2007 ISUZU KB P190 tire type

Engine Mechanical – V6 Page 6A1–48
Page 6A1–48
2.18 Engine Oil Leak Diagnosis
Introduction
It is important to correctly identify the source of an engine oil leak. For example, a power steering fluid leak or spillage
during servicing can travel across the va lley area of the engine and run-out the weep hole, which is located at the back of
the cylinder block. Failure to correctly identify the source of an engine oil leak can lead to unnecessary replacement of
engine components.
Most fluid leaks can be repaired by repairi ng or replacing the faulty component or resealing the gasket surface. However,
once a leak is identified it is im portant to determine and repair the c ause as well as the leak itself.
Locating and Identifying the Leak
Inspect the leaking fluid and determine whet her it is engine oil, transmission fluid, power steering fluid, brake fluid or
some other fluid. If unsure of the source of the leaking lubricant, a quick check of fluid levels should indicate where the
fluid is coming from, as one or more fluid level should be low.
Visual Inspection
Once the type of leaking fluid has been determined, a visual inspection of the affected system should be performed.
When performing the visual inspection:
1 Bring the vehicle to the normal operating temperature.
2 Park the vehicle over a large s heet of paper or other clean surface.
3 Leave the vehicle idling for 2-3 minut es, then check for dripping fluid.
4 If required, identify the type of fluid leak ing and the approximate location of the leak.
5 Visually inspect the suspected area. A small mirror may assist viewing areas that are difficult to see normally.
6 Check for leaks at all sealing surfaces and fittings.
7 Check for any cracked or damaged components.
8 If the leak cannot be located, completely clean the entire engine and surrounding components, drive the vehicle at
normal operating temperature for several k ilometres and then repeat Steps 3 to 8.
9 If the leak still cannot be located, proceed with either the Powder Method or Black Light and Dye Method as
outlined below.
Powder Method
1 Completely clean the entir e engine and surrounding components.
2 Apply an aerosol type powder (e.g. f oot powder) to the suspected area.
3 Operate the vehicle at normal operating temperature and at varying speeds for several kilometres.
4 Identify the source of the leak from the discoloration of the powder around the suspect components.
5 If required, use a small mirror to assist in vi ewing areas that are difficult to see normally.
6 Refer to Possible Causes for Engine Oil Leaks in this Section, and repair or replace components as required.
Black Light and Dye Method
A black light and die kit Tool No. J28428-E or a commercially av ailable equivalent is available to technicians to aid in
engine oil leak diagnosis. When using a black light and die kit fo r the first time, it is recommended the technician read the
manufacturers instructions prior to using the kit.
1 Add the specified amount of dye, as per manufacturers instructions, into the engine or suspected source of the oil
leak.
2 Operate the vehicle at normal operating temperature and at varying speeds for several kilometres.
3 With the vehicle parked on a flat leve l surface, aim the black light at the suspected component/s. The dyed fluid will
appear as a yellow path leading to the oil leak source
4 Refer to Possible Causes for Engine Oil Leaks in this Section, and repair or replace components as required.

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Engine Management – V6 – Diagnostics Page 6C1-2–46

6.5 Alcohol / Contaminants in Fuel
Diagnosis
Description
W ater contamination in the fuel system may cause driveability conditions such as hesitation, stalling, no start, or
misfires in one or more cylinders. W ater may collect near a single fuel injector at the lowest point in the fuel rail, and
cause a misfire in that cylinder. If the fuel system is contaminated with water, inspect the fuel system components for
rust, or deterioration.
Alcohol (e.g. Ethanol) concentrations more than 10% in the fuel can be detrimental to fuel system components. Alcohol
contamination may cause fuel system corrosion, deterioration of rubber components, and subsequent fuel filter
restriction. Fuel contaminated with alcohol may cause driveability conditions such as hesitation, lack of power, stalling,
or no start. Some types of alcohol are more detrimental to fuel system components than others.
Alcohol in Fuel Testing Procedure
NOTE
The procedures detailed are not intended to be
accurate but rather, indicative of a contamination
situation.
The fuel sample should be drawn from the bottom of the tank so that any water present in the tank will be detected. The
sample should be bright and clear. If alcohol contamination is suspected, then use the following procedure to test the
fuel quality.
• Using a 100 ml graduated cylinder with 1 ml marks, fill the cylinder with fuel to the 90 ml mark.
• Add 10 ml of water to bring the total fluid volume to 100 ml and install a stopper.
• Shake the cylinder vigorously for 10 – 15 seconds.
• Carefully loosen the stopper to release the pressure.
• Re-install the stopper and shake the cylinder vigorously again for 10 – 15 seconds.
• Put the cylinder on a level surface for approximately 5 minutes to allow adequate liquid separation.
If alcohol is present in the fuel, the volume of the lower layer, that now contains both alcohol and water, will be more
than 10 ml. For example, if the volume of the lower layer is increased to 15 ml, this indicates at least 5 percent alcohol in
the fuel. The actual amount of alcohol may be somewhat more because this procedure does not extract all of the
alcohol from the fuel. To obtain an accurate determination of the amount of alcohol contamination in a given fuel sample,
then professional analysis should be sought.
Particulate Contaminants in Fuel Testing Procedure
The fuel sample should be drawn from the bottom of the tank so that any contaminants present in the tank will be
detected. The sample should be bright and clear. If the sample appears cloudy or contaminated with water as indicated
by a water layer at the bottom of the sample, use the following procedure to diagnose the fuel.
• Using an approved fuel container, draw approximately 0.5 litre of fuel.
• Place the cylinder on a level surface for approximately 5 minutes to allow settling of the particulate contamination.
Particulate contamination will show up in various shapes and colours. Sand will typically be identified by a white or light
brown crystals. Rubber will appear as black and irregular particles. If particles are found, clean the entire fuel system
thoroughly. Refer to 6C Fuel System – V6.
6.6 Crankshaft Position (CKP) System
Variation Learn Procedure
Description
The crankshaft position system variation learn feature is carried out automatically on the HFV6 engine under decel with
fuel cut. The road speed and duration of the self-learn process varies with different vehicle equipment levels such as
transmission, final drive ratio etc.
The variation learn procedure cannot be over-written, nor can it be accessed with Tech 2.

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Engine Management – V6 – Diagnostics Page 6C1-2–79

• The TP sensor 2 signal voltage is 0.15 – 4.8 V.
DTC P0222 runs continuously once the following conditions are met:
• The battery voltage is greater than 7 V.
• The ignition is switched on.
Conditions for Setting the DTC
DTC P0121
The following conditions exist:
• The TP sensor 1 signal voltage and the TP sensor 2 signal voltage have a difference of greater than 9 percent.
• The TP sensor signal voltage has a difference of greater than 9 percent from the calculated TP sensor signal
voltage.
DTC P0122
The ECM detects the TP sensor 1 signal voltage is less than 0.18 volt.
DTC P0123
The ECM detects the TP sensor 1 signal voltage is greater than 4.6 V.
DTC P0221
The following conditions exist:
• The TP sensor 2 signal voltage and the TP sensor 1 signal voltage have a difference of greater than 9 percent.
• The TP sensor 2 signal voltage has a difference of greater than 9 percent from the calculated TP sensor signal
voltage.
DTC P0222
The ECM detects the TP sensor 2 signal voltage is less than 0.16 volt.
DTC P0223
The ECM detects the TP sensor 2 signal voltage is greater than 4.8 V.
Conditions for Clearing the DTC
DTCs P0121, P0122, P0123, P0221, P0222 are P0223 are Type B DTCs. Refer to 1.4 Diagnostic Trouble Codes in
this Section, for action taken when a Type B DTC sets and conditions for clearing Type B DTCs.
Additional Information
• Refer to 6C1-1 Engine Management – V6 – General Information for details of the TP sensor operation.
• The ECM defaults to a reduced power mode if there is a fault condition in the TP sensor circuits for the entire
ignition cycle, even if the fault condition is corrected.
• For an intermittent fault condition, refer to 5.2 Intermittent Fault Conditions in this Section.
• The TP sensors share a common 5 V reference circuit, test for a fault condition in the 5 V reference circuit if both
DTCs P0122 and P0222 are set.
• Since fault condition in a wiring connector may trigger DTCs, always test the connectors related to this diagnostic
procedure for shorted terminals or poor wiring connection before replacing any component. Refer to 8A Electrical -
Body and Chassis for information on electrical fault diagnosis.
• To assist diagnosis, refer to 3 W iring Diagrams and Connector Charts in this Section, for the system wiring
diagram and connector charts.

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7A2-140 TRANSMISSION CONTROL SYSTEM (JR405E)
• Electrically Erasable Programmable Read OnlyMemory (EEPROM)
This type of memory allows selected portions of
memory to be programmed while other portions
remain unchanged.
Certain learned values reside in the EEPROM,
such as:
- The vehicle identification number (VIN)
- The software/ calibrations identification numbers
- The control module security information
• Flash Read Only Memory-Flash Memory
Flash memory has increased memory storage capacity.
During programming, all information within this type of
memory is erased, and then replaced with entirely new
information.
Service Programming Methods
The two methods of programming a TCM are listed
below:
• Remote Programming
• Pass Thru Programming
For information on programming a TCM using one of
the methods listed above, refer to Service
Programming System (SPS) (Remote Procedure) or
Service Programming System (SPS) (Pass-Thru
Procedure).
Before Programming a Control Module
Important: DO NOT program an existing TCM with the
identical software/ calibration package. This procedure
is not a short cut to correct the driveability condition.
This is an ineffective repair. An TCM should only be
programmed when the following occurs:
• When a service procedure instructs you to replace the TCM.
• An updated software/ calibrations is released.
Ensure that the following conditions are met before
programming a TCM:
• The scan tool PCMCIA card is programmed with the latest software.
• The TIS 2000 is installed with the latest software.
• The hardware key is plugged into the computer port.
• Vehicle system voltage:
- There are no charging system concerns. Allcharging system concerns must be repaired
before programming the TCM.
- The battery voltage is greater than 12 volts but less than 16 volts. The battery must be fully
charged before programming the TCM.
- A battery charger is NOT connected to the vehicles battery. Incorrect system voltage or
voltage fluctuations from a battery charger may
cause programming failure or TCM damage. - Turn OFF or disable any system that may put a
load on the vehicles battery. Turn OFF or
disable systems such as:
◊ Heating, ventilation, and air conditioning
(HVAC) systems
◊ Headlights
◊ Room lights
◊ Accessory equipment
• The ignition switch is in the proper position. The scan tool prompts you to turn ON the ignition, with
the engine OFF. DO NOT change the position of
the ignition switch during the programming
procedure unless instructed to do so.
• All tool connections are secure:
- The RS-232 cable
- The connection at the DLC
- The voltage supply circuits
• DO NOT disturb the tool harnesses while programming. If an interruption occurs during the
programming procedure, programming failure or
TCM damage may occur.
• If you are performing the Pass-Thru programming procedure using a notebook computer without the
power cord, ensure that the internal battery is fully
charged.
Service Programming System (SPS)
(Remote Procedure)
Notice: Some module will not accept SPS remote
procedure using 10MB PCMCIA card. In such case,
use 32MB PCMCIA card or SPS pass-thru procedure.
The Remote SPS method is a three-step process that
involves the following procedures:
1. Connecting the scan tool to the vehicle and obtaining the information from the TCM.
2. Connecting the scan tool to the terminal and downloading a new calibration file from the
terminal into the scan tool memory.
3. Reconnecting the scan tool to the vehicle and uploading the new calibration file into the TCM.
Performing the Remote Procedure 1. Connect a scan tool to the vehicle and obtain the TCM information using the following procedure:
Notice: Ensure the TCM is installed in the vehicle and
the battery is fully charged before programming.
a. Install a scan tool.
b. Turn ON the ignition, with the engine OFF.
c. Select Service Programming System (SPS) > Request Info.

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