler cap if found to be defective.
1 Pressure Valve
2 Vacuum Valve
3 Seal Ring

A replacement fuel filler cap must be the
same type as the original. The fuel filler cap
pressure and vacuum valves are specific to a
particular application and must be replaced
with the same type or fuel system damage
may occur.
Figure 6C – 36

If the fuel filler cap needs replacing, use only
a 'screw on' fuel tank filler cap with an
integrated tightening torque limiting
mechanism. Failure to use the correct fuel
tank filler cap can result in a serious
malfunction of the emission control or fuel
system.
1 Untwist and remove the fuel filler cap (2) from the fuel filler neck opening.
2 Cover the fuel filler opening with a suitable material to prevent foreign objects from entering the fuel tank.
3 To remove the fuel filler cap tether line use a flat- bladed screwdriver to prise the tether line fastener (2)
from it’s mounting hole.
NOTE
Check the fuel filler cap for serviceability and
replace if required.

Figure 6C – 37
Reinstall
Reinstallation of the fuel filler cap is the reverse of the removal procedure.

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Fuel System – V6 Page 6C – 34

Fuel Tank Lines

Figure 6C – 38
Legend
1 Fuel Feed Line
2 Fuel Return Line
3 Fuel Vapour emission port
4 Fuel Pump and Sender Assembly
5 Connector; Fuel Pump and Sender 6 Fuel Lines
7 Retainer Ring (Fuel Pump Lock)
8 “O” Ring Seal
9 Fuel Tank Assembly
10 Fuel Vapour Vent Line
Reinstall

Ensure the plastic fuel line clips are in good
condition before proceeding. If not, replace
the defective clips.
Reinstallation of the stone guard and fuel lines is the reverse of the removal procedure, noting the following:
1 Tighten the Fuel line securing nut to the correct torque specification, refer to Figure 6C – 39.
Fuel line securing nut
torque specification .........................................8 – 12 Nm
2 Tighten the stone guard securing bolts to the correct torque specification. Stone guard securing bolt
torque specification .....................................5.0 – 7.0 Nm

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Fuel System – V6 Page 6C – 36

Bell Housing Fuel Lines
1 Remove the bolt (1) securing the fuel line bracket to
the upper left-hand side of the bell housing, refer to
7B1 Transmission.

NOTE
The left-hand front exhaust pipe may need to be
moved aside to gain access to the fuel line
retaining bracket bolt (1), refer to 6F Exhaust
System – V6.
Fuel line bracket bolt
torque specification ...................................8.0 – 12.0 Nm
Figure 6C – 40

Engine Bay Fuel Lines
1 Remove the nut (5) from the fuel line bracket (4).
2 Unclip the fuel lines from the engine, refer to 4.1 Fuel
Lines And Quick Connect Fittings.
Figure 6C – 41

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Fuel System – V6 Page 6C – 39

6 Torque Wrench Specifications
Fuel Tank Mounting Strap Bolts ........................................................... 68.0 Nm
Evaporative Emission Control Canister Mounting Nut ................... 2.0 – 5.0 Nm
Fuel Line Securing Nut ................................................................ 8.0 – 12.0 Nm
Stone Guard Securing Bolt ............................................................ 5.0 – 7.0 Nm






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

6C1-1 Engine Management – V6
General Information
ATTENTION
Before performing any service operation or other procedure described in this Section, refer to 1.3 Warning
Caution and Notes for correct workshop practices with regard to safety and / or property damage.
1 General Information ............................................................................................................ ...................3
1.1 Introduction ............................................................................................................................................................ 3
1.2 Emission Control ................................................................................................................................................... 3
ADR 79/01 Emissions Standards .......................................................................................................................... 3
1.3 Warning Caution and Notes .................................................................................................................................. 4
Definition of WARNING, CAUTION and NOTE Statements ............................................................................. .... 4
WARNING defined ............................................................................................................................................. 4
CAUTION defined .............................................................................................................................................. 4
NOTE defined..................................................................................................................................................... 4
2 Component Locations ............................................................................................................ ...............5
2.1 Cylinder Numbering............................................................................................................................................... 5
2.2 Engine Compartment............................................................................................................................................. 5
2.3 Engine ..................................................................................................................................................................... 6
2.4 Interior..................................................................................................................................................................... 8
3 System Operation ...................................................................................................................................9
3.1 Fuel Delivery System ............................................................................................................................................. 9
Fuel System Pressure ........................................................................................................... ................................ 9
Fuel Injection System .......................................................................................................................................... 10
Short Term Fuel Trim ....................................................................................................................................... 10
Long Term Fuel Trim ........................................................................................................................................ 10
3.2 Air / Fuel Control System ...................................................................................................... .............................. 11
Starting Mode ....................................................................................................................................................... 11
Run Mode.............................................................................................................................................................. 11
Open Loop Mode................................................................................................................. ............................. 11
Closed Loop Mode ............................................................................................................... ............................ 11
Acceleration Mode .............................................................................................................. ................................. 11
Deceleration Mode ............................................................................................................................................... 11
Fuel Shut-off Mode .............................................................................................................................................. 11
Battery Voltage Correction Mode ................................................................................................ ....................... 12
Limp Mode ............................................................................................................................................................ 12
Engine Protection Mode ......................................................................................................... ............................. 12
Clear Flood Mode ................................................................................................................................................. 12
3.3 Ignition Control System........................................................................................................ ............................... 12
3.4 Starter Motor Operation....................................................................................................................................... 12
3.5 Throttle Actuator Control System ............................................................................................... ....................... 12
Description ........................................................................................................................................................... 12
Throttle Body Relearn Procedure ....................................................................................................................... 14
TAC System Default Actions / Reduce Power Modes................................................................................ ....... 14
Forced Engine Shutdown .................................................................................................................................... 14
3.6 Cruise Control System ........................................................................................................................................ 14
3.7 Brake Torque Management ........................................................................................................ ......................... 15
3.8 Emission Control Systems.................................................................................................................................. 15
Evaporative Emission Control System ............................................................................................ .................. 15
Engine Ventilation System .................................................................................................................................. 16

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Engine Management – V6 – General Information Page 6C1-1–11

3.2 Air / Fuel Control System
The engine control module (ECM) controls the amount of air and fuel delivered into each of the engine cylinders. Based
on the various ECM inputs, the ECM switches to the following air / fuel control system mode to provide the optimum air /
fuel ratio under all engine operating conditions.
Starting Mode
W hen the ignition switch is moved to the START position and the engine begins to turn, a prime pulse may be injected to
speed starting. As soon as the ECM receives an input signal from the camshaft position (CMP) and crankshaft position
(CKP) sensor and determines which cylinder is in the firing stroke, the ECM applies a pulse width modulated (PW M)
ground to the injector control circuit. The ECM monitors mass air flow, intake air temperature, engine coolant
temperature, and throttle position to determine the required fuel injector on-time required for starting the engine.
Run Mode
The engine switches to run mode when the engine speed reaches 480 rpm after being started. The run mode has two
sub-modes called Open Loop and Closed Loop.
Open Loop Mode
The heated oxygen sensor (HO2S) does not produce a usable signal voltage output until it reaches operating
temperature. Therefore, while the HO2S is below its operating temperature, the ECM switches to open loop mode.
In open loop, the ECM ignores the signals from the HO2S and calculates the required injector pulse width based
primarily on inputs from the mass air flow (MAF), intake air temperature (IAT), and engine coolant temperature sensors.
The system will stay in the open loop mode until the HO2S produce a usable output.
Closed Loop Mode
Once the HO2S reaches operating temperature and starts producing its own signal voltage output, the ECM switches to
the closed loop mode.
In closed loop mode, the ECM initially calculates injector pulse width based on the same sensors used in open loop, and
additionally the ECM uses the oxygen sensor signals to modify and fine tune the fuel pulse width calculations to precisely
maintain the ideal 14.7 to 1 air / fuel ratio.
Acceleration Mode
The ECM monitors and calculates input signals from the accelerator pedal position (APP) and MAF sensor signals to
determine when the vehicle is being accelerated. If the ECM detects the accelerator pedal is depressed and there is a
demand for the vehicle to accelerate, the ECM switches to acceleration mode. In acceleration mode, the ECM increases
the fuel injector on-time to provide more fuel accordingly.
Deceleration Mode
The ECM monitors and calculates input signals from the APP and MAF sensor signals to determine when the vehicle is
being decelerated. If the ECM detects the vehicle is decelerating, the ECM switches to deceleration mode. In
deceleration mode, the ECM decreases the fuel injector on-time, or disables the fuel injectors for short periods, to reduce
exhaust emissions and improve fuel economy.
Fuel Shut-off Mode
To protect the engine from damage or to improve the vehicle's driveability, the ECM switches to the fuel shut-off mode. In
fuel shut-off mode, the ECM performs the following:
• The ECM disables the six fuel injectors under the following conditions:
− Ignition off – to prevent engine dieseling,
− Ignition on but no ignition reference signal – prevents flooding or backfiring,
− At high engine speed – greater than the red line (rev limiter),
− At high vehicle speed – greater than the rated tire speed (vehicle speed limiter), or
− Extended high speed closed throttle coast-down – reduces engine emissions and increases engine braking.
• The ECM selectively disables the appropriate number of fuel injectors when torque management has been enabled.

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Engine Management – V6 – General Information Page 6C1-1–14

Throttle Body Relearn Procedure
The ECM stores values that include the lowest possible TP sensor positions (zero percent), the rest positions (seven
percent), and the spring return rate. These values will only be erased or overwritten if the ECM is reprogrammed or if a
throttle body relearn procedure is performed.
NOTE
If the battery has been disconnected, the ECM
performs a throttle body relearn procedure once
the battery has been reconnected and the ignition
turned on.
The ECM performs a throttle body relearn procedure anytime the ignition is turned on and the following conditions have
been met:
• The engine has been off for greater than 29 seconds,
• The engine speed is less than 40 rpm,
• The vehicle speed is 0 km/h,
• The engine coolant temperature (ECT) is 5 – 60°C; if Tech 2 is used to perform the relearn procedure, the ECT is
5 – 100°C,
• The intake air temperature (IAT) is greater than 5 – 60°C; if Tech 2 is used to perform the relearn procedure, the
IAT is 5 – 100°C,
• The APP sensor angle is less than 15 percent, and
• Ignition voltage is greater than 10 V.
The throttle body relearn procedure is performed 29 seconds after the ignition is turned on. The ECM commands the
throttle plate from the rest position (seven percent open) to full closed (zero percent), then to around 10 percent open.
This procedure takes about six – eight seconds. If any faults occur in the TAC system, a DTC sets. At the start of this
procedure, the Tech 2 TAC Learn Counter parameter should display 0, then count up to 11 after the procedure is
completed. If the counter did not start at 0, or if the counter did not end at 11, a fault has occurred and a DTC should set.
TAC System Default Actions / Reduce Power Modes
The ECM switches to the following reduce power modes if the ECM detects a fault condition in the TAC system:
• If an APP sensor circuit fault or TP sensor circuit fault is detected, the ECM limits engine torque so the vehicle
cannot reach speeds of greater than 100 km/h. The ECM remains in this reduce power mode during the entire
ignition cycle, even if the fault is corrected.
• If there is a fault condition with the throttle actuator control circuits, a throttle actuator command vs. actual position
fault, a return spring check fault, or a TP sensor one circuit fault, the ECM limits engine speed to 2500 rpm and
three – six fuel injectors are randomly disabled. At this time the reduce power indicator is commanded on. The
ECM remains in the reduce power mode during the entire ignition cycle even if the fault is corrected.
NOTE
If a TP sensor one or throttle actuator control
circuit fault is present at the time the vehicle is at
idle, with no accelerator pedal angle, the engine
may stall.
Forced Engine Shutdown
A further safety feature which is built into the TAC system is the ECM will initiate an engine shut down if, the ECM’s
internal monitoring functions detects a serious internal fault, the fuel injectors will be turned off.
3.6 Cruise Control System
The cruise control system integrates with the engine control module (ECM) through the powertrain interface module
(PIM), to control the electronic throttle actuator and maintain the vehicle at the speed set by the driver.

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Engine Management – V6 – General Information Page 6C1-1–15

W hen the cruise control ON-OFF switch, located on the right hand side of the dash panel, is pressed, the PIM, on
receiving the input from the switch, turns on the cruise ON-OFF switch warning lamp to inform the user that the cruise
control has been engaged.
W hen the cruise control switch assembly is pressed to SET/COAST, the PIM on receiving the input, sends a signal via
the serial data bus to the ECM. Providing the pre-conditions for cruise control operation have been met, the ECM
activates cruise control and commands the PIM to turn on the instrument cluster cruise set warning lamp, to inform the
user that cruise control is active. The ECM receives all the various inputs required to maintain the correct speed and then
controls the throttle plate depending on the load on the engine (ascending or descending hills, etc).
The cruise control is deactivated by either pressing the brake pedal, clutch pedal, cruise CANCEL or by the cruise control
ON-OFF button. In each of these instances, the ECM receives an input when any of these switches are activated. For
further information on the cruise control system, refer to 8C Cruise Control – HFV6.
3.7 Brake Torque Management
Brake torque management places limits on engine torque when the brakes are applied, regardless of the accelerator
pedal position (APP). The conditions under which brake torque management occur are as follows:
• The accelerator has been depressed before the brakes are applied,
• The brakes are applied and the ECM receives an input from the stop lamp switch,
• Vehicle speed is greater than 5 km/h,
• Engine speed is greater than 1200 rpm and
• Conditions exist for greater than 2.5 seconds.
W hen brake torque management has been implemented, the torque is reduced by altering the throttle plate opening by
25%. The ECM will monitor the rate at which the vehicle is slowing and adjust the throttle plate opening accordingly.
3.8 Emission Control Systems
Evaporative Emission Control System
The evaporative emission control system used is the
activated carbon (charcoal) canister storage method. Fuel
vapour is drawn from the fuel tank into the canister where it
is held by the activated carbon until the ECM commands the
evaporative emission (EVAP) purge solenoid valve to open.
The ECM energises the EVAP purge solenoid valve by
applying a pulse width modulated (PW M) ground to the
EVAP purge solenoid valve control circuit.
Figure 6C1-1 – 9

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Engine Management – V6 – General Information Page 6C1-1–19

4 Component Description and
Operation
4.1 A/C Refrigerant Pressure Sensor
The engine control module (ECM) applies a positive 5 V reference voltage and ground to the air-conditioner (A/C)
refrigerant pressure sensor. The A/C refrigerant pressure sensor provides signal voltage to the ECM that is proportional
to the A/C refrigerant pressure. The ECM monitors the A/C refrigerant pressure sensor signal voltage to determine the
refrigerant pressure.
• The A/C refrigerant pressure sensor voltage increases as the refrigerant pressure increases.
• W hen the ECM detects the refrigerant pressure exceeds a predetermined value, the ECM activates the cooling
fans to reduce the refrigerant pressure.
• W hen the ECM detects the refrigerant pressure is too high or too low, the ECM disables the A/C clutch to protect
the A/C compressor from damage.
4.2 Brake Pedal Switch Assembly
Stop Lamp and Initial Brake Apply Switch
The stop lamp and initial brake apply switch assembly (1) is
located on the brake pedal support.
The engine control module (ECM) uses the brake pedal
switch inputs to determine when the brake pedal is
depressed.
The ECM uses the two break pedal switch inputs for:-
• Enabling cruise control,
• Brake torque management,
• Cross referencing the stop lamp switch against the
initial brake apply switch for correct operation.
For further information on brake torque management,
refer to 3.7 Brake Torque
Management.
For further information on the cruise control system, refer to
3.6 Cruise Control System.
Figure 6C1-1 – 13
Stop Lamp Switch
The stop lamp switch contacts are normally open with the brake pedal at rest and closed when the brake pedal is
depressed.
Initial Brake Apply Switch
The initial brake apply switch contacts are normally closed with the brake pedal at rest and open when the brake pedal is
depressed.


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