stop start ISUZU KB P190 2007 Workshop Workshop Manual

6E–32 ENGINE DRIVEABILITY AND EMISSIONS
FUSE AND RELAY LOCATION (LHD & RHD)
FUSE
SLOW BLOW FUSE
RELAY No. Capacity Indication on label No. Capacity Indication on label
1— — 1 215A CIGER/ACC
SOCKET
2 10A ABS/4WD 13 15A AUDIO (+B)
3 10A TRAILER 14 20A DOOR LOCK
4 15A BACK UP 15 10A METER (+B)
5 15A METER16 10A ROOM
6 10A TURN17 10A ANTI THEFT
7 15A ELEC.IG 18 15ASTOP
815A ENGINE 19 — —
9 20A FRT WIPER 20 10A STARTER
10 15A EGR (RHD)
IG.COIL (LHD) 21 10A
SRS
11 10A AUDIO
No. Capacity Indication on label 22 20A RR DEF
23 30A POWER WINDOW
Connector No. B-7B-8B-40
C24SE REAR DEFOGGER POWER WINDOW (NO RELAY)
FUSE BOX

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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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6E–102 ENGINE DRIVEABILITY AND EMISSIONS
9 1. Connect the 5-8840-0378-0 Fuel Injector Testerand 5-8840-2589-0 Injector Adapter Cable to the
fuel injector harness connector.
2. Set the amperage supply selector switch on the fuel injector tester to the “Balance Test” 0.5-2.5
amp position.
3. Using the Scan Tool turn the fuel pump ON then OFF in order to pressurize the fuel system.
4. Record the fuel pressure indicated by the fuel pressure gauge after the fuel pressure stabilizes.
This is the first pressure reading.
5. Energize the fuel injector by depressing the “Push to Start Test” button on the fuel injector tester.
6. Record the fuel pressure indicated by the fuel pressure gauge after the fuel pressure gauge
needle has stopped moving. This is the second
pressure reading.
7. Repeat steps 1 through 6 for each fuel injector.
8. Subtract the second pressure reading from the first pressure reading for one fuel injector. The
result is the pressure drop value.
9. Obtain a pressure drop value for each fuel injector.
10. Add all of the individual pressure drop values. This is the total pressure drop.
11. Divide the total pressure drop by the number of fuel injectors. This is the average pressure drop.
Does any fuel injector have a pressure drop value that
is either higher than the average pressure drop or
lower than the average pressure drop by the specified
value? 10kPa
(1.5psi) Go to Step 10Go to
OBD
System Check
10 Re-test any fuel injector that does not meet the specification. Refer to the procedure in Step 11.
NOTE: Do not repeat any portion of this test before
running the engine in order to prevent the engine from
flooding.
Does any fuel injector still have a pressure drop value
that is either higher than the average pressure drop or
lower than the average pressure drop by the specified
value? 10kPa
(1.5psi) Go to Step 11Go to
Symptoms
11 1. Replace the faulty fuel injector(s). Refer to Fuel
Injector .
2. Disconnect the 5-8840-2589-0 Injector Adapter Cable for F/I check and re-connect the original F/I
check connector.
Is the action complete? — Verify repair —
Step
Action Value(s) Yes No

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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–110 ENGINE DRIVEABILITY AND EMISSIONS
Fuel System Diagnosis
StepAction Value(s) Yes No
1 Was the “On-Board Diagnostic (OBD) System Check” performed? — Go to Step 2Go to
OBD
System Check
2 1. Turn the ignition OFF. 2. Turn the air conditioning system OFF.
3. Relieve fuel system pressure and install the fuel pressure gauge.
4. Turn the ignition ON.
NOTE: The fuel pump will run for approximately 2
seconds. Use the Scan Tool to command the fuel
pump ON.
5. Observe the fuel pressure indicated by the fuel pressure gauge with the fuel pump running.
Is the fuel pressure within the specified limits? 283-376 kPa
(41-55 psi) Go to Step 3Go to Step 17
3 Does the fuel pressure indicated by the fuel pressure gauge remain constant?
NOTE: The fuel pressure will drop when the fuel
pump stops running, then it should stabilize and
remain constant. — Go to Step 4Go to Step 12
4 1. When the vehicle is at normal operating temperature, turn the ignition ON to build fuel
pressure and observe the measurement on the
gauge.
2. Start the engine and observe the fuel pressure gauge.
Did the reading drop by the amount specified after the
engine was started? 21-105 kPa
(3-15 psi) Go to Step 5Go to Step 9
5 Is fuel pressure dropping off during acceleration, cruise, or hard cornering? — Go to Step 6Check for
improper fuel
6 Visually and physically inspect the following items for a restriction:
• The in-line fuel filter.
• The fuel feed line.
Was a restriction found? — Verify repair Go to Step 7
7 Remove the fuel tank and visually and physically inspect the following items:
• The fuel pump strainer for a restriction.
• The fuel line for a leak.
• Verify that the correct fuel pump is in the vehicle.
Was a problem found in any of these areas? — Verify repair Go to Step 8
8 Replace the fuel pump. Is the action complete? — Verify repair —
9 1. Disconnect the vacuum hose from the fuel pressure regulator.
2. With the engine idling, apply 12-14 inches of vacuum to the fuel pressure regulator.
Does the fuel pressure indicated by the fuel pressure
gauge drop by the amount specified? 21-105 kPa
(3-15 psi) Go to Step 10Go to Step 11

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ENGINE DRIVEABILITY AND EMISSIONS 6E–271
8. If removal of fuel injector is necessary, Refer to Fuel
Injectors Removal Procedure .
Installation Procedure 1. Install the fuel injectors if necessary. Refer to Fuel Injector Installation Procedure.
2. Install the fuel pressure regulator if necessary. Refer to Fuel Pressure Regulator Installation Procedure .
3. Place the fuel injector rail assembly on the manifold and insert the injectors into each port by pushing
fuel rail.
4. Install two fuel rail retaining bolts. Tighten fuel rail retaining bolt to 19 N·m (1.9kgf·m)
5. Place wiring harness in its place and secure it with two nuts.
6. Connect all connector to each fuel injector.
7. Connect the fuel supply line securely. Do not over tighten. 8. Connect the fuel return line securely. Do not over
tighten.
9. Connect the negative battery cable.
10. Crank the engine until it starts. Cranking the engine may take longer than usual due to trapped air in the
fuel system. Check for leak. If fuel leak is observed,
stop engine immediately. Before correcting fuel
leak, be sure to depressurize system again.

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Engine Mechanical – V6 Page 6A1–42

2.19 Engine Oil Pressure Diagnosis
If the engine oil pressure is below the specified value, inspect the engine and components for the following:
• loose oil filter adaptor bolts,
• faulty oil filter adaptor seals,
• worn or faulty oil pump,
• loose oil pump bolts,
• loose, blocked or damaged oil pump suction pipe,
• faulty oil pump suction pipe seal,
• faulty oil pump pressure relief valve,
• faulty or incorrectly installed oil gallery plugs,
• excessive bearing clearance in one of the following:
• connecting rods big end/s,
• crankshaft main journal/s,
• camshaft/s,
• camshaft sprocket/s, and
• cracked, porous or restricted oil galleries, or broken lash adjuster/s.
2.20 Accessory Drive Belt Diagnosis
Tension Check
NOTE
An accessory drive belt that squeaks when the
engine is started or stopped is considered normal
and has no effect on drive belt durability.
1 Start the engine and switch off the air-conditioning system. Allow engine to run until normal operating temperature has been reached.
2 Turn the engine off and inspect the markings on the drive belt tensioner to confirm the drive belt tension is
within the operating limits.

3 If the markings on the drive belt tensioner were outside the acceptable operating limits, replace the
accessory drive belt, refer to 3.5 Accessory
Drive Belt.

NOTE
The operating limits for acceptable drive belt
tension are when the drive belt tensioner pointer
(1) is aligned between the outer edge of the
minimum and maximum tension marks (2).
Figure 6A1 – 21
Inspect
Figure 6A1 – 22 illustrates the various stages of belt wear to aid in belt replacement decisions. Condition of the belt ribs
is best judged where the belt is bent over one of the larger accessory drive system pulleys.

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