2007 ISUZU KB P190 Workshop Repair Manual

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Page 3569 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – Service Operations Page 6C1-3–45

Ensure the knock sensor is fully seated
before tightening the attaching bolt.
Do not over-tighten the attaching bolt as
incor

Page 3570 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – Service Operations Page 6C1-3–46

2 Disconnect the wiring harness connector (1) from the
MAF sensor.
3 Remove the air intake duct, refer to 2.16 Intake Air Duct

Page 3571 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – Service Operations Page 6C1-3–47

2.21 Schrader Valve – Fuel Pressure Gauge
Connection Point

If the Schrader valve is to be removed but not
replaced immediate

Page 3572 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – Service Operations Page 6C1-3–48

2.22 Spark Plugs
Service Precautions
1 Allow the engine to cool (to at least 50°C) before attempting to remove spark plugs. Attem

Engine Management – V6 – Service Operations Page 6C1-3–48

2.22 Spark Plugs
Service Precautions
1 Allow the engine to cool (to at least 50°C) before attempting to remove spark plugs. Attempting to remove spark
plugs from a hot engine may cause the plug / cylinder head threads to bind, resulting in tearing of the alloy cylinder
head threads.
2 Clean the spark plug recess area before removing any spark plug. Failure to do so could result in engine damage because of dirt or other foreign material entering the cylinder head or by the contamination of the cylinder head
threads. The contaminated threads may then prevent the correct seating of the new or replaced plug. If required,
use a thread chaser to clean the threads of any contamination where this is suspected.
3 Under no circumstances should the spark plug/s gap be adjusted. If the gap is not within specifications,
replace the spark plug.
Figure 6C1-3 – 66
Remove
1 Turn the ignition switch off.
2 Remove the ignition coil/s, refer to 2.15 Ignition Coil.
3 Using a suitable spark plug socket, loosen the spark plug slightly and then re-tighten to break away any carbon deposits on the threads.

Wear eye protection to avoid injury.
4 Loosen the spark plug once again one or two turns, then use compressed air to remove any foreign material that may otherwise enter the combustion chamber.
5 Remove the spark plug (1).
6 Repeat as required for the remaining spark plugs.
NOTE
Place each spark plug in the same order as that
of removal. This will enable any abnormal spark
plug condition to be identified with the cylinder.
NOTE
If the spark plugs are removed for an indefinite
period before installation, plug the spark plug
openings to prevent foreign particle ingress.
7 Repeat steps 2 to 5 for the remaining spark plugs as required.
Figure 6C1-3 – 67
Inspect
The spark plugs must not be re-gapped. If the gap of a spark plug is outside the specified range, replace the spark plug.
In addition, replace spark plugs that shows excessive dirt deposit or broken insulators.

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Page 3573 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – Service Operations Page 6C1-3–49

1 Replace any plug that has cracked and / or broken insulation or loose electrodes.
2 Inspect the spark plugs for defects. Refer

Page 3574 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – Service Operations Page 6C1-3–50

• plug/s overheating due to insufficient tightening (caused by combustion gases leaking past the threads).
Broken Insulator
Broke

Page 3575 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – Service Operations Page 6C1-3–51

Analysis of Spark Plug Condition

Figure 6C1-3 – 69
Legend
1 Normal
2 Carbon Fouled
3 Oil Fouled
4 Deposit Fouling A 5

Page 3576 of 6020

ISUZU KB P190 2007 Workshop Repair Manual Engine Management – V6 – Service Operations Page 6C1-3–52

Oil Fouled (3)
W et, oily deposits with minor electrode wear possibly due to oil leaking past worn piston rings.
Breaking in a new

Engine Management – V6 – Service Operations Page 6C1-3–52

Oil Fouled (3)
W et, oily deposits with minor electrode wear possibly due to oil leaking past worn piston rings.
Breaking in a new or recently overhauled engine before the rings are fully seated may also result in this condition.
Deposit Fouling A (4)
Red brown, yellow and white coloured coatings on the insulator tip which are by-products of combustion. They come
from fuel and lubricating oil which generally contain additives. Most powdery deposits have no adverse effect on spark
plug operation, however, they may cause intermittent missing under severe operating conditions.
Deposit Fouling B (5)
Deposits similar to those identified in deposit fouling A (4). These are also by-products of combustion from fuel and
lubricating oil. Excessive valve stem clearances and / or defective intake valve seals allow too much oil to enter the
combustion chamber. The deposits will accumulate on the portion of the spark plug that projects into the chamber and
will be heaviest on the side facing the intake valve. If this condition is only detected in one or two cylinders, check the
valve stem seals.
Deposit Fouling C (6)
Most powdery deposits identified in deposit fouling A (4) have no adverse effect on the operation of the spark plug as
long as they remain powdery.
Under certain conditions of operation however, these deposits melt and form a shiny glaze coating on the insulator.
W hen hot, this acts as a good electrical conductor allowing the current to flow along the deposit instead of sparking
across the gap.
Detonation (7)
Commonly referred to as engine knock or pinging, detonation causes severe shocks inside the combustion chamber
causing damage to parts.
Pre-ignition (8)
Burnt or blistered insulator tip and badly eroded electrodes probably due to the excessive heat.
This is often caused by a cooling system blockage, sticking valves, improperly installed spark plugs or plugs that are the
wrong heat rating (too hot).
Sustained high speed with a heavy load can produce temperatures high enough to cause pre-ignition.
Heat Shock Failure (9)
A rapid increase in spark plug tip temperature under severe operating conditions can cause heat shock and result in
fractured insulators. This is a common cause of broken and cracked insulator tips.
Insufficient Installation Torque (10)
Poor contact between the spark plug and the cylinder head seat.
The lack of proper heat transfer that results from poor seat contact causes overheating of the spark plug. In many cases,
severe damage occurs. Dirty threads in the cylinder head can cause the plug to seize before it is seated.
Ensure the cylinder head and spark plug threads are free of deposits, burrs and scale before installation.

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