2007 ISUZU KB P190 Workshop Repair Manual

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Page 2497 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Mechanical – V6 Page 6A1–18

Pistons, Rings, Bearing and Connecting Rod

Figure 6A1 – 10
Legend
1 Connecting Rod
2 Connecting Rod Bolt
3 Connecting Rod Bush
4 Upper Connect

Page 2498 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Mechanical – V6 Page 6A1–19

Oil Pan Assembly

Figure 6A1 – 11
Legend
1 Oil Pan
2 Crankshaft Oil Deflector
3 Oil Pump Suction Pipe
4 Oil Pump Suction Pipe Gasket
5 Oil P

Page 2499 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Mechanical – V6 Page 6A1–20

Oil Filter Assembly
Legend
1 Oil Filter Gasket
2 Oil Filter Adapter
3 Oil Filter Adapter Bolt
4 Oil Filter Element
Figure 6A1 – 12
1.3 Engine

Page 2500 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Mechanical – V6 Page 6A1–21

1.4 Engine Construction
Cylinder Block
The cylinder block (1) is constructed from aluminium alloy
with cast-in-place iron cylinder bore liners.
Each of

Page 2501 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Mechanical – V6 Page 6A1–22

Crankshaft
The crankshaft is a forged steel design with four main bearings. The number three main bearing controls crankshaft
thrust. A crankshaft position

Engine Mechanical – V6 Page 6A1–22

Crankshaft
The crankshaft is a forged steel design with four main bearings. The number three main bearing controls crankshaft
thrust. A crankshaft position reluctor wheel is pressed onto the rear of the crankshaft, in front of the rear main journal.
The crankshaft is internally balanced with an integral oil pump drive machined into the nose in front of the front main
journal.
Pistons, Pins and Connecting Rods
The piston assembly (1) is fitted with two low tension
compression rings and one multi-piece oil control ring. The
top compression ring is plasma sprayed, while the second
compression ring is cast iron Napier.
The oil control ring incorporates a steel expander and two
chrome plated steel rails.
The connecting rods are sinter forged steel and have full
floating piston pins. The piston pins are a slip-fit type, into
the bronze bushed connecting rods. Round wire retainers
are used to retain the piston pin into the piston.
The cast aluminium pistons incorporate a polymer coated
skirt to reduce friction.
Figure 6A1 – 17
Camshaft Drive System
Three timing chains are fitted:
• primary (1),
• right-hand secondary (2), and
• left-hand secondary (3), refer to Figure 6A1 – 18 for the HFV6 engine.
The primary timing chain connects the crankshaft sprocket (4) with the left-hand and right-hand intermediate drive shaft
sprockets (5).
Each oil pressure fed intermediate sprocket drives the secondary timing chains, which subsequently drive the respective
cylinder head camshaft position actuators (6).
Two stationary timing chain guides (7) and movable timing chain shoes (8) control secondary timing chain backlash.
Each secondary timing chain shoe is under tension from an oil pressure hydraulically operated tensioner (9). To control
backlash on the primary chain, two stationary timing chain guides (10) and an oil pressure hydraulically actuated
tensioner with built in shoe (11) are fitted.
The tensioners minimise timing chain noise and provide accurate valve action by keeping slack out of the timing chains,
while continuously adjusting for timing chain wear. The tensioners incorporate a plunger that adjusts outward with wear,
minimising backlash. The tensioners are equipped with oiling jets to spray oil onto the timing components during engine
operation. Each tensioner is sealed to the head or block using a rubber coated steel gasket. The gasket traps an
adequate oil reserve to ensure quiet start-up.

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Page 2502 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Mechanical – V6 Page 6A1–23

Figure 6A1 – 18
Legend
1 Primary Timing Chain
2 Secondary Timing Chain, Right-hand
3 Secondary Timing Chain, Left-hand
4 Crankshaft Sprocket
5

Page 2503 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Mechanical – V6 Page 6A1–24

1.5 Engine Lubrication System
Lubrication Description
A structural diecast aluminium oil pan is fitted that incorporates an oil suction pipe, an oil deflec

Engine Mechanical – V6 Page 6A1–24

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 into 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 through 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 suction 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 incorporates a top-access, cartridge style oil filter. The filter is accessed through a screw-on cap tha t
incorporates an oil bypass valve. The oil 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 oil 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 the primary timing chain tensioner.
Each cylinder head passage directs oil into oiling circuits for the stationary hydraulic lash adjusters (SHLAs) and the
camshaft bearing journals. An additional passage in the cylinder head also directs oil to the secondary timing chain
tensioner.
The oil passage that supplies oil to the main bearings also supplies 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 the 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 reserve 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.
1.6 Service Notes
Cleanliness and Care
Throughout this Section, correct cleaning and protection of machined surfaces and friction areas is a part of the repair
procedure. This is considered standard workshop practice, even if not specifically stated.
W hen any internal engine part is serviced, care and cleanliness is extremely important.
W hen components are removed for service, they should be marked, organised or retained in a specific order for
reassembly.
At the time of installation, components should be installed in the same location and with the same mating surface as
when removed.
Any engine is a combination of many machined, honed, polished and lapped surfaces with tolerances that are measured
in thousandths of a millimetre. These surfaces should be covered or protected to avoid component damage.
A liberal coating of clean engine oil should be applied to friction areas during assembly, as the lubrication will protect and
lubricate friction surfaces during the initial engine start-up.
Replacing Engine Gaskets
Re-Using Gaskets and Applying Sealants
• do not reuse any gasket unless specified,
• gaskets that can be reused will be identified in the service procedure, and
• do not apply sealant to any gasket or sealing surface unless specified in the service information.
Separating Components
• Use a rubber mallet to separate components.
• Bump the part sideways to loosen the components.
• Bumping should be done at bends or reinforced areas to prevent distortion of parts.
Cleaning Gasket Surfaces
• W here required, remove all gasket and sealing material from the part using a plastic or wood scraper.
• Care must be used to avoid gouging or scraping the sealing surfaces.

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ISUZU KB P190 2007

Page 2504 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Mechanical – V6 Page 6A1–25

• Do not use any other method or technique to remove sealant or gasket material from a part.
• Do not use abrasive pads, sand paper, or power tools to c

Engine Mechanical – V6 Page 6A1–25

• Do not use any other method or technique to remove sealant or gasket material from a part.
• Do not use abrasive pads, sand paper, or power tools to clean the gasket surfaces as these methods of cleaning
can cause damage to the component sealing surfaces. Abrasive pads also produce fine grit that the oil filter cannot
remove from the oil. This grit is abrasive and has been known to cause internal engine damage.
Assembling Components
• W hen assembling components, use only the sealant specified or equivalent in the service procedure.
• Sealing surfaces should be clean and free of debris or oil.
• Specific components such as crankshaft oil seals or valve stem oil seals may require lubrication during assembly.
• Components requiring lubrication will be identified in the service procedure.
• W hen applying sealant to a component, apply the amount specified in the service procedure.
• Do not allow the sealant to enter into any blind threaded holes as it may prevent the bolt from clamping correctly or
cause component damage when tightened.
• Only ever tighten bolts to the correct torque specification. Do not over-tighten.
Use of Room Temperature Vulcanising and Anaerobic Sealer
CAUTION
A number of sealant types are commonly
used in engines. Examples are; room
temperature vulcanising (RTV) sealer,
anaerobic gasket eliminator sealer, and
anaerobic thread sealant and pipe joint
compound. The correct type of sealant and
amount must be used in the specified location
to prevent oil leaks. Do not interchange the
different types of sealers.
Room Temperature Vulcanising Sealer
• Room temperature vulcanising (RTV) sealant hardens when exposed to air. This type of sealer is used where two
non-rigid parts (such as the intake manifold and the engine block) are assembled together.
• Do not use RTV sealant in areas where extreme temperatures are experienced. These areas include the exhaust
manifold, head gasket, or other surfaces where a gasket eliminator is specified.
• Follow all safety recommendations and directions that are on the container.
• To remove the sealant or the gasket material, refer to Replacing Engine Gaskets.
• Apply RTV to a clean surface. Use a bead size as specified in the service procedure. Run the bead to the inside of
any bolt holes. Do not allow the sealer to enter any blind threaded holes, as it may prevent the bolt from clamping
correctly or cause damage when the bolt is tightened.
• Assemble components while RTV is still wet (within 3 minutes). Do not wait for RTV to skin over.
• Tighten the bolts to the correct torque specification. Do not over-tighten.
Anaerobic Sealer
• Anaerobic gasket eliminator or thread sealant, hardens in the absence of air. This type sealer is used where two
rigid parts (such as castings) are assembled together, where fasteners are subjected to vibration, or where the
holes are not blind. W hen two rigid parts are disassembled and no sealer or gasket is readily noticeable, the parts
were probably assembled using a gasket eliminator.
• Follow all safety recommendations and directions that are on the container.
• To remove the sealant or the gasket material, refer to Replacing Engine Gaskets.
• Apply a continuous bead of gasket eliminator to one flange or on the bolt/stud thread. All surfaces must be clean
and dry.
• Spread the sealer evenly to achieve a uniform coating on the sealing surface.
• Do not allow the sealer to enter any blind threaded holes as it may prevent the bolt from clamping correctly or
cause damage when tightened.

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