2007 ISUZU KB P190 Timing

Engine Mechanical – V6 Page 6A1–351
Page 6A1–351
6 Torque Wrench Specifications
ATTENTION
„ Fasteners must be replaced after loosening.
Fasteners either have micro encapsulated sealant a pplied or incorporate a mechanical thread lock and
should only be re-used once. If in doubt, replacement is recommended.

Oil Pan Drain Plug ................................................................................ 25.0 Nm
Oil Filter Adaptor Attach ing Bolt................................................ 20.0 – 26.0 Nm
Oil Level Indicator Tube Atta ching Bolt........................................ 8.0 – 12.0 Nm
Accessory Drive Belt Idler Pu lley Attaching Bolt................................... 50.0 Nm
Accessory Drive Belt Tensio ner Attaching Bolt .................................... 50.0 Nm
Power Steering Reserv oir Bracket Attaching Screw.............................. 9.0 Nm
Power Steering Pump Bracket A ttaching Bolt ........................... 49. 0 – 67.0 Nm
Upper Intake Manifold to Lower Intake Manifold Attaching Bolt ........... 23.0 Nm
Upper Intake Manifold to Cylinder Head Attaching Bolt........................ 23.0 Nm
Lower Intake Manifold to Cylind er Head Attaching Bolt........................ 23.0 Nm
Fuel Injector Wiring Harness Br acket Attaching bolt .............................. 9. 0 Nm
Exhaust Manifold to Cylinder He ad Attaching Bolt..................... 17.0 - 23.0 Nm
Exhaust Manifold Heat Shield Attaching Bolt ............................... 8.0 - 12.0 Nm
Battery Harness Ground Terminal Attaching Nut ................................. 13. 0 Nm
Camshaft Cover Attachi ng Bolt................................................... 8.0 – 12.0 Nm
Engine Ground Connec tor Bolt............................................................. 10.0 Nm
Engine Wiring Harness Former A ttaching Bolt .......................... 12.0 – 16.0 Nm
„ Crankshaft Balancer A ssembly Attaching Bolt:
Stage 1 ..................................................................................... 90.0 –110.0 Nm
Stage 2 ....................................................................................................... 150 °
Engine Front Cover Assembly A ttaching Bolt ............................ 20. 0 – 26.0 Nm
Camshaft Intermediate Sprocket Attaching Bolt ........................ 58. 0 – 72.0 Nm
Secondary Timing Chai n Guide Attaching Bolt.......................... 20.0 – 26.0 Nm
Secondary Timing Chai n Shoe Attaching Bolt ........................... 20.0 – 26.0 Nm
Secondary Timing Chain Tensioner Attachi ng Bolt ................... 20.0 – 26.0 Nm
Primary Timing Chain Upper Gui de Attaching Bolt.................... 20.0 – 26.0 Nm
Primary Timing Chain Tensioner Attaching Bolt........................ 20. 0 – 26.0 Nm
Oil Pump Assembly Attach ing Bolt............................................ 20.0 – 26.0 Nm
Camshaft Sprocket Attachi ng Bolt............................................. 49.0 – 67.0 Nm
Exhaust Camshaft Sprocket Atta ching Bolt............................... 49.0 – 67.0 Nm
Camshaft Bearing Cap Attach ing Bolt......................................... 8.0 – 12.0 Nm
Cylinder Head Thr eaded Plug.............................................................. 31.0 Nm
„ Cylinder Head M11 Attaching Bolt:
Stage 1 ...................................................................................... 40.0 – 50.0 Nm
Stage 2 ....................................................................................................... 120 °
„ Cylinder Head M8 Attaching Bolt:
Stage 1 ...................................................................................... 12.0 – 18.0 Nm
Stage 2 ......................................................................................................... 60 °
Engine Mount Bracket to Cylinder Bl ock Attaching Bolt............ 43.0 – 57.0 Nm
Engine Mount to Bracket Atta ching Nut..................................... 70.0 – 90.0 Nm
Engine Mount to Frame Atta ching Nut...................................... 44.0 – 60.0 Nm
Engine Lift Bracket Attachi ng Bolt.......................................... 58.0 – 72.0.0 Nm
Knock Sensor Attach ing Nut................................................................. 23.0 Nm

BACK TO CHAPTER INDEX
TO MODEL INDEX
ISUZU KB P190 2007

Engine Mechanical – V6 Page 6A1–353
Page 6A1–353
7 Special Tools
Tool Number Illustration Description
E-308
Seal Remover
Previously released.
EN-46101
Spark Plug Tube Seal Guide Set
Used to protect the spark plug lip seals when installing the
camshaft cover to the cylinder head.
EN-46103
Camshaft Actuator Valve Seal Installer
Used to install the camshaft actuat or valve seals into the front
cover.
EN-46105 – 1 and 2
Camshaft Locking Tool Set
Used to retain camshaft position during timing chain or
camshaft actuator replacement.
EN-46106
Flexplate Holding Tool
Used to retain crankshaft position during valve-train overhaul
and harmonic balancer removal.
EN-46108
Timing Chain Retention Tool Set
Used to retain timing chain tension during camshaft and
sprocket removal.

BACK TO CHAPTER INDEX
TO MODEL INDEX
ISUZU KB P190 2007

Engine Mechanical – V6 Page 6A1–354
Page 6A1–354
Tool Number Illustration Description
EN-46109
Engine Front Cover / Oil Pan / Crankshaft Rear Oil Seal
Housing Installation Guide Pins
Used to align the engine front co ver/oil pan/crankshaft rear oil
seal housing during engine assembly.
EN-46110
On-vehicle Valve Spring Compressor
Used to remove valve springs with the cylinder heads
assembled to the cylinder block.
EN-46111
Crankshaft Rotation Socket
Used to rotate the crankshaft during engine overhaul.
EN-46112
Timing Chain Tensioner Retraction Springs
Used to retain the timing chain tensioner plunger within the
tensioner bore during assembly of timing chains to engine.
EN-46114
Engine Lift Brackets
Used in conjunction with commercially available lifting
equipment to lift engine.
EN-46116
Valve Stem Seal Remover / Installer
Used to remove/install the valve stem seals.

BACK TO CHAPTER INDEX
TO MODEL INDEX
ISUZU KB P190 2007

Engine Mechanical – V6 Page 6A1–357
Page 6A1–357
Tool Number Illustration Description
J-45027
Tensioner Tool
Used to reset the timing chain tensioner plunger.
J-6125-1B
Slide Hammer
Used in conjunction with J-41818 to remove the main bearing
caps from the cylinder block during engine disassembly.
J-8062
Valve Spring Compressor
Used in conjunction with EN-46119 to remove valve springs
with the engine disassembled.
J-8087
Cylinder Bore Gauge
Commercial equivalent also available
EN-48313
Timing Chain Retention Tool



BACK TO CHAPTER INDEX
TO MODEL INDEX
ISUZU KB P190 2007

Engine Mechanical – V6 Page 6A1–358
Page 6A1–358
MY2005 VZ
6A1
Engine Mechanical – V6
Update Number
Date Section / Subsection Affected Brief Change Description
22 MAY 2007 Complete Document
THE FOLLOWING CHANGES WERE
MADE:

Page 4 & 5
Page 8, 13, 110-115, 117, 119, 122, 124,
130, 132-134, 139-151, 156-166, 171-179,
186, 187, 190, 193-201, 203, 351, 355.
Figure 6A1 – 100, 102, 151, 152, 171-197,
219-239, 263-285, 299, 302, 303, 306, 312-
327
EN-48313 This C1-file replaces the previous (Holden Rodeo)
C-file



Content page change

Text changes


Graphic changes

New special tool (Timing Chain Retention Tool)




TEXT COLOURS TO INDICATE SPECIFIC APPLICATION

......................................... Text in th is colour indicates that the original text has been updated and is to repla ce
the existing, regardless of model.





BACK TO CHAPTER INDEX
TO MODEL INDEX
ISUZU KB P190 2007

Engine Management – V6 – General Information Page 6C1-1–12

Battery Voltage Correction Mode
The ECM monitors the battery voltage circuit to ensure the voltage available to the engine management system stays
within the specified range. A low system voltage changes the voltage across the fuel injectors, which affects the fuel
injector flow rate. In addition, a low system voltage fault condition may cause other engine management system
components to malfunction.
The ECM switches to battery voltage correction mode when the ECM detects a low battery voltage fault condition. W hile
in battery voltage correction mode, the ECM performs the following functions to compensate for the low system voltage:
• Increases the injector on-time to maintain the correct amount of fuel being delivered, and
• Increases the idle speed to increase the generator output.
Limp Mode
The programming in the ECM software allows the engine to run in a back-up fuel strategy or limp mode when the ECM
fails to receive signal inputs from critical sensors or when a critical engine management fault condition exists.
The ECM switches to limp mode to enable the vehicle to be driven until service operations can be performed.
Engine Protection Mode
Engine protection mode is engaged to protect engine components from friction damage in the event of an engine over-
temperature condition being detected by the ECM.
W hen the ECM is in engine protection mode, fuel injectors are systematically disabled and re-activated. The injectors
that have been shut down allow the air being drawn into the engine to assist with engine cooling.
Clear Flood Mode
If the engine is flooded with fuel during starting and will not start, the clear flood mode can be manually selected by
depressing the accelerator pedal to wide open throttle (W OT). In this mode, the ECM will completely disable the fuel
injectors, and will maintain this state during engine cranking as long as the ECM detects a W OT condition with engine
speed less than 1,000 rpm.
3.3 Ignition Control System
The electronic ignition system provides a spark to ignite the compressed air / fuel mixture at the correct time. The ECM
maintains correct spark timing and dwell for all engine operating conditions. The ECM calculates the optimum spark
parameters from information received from the various sensors and triggers the appropriate ignition module / coil to fire
the spark plug.
3.4 Starter Motor Operation
The engine control module controls the activation of the start relay in response to inputs from:
• Ignition switch,
• Battery,
• Immobiliser system, and
• Automatic transmission gear selector position / clutch pedal position switch for vehicles with manual transmissions.
3.5 Throttle Actuator Control System
Description
The throttle actuator control (TAC) system is used to improve emissions, fuel economy and driveability. The TAC system
eliminates the mechanical link between the accelerator pedal and the throttle plate and eliminates the need for a cruise
control module and idle air control motor. The TAC system comprises of:

BACK TO CHAPTER INDEX
TO MODEL INDEX
ISUZU KB P190 2007

Engine Management – V6 – General Information Page 6C1-1–31

4.15 Ignition Coil and Spark Plug
Long-life platinum tip spark plugs are used which, along with
the ignition coil spark plug boot and spring, require
replacement at 100,000 kilometre service intervals. The
spark plugs, featuring a J-gap and a conical seat, do not
require inspection between services, and must not be re-
gapped.
Individual pencil-type ignition coils, one for each cylinder, are
mounted in the centre of the camshaft covers, and have
short boots connecting the coils directly to the spark plugs.
The pencil coil makes use of the space available in the spark
plug cavity in the cylinder head and camshaft cover. As a
pencil coil is always mounted directly on to the spark plug,
no high-tension ignition leads are required, further enhancing
reliability.

Figure 6C1-1 – 38
Pencil coils operate similarly to other compact coils, however
due to their shape, the structure differs considerably.
The central rod core (1) consists of laminations of varying
widths, stacked in packs that are nearly spherical. A yoke
plate (2), made from layered electrical sheet steel, provides
the magnetic circuit. The primary winding (3) is located
around the secondary winding (4), which supports the core.
A printed circuit board, or driver module, (5) is located at the
top of the coil and controls the firing of the coil based on
input from the ECM.
The ECM is responsible for maintaining correct spark timing
and dwell for all driving conditions. The ECM calculates the
optimum spark parameters from information received from
the various sensors, and triggers the appropriate ignition
module which then operates the coil.
The ignition coil / modules are supplied with the following
circuits:
• Ignition feed circuit.
• Ground circuit.
• Ignition control circuit.
• Reference low circuit.

Figure 6C1-1 – 39

BACK TO CHAPTER INDEX
TO MODEL INDEX
ISUZU KB P190 2007

Engine Management – V6 – General Information Page 6C1-1–32

4.16 Intake Air Temperature Sensor
The intake air temperature (IAT) sensor is a thermistor,
which is a resistor that changes it’s resistance value based
on temperature.
The IAT sensor is part of the air mass sensor and is not a
serviceable item. The sensor is a negative temperature
coefficient (NTC) type, intake air temperature produces a
high sensor resistance while high engine coolant
temperature causes low sensor resistance.
Legend
A Temperature
B Resistance
The ECM provides a 5 V reference signal to the IAT and
monitors the return signal which enables it to calculate the
intake air temperature.
The ECM uses this signal to make corrections to the
operating parameters of the system based on changes in air
intake temperature.
Figure 6C1-1 – 40
4.17 Knock Sensor
The knock sensor (KS) signal is used by the ECM to provide
optimum ignition timing while minimising engine knock or
detonation.
The ECM monitors the voltage of the left-hand (Bank 2)
sensor during the 45 degrees after cylinder 2, 4, or 6 has
fired and the voltage of the right-hand (Bank 1) sensor
during the 45 degrees after cylinder 1, 3, or 5 has fired.
If knock occurs in any of the cylinders, the ignition will be
retarded by three degrees for that particular cylinder. If the
knocking then stops, the ignition will be restored to what it
was before in steps of 0.75 degrees.
Should knocking continue in the same cylinder despite of
the ignition being retarded, the ECM will retard the ignition
an additional step of three degrees, and so on, up to a
maximum of 12.75 degrees. The ignition will also be
retarded at high ambient temperatures to counteract
knocking tendencies provoked by high intake air
temperatures.
Should either Bank 1 or Bank 2 sensor fail to work, or
should an open circuit occur, the ignition timing will then be
set at a default strategy that will retard the ignition much
more than normal.
Figure 6C1-1 – 41

BACK TO CHAPTER INDEX
TO MODEL INDEX
ISUZU KB P190 2007