2007 ISUZU KB P190 Workshop Repair Manual

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Page 3257 of 6020

ISUZU KB P190 2007 Workshop Repair Manual 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 in

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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Page 3258 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – General Information Page 6C1-1–16

W hen ECM commands the EVAP valve (1) to open, the fuel
vapours are drawn from the canister line (2) into the intake
manifold wh

Engine Management – V6 – General Information Page 6C1-1–16

W hen ECM commands the EVAP valve (1) to open, the fuel
vapours are drawn from the canister line (2) into the intake
manifold where it is consumed in the normal combustion
process.

Figure 6C1-1 – 10
The ECM energises the EVAP valve when the appropriate conditions have been met, such as:
• Engine coolant temperature is less than 20 °C at cold start up and the engine has been running longer than
three minutes and 10 seconds, or
• Engine coolant temperature is greater than 80 °C and the engine has been running longer than five seconds, or
• Engine is not in decel fuel cut-off mode and the throttle opening is less than 96%, or
• The engine is in closed loop fuel mode.
A higher purge rate is used under conditions that are likely to produce large amounts of vapour, when the following
conditions have been met:
• Intake air temperature is greater than 50 °C, or
• Engine coolant temperature is greater than 100 °C, or
• The engine has been running for greater than 15 minutes.
The EVAP purge PW M duty cycle varies according to operating conditions determined by mass air flow, fuel trim and
intake air temperature. The EVAP canister purge valve is re-enabled when throttle position angle decreases below 96%.
For further information on the evaporative emission control system, refer to 6C Fuel System.
Engine Ventilation System
The engine ventilation system contains a Positive crankcase
ventilation (PCV) valve (1) located in the right-hand
camshaft cover. A hose is routed from the PCV valve to
each side of the intake manifold which provides an even
distribution of crankcase fumes, thereby improving spark
plug reliability and a reduction in emissions.
A breather pipe is routed from the intake manifold to the left-
hand camshaft cover and provides fresh filtered air from the
intake duct to the engine.
For further information of the engine ventilation system,
refer to 6A1 Engine Mechanical – V6.
Figure 6C1-1 – 11

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Page 3259 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – General Information Page 6C1-1–17

3.9 Serial Data Communication System
The engine control module (ECM) communicates directly with the following control units using

Engine Management – V6 – General Information Page 6C1-1–17

3.9 Serial Data Communication System
The engine control module (ECM) communicates directly with the following control units using the General Motors local
area network (GM LAN) serial data communication protocol:
• Transmission control module (TCM) (if fitted)
• Powertrain interface module (PIM)
The immobiliser control unit (ICU) communicates directly with the PIM using Keyword 2000 serial data communication
protocol. Refer to 11A Immobiliser for further information
As the GM LAN serial data communication protocol is not compatible with the Keyword 2000 serial data communication
protocol, a powertrain interface module (PIM) is integrated to the serial data communication system to perform the
following tasks (Refer to 6E1 Powertrain Interface Module – V6):
• Translate the GM LAN serial data transmitted by the ECM into a Keyword 2000 serial data that can be received
and recognised by the ICU.
• Translate the cruise control switch, automatic transmission power mode switch and 3
rd start switch signal into a GM
LAN serial data that can be received and recognised by the ECM.
3.10 Self Diagnostics System
The ECM constantly performs self-diagnostic tests on the engine management system. W hen the ECM detects a
malfunction, it also stores a diagnostic trouble code (DTC). A stored DTC will identify the problem area(s) and is
designed to assist the technician in rectifying the fault. In addition, DTCs are classified as either Current or History DTC.
Depending on the type of DTC set, the ECM may turn on the
malfunction indicator lamp (MIL) (1) to warn the driver there
is a fault in the Engine Management System.
Figure 6C1-1 – 12
3.11 Service Programming System
The ECM has an Electronically erasable programmable read only memory (EEPROM) where the software and
calibration information required to operate the engine management system are stored.
The ECM features a service programming system (SPS) to flash program the EEPROM in the ECM with the latest ECM
software to provide optimum performance, driveability and emissions control or to program a new ECM.
Flash programming refers to the SPS used to transfer (or download) ECM data from a computer terminal to the vehicle’s
ECM. The system is designed so the vehicle verification procedures are required to eliminate EEPROM tampering that
could increase engine emission levels.
There are three main flash programming techniques:
1 Direct programming (pass through). This is where the vehicle’s data link connector (DLC) is connected directly to a computer terminal. On screen directions are then followed for downloading.
2 Remote Programming. Reprogramming information is downloaded from a computer terminal to Tech 2. Tech 2 is then connected to the vehicle’s DLC. On screen directions are then followed for downloading.
3 Off-board Programming. The off-board programming method is used when a re-programmable ECM must be programmed while it is removed from the vehicle. For example, an independent repair facility may find it necessary
to replace a faulty ECM. On flash programming equipped vehicles, the replacement ECM must be programmed
with data for the specific vehicle identification number (VIN) or the vehicle may not operate properly.

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Page 3260 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – General Information Page 6C1-1–18

3.12 Immobiliser System
The vehicle incorporates an immobiliser system. After the ignition switch is turned to the ON position, and

Page 3261 of 6020

ISUZU KB P190 2007 Workshop Repair Manual 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

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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Page 3262 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – General Information Page 6C1-1–20

4.3 Barometric Pressure Sensor
The barometric pressure (BARO) sensor measures
barometric (atmospheric) pressure. The ECM uses th

Page 3263 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – General Information Page 6C1-1–21

4.5 Crankshaft Position Sensor
In conjunction with the camshaft position sensor, the
crankshaft position (CKP) sensor enables th

Page 3264 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – General Information Page 6C1-1–22

4.6 Clutch Pedal Switch Assembly – Manual
Vehicles Only
The cruise control cancel switch (1) is normally closed when
the clut

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