Circuit ISUZU KB P190 2007 Workshop Repair Manual

Engine Mechanical – V6 Page 6A1–25
Page 6A1–25
1.5 Engine Lubrication System
Lubrication Description
A structural diecast aluminium oil pan is fitted that incorporates an oil suction pipe, an oil deflector and an oil level
sensor. The oil suction pipe is bolted in to the oil pan and seals to the bottom of the cylinder block with a gasket. The oil
deflector is bolted to the upper portion of the oil pan and ensures oil supply is maintained under all conditions. The oil
level sensor is mounted thr ough the bottom of the oil pan.
A crankshaft driven gerotor oil pump is mounted to the front of the cylinder block. The pump, which incorporates an
internal pressure-relief valve, draws oil from the oil sucti on tube through the lower passage in the cylinder block. Oil is
then directed through an upper passage to the left-hand side of the cylinder block where the oil filter adapter is mounted.
The oil filter adapter incorporat es a top-access, cartridge style oil filter. The filter is accessed through a screw-on cap tha t
incorporates an oil bypass valve. The o il filter adapter housing incorporates a drain back control valve and a threaded oil
pressure sender. Oil flows through a lower passage within the oil filter adapter and through the o il filter cartridge. Filtered
oil travels back through the upper passage of the adapter and into the engine block.
Oil is then directed up and across the front of the cylinder block, through several drilled passages. These front passages
feed oil to each cylinder head, the passage for the main bearings and piston oil jets, the right-hand and left-hand
secondary idler sprockets and to t he primary timing chain tensioner.
Each cylinder head passage directs oil into oiling circuits for the stationary hydraulic la sh adjusters (SHLAs) and the
camshaft bearing journals. An additional passage in the cy linder head also directs oil to the secondary timing chain
tensioner.
The oil passage that supplies oil to the main bearings also s upplies oil to pressure actuated piston cooling oil jets. Each
oil jet is mounted between opposing cylinder bores and directs oil to the two bores to provide extra cooling and control
piston temperatures.
From the front passages, oil is directed to the front of the block where t he right-hand and left-hand intermediate drive
shaft sprockets and the primary timing chain tensioner are mounted. Each camshaft timing chain tensioner relies on a
gasket to maintain an oil rese rve after the engine is turned off. All camshaft timing chain tensioners incorporate a small
oil jet to supply an oil spray onto the camshaft timing chain components.
Oil returns to the oil pan, either through the camshaft timing chain area or through the drain back passages on the
outboard walls of the cylinder heads and cylinder block.

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Engine Mechanical – V6 Page 6A1–38
Page 6A1–38
2.8 Engine Noise on Start-up, but only
Lasting a Few Seconds
NOTE
A cold piston knock, which disappears in
approximately 1.5 minutes from start up, should
be considered acceptable. A cold engine knock
usually disappears when t he specific cylinder’s
secondary ignition circuit is grounded out during
diagnosis.
A light rattle/tapping noise may indicate a valve train/upper engine concern, while a low rumble/knocking may indicate a
crankshaft, piston or lower engine concern.
Cause Correction
Oil filter anti-drain back valve faulty. Replace the o il filter adaptor, refer to 3.3 Oil Filter Adaptor.
Incorrect oil viscosity.
Drain the engine oil and replace with the correct viscosity
oil, refer to 3.1 Engine Oil.
High camshaft stationary hydraulic lash adjuster (SHLA)
leak down rate. Replace the SHLA as required,
refer to 3.21 Stationary
Hydraulic Lash Adjuster.
Worn crankshaft thrust bearing. Inspect and replace the crankshaft and/or bearings as
required, refer to 4.6 Crankshaft and Main Bearings.
Damaged or faulty oil filter by-pass valve. 1 Inspect the oil filter by-pass valve for correct
operation.
2 Repair or replace the oil filter adaptor/by-pass valve
as required.

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Engine Mechanical – V6 Page 6A1–39
Page 6A1–39
2.9 Upper Engine Noise, Regardless of
Engine Speed
NOTE
A cold piston knock, which disappears in
approximately 1.5 minutes from start up, should
be considered acceptable. A cold engine knock
usually disappears when t he specific cylinder’s
secondary ignition circuit is grounded out during
diagnosis.
A light rattle/tapping noise may indicate a valve train/upper engine concern, while a low rumble/knocking may indicate a
crankshaft, piston or lower engine concern.
Cause Correction
Low oil pressure. 1 Perform an oil pressure test, refer to 2.19 Engine Oil
Pressure Diagnosis.
2 Repair or replace the engine oil pump as required, refer to 3.17 Oil Pump Assembly.
Worn or loose stationary hydraulic lash adjusters (SHLA)
and/or valve rocker arms.
The SHLAs, rocker arm and roller bearings should be intact
and in the correct position. 1 Clean, inspect and replace the camshaft lash
adjusters as required, refer to 3.21 Stationary
Hydraulic Lash Adjuster.
2 Replace the SHLAs and/or rocker arms as required, refer to 3.21 Stationary Hydraulic Lash Adjuster or
3.20 Rocker Arm.
Incorrect lubrication to t he stationary hydraulic lash
adjusters and valve rocker arm. Inspect the following components and repair or replace as
required:
• valve rocker arms, refer to 3.20 Rocker Arm.
• stationary hydraulic lash adjusters, refer to 3.21
Stationary Hydraulic Lash Adjuster.
• oil filter by-pass valve, refe r to 3.3 Oil Filter Adaptor.
• oil pump and suction pipe, refer to 3.17 Oil Pump
Assembly.
• cylinder head oil galleries, refer to 3.22 Cylinder
Head Assembly.
• cylinder block oil galleries, refer to 4.7 Cylinder
Block.
Broken Valve Spring. Replace the valve spring, refer to 3.22 Cylinder Head
Assembly.
Stretched or broken timing chain/s and/or damaged timing
chain sprocket teeth. Replace the timing chains or sprockets as required, refer to
3.16 Timing Chains, Tensioners, Shoes and Guides.
Worn or faulty timing chain tensioner or guide. Replace the timing chains or sprockets as required, refer to
3.16 Timing Chains, Tensioners, Shoes and Guides.
Worn camshaft lobes. Replace the camshaft/s and SHLAs as required, refer to
3.19 Camshaft or 3.21 Stati onary Hydraulic Lash Adjuster.
Worn valve guides and/or valve stems.
Inspect and repair or replace valves and valve guides as
required, refer to 3.22 Cylinder Head Assembly.
Stuck valves.
Carbon on the valve stem or valve seat may cause the
valve to stay open. Inspect and repair or replace valves and valve guides as
required, refer to 3.22 Cylinder Head Assembly.

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Engine Mechanical – V6 Page 6A1–40
Page 6A1–40
2.10 Lower Engine Noise, Regardless of
Engine Speed
NOTE
A cold piston knock which disappears in
approximately 1.5 minutes from start up should
be considered acceptable. A cold engine knock
usually disappears when t he specific cylinder’s
secondary ignition circuit is grounded out during
diagnosis.
A light rattle/tapping noise may indicate a valve train/upper engine concern, while a low rumble/knocking may indicate a
crankshaft, piston or lower engine concern.
Cause Correction
Low oil pressure. 1 Perform an oil pressure test, refer to 2.19 Engine Oil
Pressure Diagnosis.
2 Repair or replace the engine oil pump as required, refer to 3.17 Oil Pump Assembly.
Worn accessory drive components.
Abnormalities such as severe cracking, bumps, stretching
or missing areas on an accessory drive belt and/or
misalignment of accessory drive system components. Inspect the accessory drive system, repair or replace
components as required, refer to 3.5 Accessory Drive Belt.
Loose or damaged crankshaft balancer and pulley
assembly. Repair or replace the crankshaft balancer and pulley
assembly as required, refer to 3.13 Crankshaft Balancer
Assembly.
Detonation or spark knock. Confirm the correct operation of the ignition system, refer to
6C1-2 Engine Management – V6 – Diagnostics.
Loose torque converter bolts. Inspect and tighten the torque converter bolts to the correct
torque specification, refer to 7C4 Automatic Transmission –
4L60E – On-vehicle Servicing.
Loose or damaged flexplate. Repair or replace the flexplate as required, refer to 4.3
Flexplate Assembly.
Oil pump suction pipe loos e, damaged or restricted.
Clean, inspect and repair/replace the oil pump suction pipe
as required, refer to 4.2 O il Pan and Oil Pump Suction Pipe
Assembly.
Excessive piston-to-cylinder bore clearance. Inspect the piston and cylinder bore and repair/replace
components as required, refer to 4.5 Pistons, Pins, Rings,
Connecting Rods and Big-end Bearings and 4.7 Cylinder
Block.
Excessive connecting rod bearing clearance. Inspect the connecting rod, crankshaft and bearings and
repair/replace components as required, refer to 4.5
Pistons, Pins, Rings, Connecting Rods and Big-end
Bearings and 4.6 Crankshaft and Main Bearings.
Excessive piston pin to bore clearance. Inspect the pistons and pins and repair/replace components
as required, refer to 4.5 Pistons, Pins, Rings, Connecting
Rods and Big-end Bearings.
Excessive crankshaft main bearing clearance. Inspect the crankshaft, cylinder block journals, main
bearings and main bearing caps and repair/replace
components as required, refer to 4.6 Crankshaft and Main
Bearings and 4.7 Cylinder Block.
Incorrect piston, pin and c onnecting rod installation.
Pistons must be installed with the mark or dimple facing the
front of the engine. Piston pi ns must be centred in the
piston pin bore. Confirm the pistons, pins and
connecting rods are installed
correctly and repair if required, refer to 4.5 Pistons, Pins,
Rings, Connecting Rods and Big-end Bearings.

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Engine Mechanical – V6 Page 6A1–41
Page 6A1–41
2.11 Engine Noise Under Load
NOTE
A cold piston knock which disappears in
approximately 1.5 minutes from start up, should
be considered acceptable. A cold engine knock
usually disappears when t he specific cylinder’s
secondary ignition circuit is grounded out during
diagnosis.
A light rattle/tapping noise may indicate a valve train/upper engine concern, while a low rumble/knocking may indicate a
crankshaft, piston or lower engine concern.
Cause Correction
Low oil pressure. 1 Perform an oil pressure test, refer to 2.19 Engine Oil
Pressure Diagnosis.
2 Repair or replace the engine oil pump as required, refer to 3.17 Oil Pump Assembly.
Detonation or spark knock. Confirm the correct operation of the ignition system, refer to
6C1-2 Engine Management – V6 – Diagnostics.
Loose torque converter bolts. Inspect and tighten the torque converter bolts to the correct
torque specification, refer to 7C1 Automatic – 4L60E –
General Information – 4L60E – General Information.
Cracked flexplate. Replace the flywheel/flex-plate as required, refer to
4.3 Flexplate Assembly.
Excessive connecting rod bearing clearance. Inspect the connecting rod, crankshaft and bearings and
repair/replace components as required, refer to
4.5 Pistons, Pins, Rings, Connecting Rods and Big-end
Bearings and 4.6 Crankshaft and Main Bearings.
Excessive crankshaft bearing clearance Inspect the crankshaft, cylinder block journals, main
bearings and main bearing caps and repair/replace
components as required, refer to 4.6 Crankshaft and Main
Bearings and 4.7 Cylinder Block.

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Engine Mechanical – V6 Page 6A1–55
Page 6A1–55
Drive Belt Squeal
Definition
Accessory drive belt squealing can be defined as a loud screeching noise caused by a slipping drive belt. Belt squeal is
unusual in multi-rib belts. Drive belt squeal generally occurs when a heavy load is applied to the drive belt, such as an
air-conditioning compressor engagement, snapping the throttle, se ized pulley or a faulty accessory drive component.
Diagnostic Aids
If the noise is intermittent, confirm the accessory drive components by varying t heir loads, making sure they are operated
to their maximum capacity. An overcharged A/C system, restrictions in the power steering pressure circuit or a faulty
generator or coolant pump are likely c auses of accessory drive belt squeal.
A loose or incorrectly installed body component, suspension component or other item may be the cause of the noise.
Test Description
The numbers below refer to steps in the diagnostic table.
2 The noise may not be engine related. This step is to confirm the engine is making t he noise. If the engine is not
making the noise, do not proceed further with this diagnostic procedure.
3 The noise may be an internal engine noise. Removing the drive belt and operating the engine briefly will confirm
whether or not the noise is related to the drive belt.
CAUTION
When running the engine with the accessory
drive belt removed, the coolant pump will not
be operating and the engine may overheat if
left unsupervised even for a short period.
NOTE
There may also be a number of DTCs set when
running the engine with the accessory drive belt
removed.
4 Confirms an accessory drive component does not have a se ized bearing. With the belt removed, test the bearings
in the accessory drive co mponents spin free and smooth.
5 Confirms the drive belt tensioner is operating correctly. If the drive belt tensioner is not operating correctly, drive
belt tension will not be maintained, resulting in a belt squealing noise
6 Confirms the belt is not too long, which would prevent the tensioner from working as intended. Also, if an
excessively long belt has been fitted, it may also be r outed incorrectly and may be turning an accessory drive
component in the wrong direction.
7 Misalignment of the pulleys may be caused by one of the following:
• Incorrect mounting of an accessory drive component,
• Incorrect installation of an accessory drive pulley or,
• Bent or damaged pulley.
Test for a misaligned pulley using a straight edge in the pulley grooves across 2 or 3 pulleys. If a misaligned pulley is found, refer to the relevant component service info rmation for the correct installation and removal procedures.
8 This test is to confirm the pulleys are the correct di ameter and/or width. Using a known good vehicle, compare the
pulley sizes.
Diagnostic Table
Step Action Yes No
1
Did you review the information provided in 2.2 Symptoms, and
perform the required inspections. Go to Step 2 Go to
2.2 Symptoms
2 Confirm the customer compla int. Is there a squealing noise?
Go to Step 3 Refer to Diagnostic
Aids in this Section

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Engine Mechanical – V6 Page 6A1–57
Page 6A1–57
Drive Belt Whine
Definition
Accessory drive belt whine can be defined as a high-pitched continuous noise that is most likely to be caused by a failed
bearing in one of the acce ssory drive components.
Diagnostic Aids
The drive belts themselves will not caus e a whine. If the noise is intermittent, confirm the accessory drive components by
varying their loads, making sure they are operated to their maximum capacity. An overcharged A/C system, restrictions
in the power steering pressure circuit or a faulty generator or coolant pump ar e likely causes of accessory drive belt
whine.
Test Description
The numbers below refer to steps in the diagnostic table.
3 The noise may be an internal engine noise. Removing the drive belt and operating the engine briefly will confirm
whether or not the noise is related to the drive belt.
CAUTION
When running the engine with the accessory
drive belt removed, the coolant pump will not
be operating and the engine may overheat if
left unsupervised even for a short period.
NOTE
There may also be a number of DTCs set when
running the engine with the accessory drive belt
removed.
4 The inspection of bearings should include the following accessory drive components:
• drive belt tensioners,
• drive belt idlers,
• generator,
• power steering pump,
• coolant pump, and
• A/C compressor.
The drive belt may need to be installed and the accessory drive components operated separ ately, at varying loads
to confirm the location of the faulty bearing, refer to the relevant Sections for component inspection and repair
procedures.
Diagnostic Table
Step Action Yes No
1
Did you review the information provided in 2.2 Symptoms, and
perform the required inspections. Go to Step 2 Go to
2.2 Symptoms
2 Confirm the customer compla int. Is there a whining noise?
Go to Step 3 Refer to Diagnostic
Aids in this Section
3 1 Remove the drive belt, refer to 3.5 Accessory Drive Belt.
2 Operate the engine for no more than 40 seconds.
Does the whining noise still exist? Accessory drive
system OK
Go to 2.2
Symptoms, and
restart the diagnosis Go to Step 4
4 Inspect the accessory drive components for a faulty or seized
bearings and general malfunctions.
Did you find and correct any faulty/seized bearings or general
malfunctions in the accessory drive system? Go to Step 5 Refer to Diagnostic
Aids in this Section
5 Reinstall the accessory drive belt and operate the system to confirm
the repair.
Did you correct the whine? Accessory drive
system OK Go to 2.2
Symptoms, and
restart the diagnosis

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Engine Management – V6 – General Information Page 6C1-1–9

3 System Operation
The engine control module (ECM) is the control centre of the V6 engine management system. The ECM constantly
monitors and evaluates inputs from various sensors and switches. Based on these inputs, the ECM controls the
operation of the engine management system. Refer to Figure 6C1-1 – 6 for the illustration of the inputs and outputs of
the ECM.

Figure 6C1-1 – 6
3.1 Fuel Delivery System
Fuel System Pressure
W hen the ignition switch is turned on, the ECM energises the fuel pump circuit and the fuel pump runs and builds up
pressure in the fuel system. The fuel pump will continue to operate if the engine is started or as long as the engine is
cranking or running and the ECM detects crankshaft position (CKP) sensor signal pulses. If the CKP sensor signal
pulses stop, the ECM de-energises the fuel pump circuit within two seconds, which stops the fuel pump operation.
The vehicle is fitted with a modular fuel pump and sender assembly that provides delivery of fuel from the fuel tank and
information on the fuel level. The fuel delivery system is a single line, on-demand design. W ith the fuel pressure regulator
incorporated into the modular fuel pump and sender assembly, the need for a return pipe from the engine is eliminated.
The electric fuel pump contained in the modular fuel pump and sender assembly provides fuel at a pressure greater than
the regulated pressure which is supplied to the fuel rail. The fuel is then distributed through the fuel rail to six injectors
located directly above each cylinder’s two intake valves.
Having a single line fuel supply system reduces the internal temperature of the fuel tank by not returning hot fuel from the
engine. In reducing the internal temperature of the fuel tank, lower evaporative emissions are achieved.
Unleaded fuel must be used to ensure correct emission parameters and engine operation. Leaded fuel damages the
emission control system and use of leaded fuel can result in loss of emission warranty. Using unleaded fuel will also
minimise any spark plug fouling and extend engine oil life.

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Engine Management – V6 – General Information Page 6C1-1–10

Fuel Injection System
Each cylinder of the V6 engine is fitted with one fuel injector. The engine control relay applies ignition positive voltage to
the fuel injector ignition circuit. The ECM controls the operation of the fuel injectors by applying a pulse width modulated
(PW M) ground to the fuel injector control circuit to control each fuel injector on-time.
W hile the engine is running, the ECM constantly monitors the various inputs and recalculates the appropriate on-time for
each injector. The calculation is based on the following:
• The injector flow rate,
• Mass of fuel passed by the energised injector per unit of time,
• The desired air / fuel ratio, and
• Actual air mass in each cylinder.
The ECM calculates the duration of the fuel injector on-time to deliver the correct amount of fuel for optimum drivability
and emission control. The period of time the fuel injector is energised is called the injector on-time and is measured in
milliseconds (thousandths of a second).
The V6 engine uses the sequential fuel injection system. Each fuel injector is energised individually at the correct
moment during its firing stroke as the cylinder’s intake valves are closing to provide enough time for the fuel to atomise
completely and mix with the intake air.
Short Term Fuel Trim
The short term fuel trim (STFT) represents the duration of the fuel injector on-time as calculated by the ECM, while the
ECM is in Closed Loop mode. The STFT allows the ECM to calculate the fuel injector on-time based on the heated
oxygen sensor (HO2S) signal input to the ECM. Therefore, the STFT is disabled when the ECM is in Open Loop mode.
• If the air / fuel mixture in the exhaust is balanced (lambda = 1) or when the STFT is disabled, the STFT value is 0%.
• W hen the HO2S sends an input signal to the ECM indicating the air / fuel mixture is rich, the STFT will be less than
0%, which indicates the ECM is decreasing the fuel injector on-time to reduce the amount of fuel in the air / fuel
mixture.
• W hen the HO2S sends an input signal to the ECM indicating the air / fuel mixture is lean, the STFT will be greater
than 0%, which indicates the ECM is increasing the fuel injector on-time to increase the amount of fuel in the air /
fuel mixture.
The percentage values of the STFT range from –25% to +25% and are directly proportional to the duration of the fuel
injector on-time.
Long Term Fuel Trim
The ECM stores the long term fuel trim (LTFT) in its memory to adjust the fuel injector on-time according to the long term
changes or deterioration in the engine components. The normal LTFT value is 0%.
The following describes the LTFT operation when the engine air filter is dirty that causes a restricted intake airflow fault
condition:
1 The HO2S sends an input signal to the ECM the air / fuel mixture is rich because of the reduced airflow. The STFT may reduce to a value of –10%, which decreases the fuel injector on-time to reduce the amount of fuel in the air /
fuel mixture supplied to the engine.
W ithout the use of the LTFT, the restricted airflow caused by the dirty air filter may reduce the STFT value to –10% until the air filter is replaced. This will decrease the range of negative adjustment available to the STFT to
compensate for other factors.
2 W hen the ECM detects the STFT has remained at –10% for a specific period, the ECM switches to the LTFT. The LTFT adjusts the duration of the fuel injector on-time until the air / fuel mixture in the exhaust is balanced (lambda =
1) and the STFT value returns to 0%.
3 The ECM stores this Long Term FT value in its memory, which is used to calculate the base fuel injector on-time.
The percentage values of the Long Term FT range from –100% to +100%. If the ECM detects the LTFT values are
outside the specified percentage range for a predetermined period, the ECM will set a Diagnostic Trouble Code and
switch to Open Loop mode.

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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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