2007 ISUZU KB P190 check oil

TRANSMISSION CONTROL SYSTEM (JR405E) 7A2-119
Z2: Mode Lamp (Power Drive or 3rd Start) Does Not Turn On
Z3: Mode Lamp (Power Drive or 3rd Start) Does Not Turn Off
Z4: A/T Oil Temperature Lamp Turns On
Z5: Selector Lever Feeling is Faulty
Z6: Poor Fuel Consumption
Checks Action
Definition:
Mode lamp on the instrument panel (IP) cluster does not turn ON even though the switch is ON.
Diagnosis Hints • Faulty mode switch circuit.
• Faulty mode switch.
• Faulty lamp control circuit.
• Faulty IP cluster.
Checks Action
Definition:
Mode lamp on the instrument panel cluster does not turn OFF even though the switch is OFF.
Diagnosis Hints • Faulty mode switch circuit.
• Faulty mode switch.
• Faulty lamp control circuit.
• Faulty IP cluster.
Checks Action
Definition:
A/T oil temperature lamp turns On sometimes.
Diagnosis Hints • If the fluid temperature increases to 135°C (275 °F), the TCM illuminates
A/T Oil Temp lamp on the instrument panel cluster. When the fluid
temperature deceases below 125 °C (257 °F), the lamp goes off.
• When the vehicle is stuck in the mud or continues to accelerate under overload, transmission fluid temperature increases and lamp may be
turned On.
• If the lamp is On under usual conditions, following causes are suspected. - Transmission fluid level has increased for some fault. Refer to category No. “Z1: Transmission Overheat”.
- Skewed transmission fluid temperature (TFT) sensor.
Checks Action
Definition:
Selector lever feeling is faulty.
Diagnosis Hints • Inspect the selector lever cable for misadjusting or disordering.
• Faulty manual plate.
Checks Action
Definition:
Poor fuel consumption.
Diagnosis Hints The same causes as in category No. “C1 - C8: Engine Race Up (Slipping)” are
suspected.

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ISUZU KB P190 2007

7A2-120 TRANSMISSION CONTROL SYSTEM (JR405E)
Z7: Shift Indicator is Faulty
Z8: Transmission Fluid is Splashed During Running
Z9: Abnormal Smell
Z10: Transmission Fluid Quantity is Low or High
Z11: Abnormal Transmission Fluid Pressure
Checks Action
Definition:
Shift indicator does not change even though the selector lever is moved.
Diagnosis Hints Inspect the transmission range switch and selector lever cable for
misadjusting or disordering. Refer to On-Vehicle Service section.
Checks Action
Definition:
Transmission Fluid is splashed during running.
Diagnosis Hints Transmission fluid quantity is excessively high.
Checks Action
Definition:
Abnormal smell.
Diagnosis Hints A trouble in the transmission main unit.
Checks Action
Definition:
Transmission fluid quantity is low or high.
Diagnosis Hints • If the fluid level is high, level check might be performed at low
temperature.
• If the fluid level is low, fluid leak is suspected.
Checks Action
Definition:
Transmission fluid pressure (TFP) is low or high.
Diagnosis Hints • Faulty pressure control (PC) solenoid valve or hydraulic circuits.
• If pressure is low, faulty oil pump is suspected.

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ISUZU KB P190 2007

TRANSMISSION CONTROL SYSTEM (JR405E) 7A2-121
Test Instructions
Line Pressure Test
Legend1. Oil cooler (outlet)
2. Low & reverse brake pressure detection port (R range line pressure detection port) 3. Low clutch pressure detection port (D, 3, 2, L range
line pressure detection port)
4. Oil cooler (inlet)
Line Pressure Test Procedure
1. Fully apply the parking brake and chock all wheels.
2. Check the level of the engine oil, coolant and transmission fluid. Replenish as necessary.
3. Remove the plug from either of the line pressure detection port (low & reverse brake pressure
detection port or low clutch pressure detection
port).
4. Install a pressure gauge to the line pressure detection port.
5. Start the engine and warm up (allow engine coolant temperature to reach at least 70 °C
[158 °F]).
Important: Keep the brakes applied at all times in
order to prevent unexpected vehicle motion. Personal
injury may result if the vehicle moves unexpectedly.
6. Let idle and record the line pressure when the selector lever is positioned R or D, 3, 2 and L
range. Important:
Line pressure test at the stall speed must
be finished within 5 seconds. Prolonged test time may
break the transmission.
7. Fully depress the brake pedal with your left foot.
8. Move the selector lever to the R or D range and fully depress the accelerator pedal. Record the line
pressure as soon as the stall speed.
9. Move the selector lever to the N range and let idle for at least 1 minute.
10. If the pressure gauge is connected to the low clutch pressure detection port, repeat the line
pressure test (step 7 to 9) at the stall speed in 3, 2
and L range.
11. Turn OFF the ignition.
12. Disconnect a pressure gauge from the line pressure detection port.
13. Tighten the plug.
1
2 3
4

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ISUZU KB P190 2007

TRANSMISSION CONTROL SYSTEM (JR405E) 7A2-123
Stall Test
Stall Test Procedure1. Fully apply the parking brake and chock all wheels.
2. Check the level of the engine oil, coolant and transmission fluid. Replenish as necessary.
3. Start the engine and warm up (allow engine coolant temperature to reach at least 70 °C
[158 °F]).
Important: Stall test must be finished within 5 seconds.
Prolonged test time may break the transmission.
4. Fully depress the brake pedal with your left foot.
5. Move the selector lever to the D range and fully depress the accelerator pedal. Record the engine
speed as soon as the stall speed.
6. Move the selector lever to the N range and let idle for at least 1 minute.
7. Repeat the stall test (step 4 to 6) in R, 3, 2 and L range.
Standard Value Diagnosis
1. If the stall speed is higher than the standard value in all ranges.
• Low line pressure.
• Abraded oil pump.
• Faulty operation of low clutch.
• Faulty transmission range switch.
• Transmission fluid leaking from the oil pump, valve body or transmission case.
• Sticking of pressure regulator spool valve or pilot spool valve.
2. If the stall speed is higher than the standard value in D, 3, 2 and L ranges.
• Slipping of low clutch
• Slipping of low one-way clutch
3. If the stall speed is higher than the standard value in R range.
• Slipping of low & reverse brake
• Slipping of reverse clutch
4. If the stall speed is lower than the standard value is all ranges.
• Slipping of torque converter one-way clutch
• Problem in engine
Stall speed Pre condition
2050 ± 150 RPM Ambient temperature between 10
and 40 °C [50 and 104 °F]

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ISUZU KB P190 2007

7A2-124 TRANSMISSION CONTROL SYSTEM (JR405E)
Time Lag Test
Time Lag Test Procedure1. Fully apply the parking brake and chock all wheels.
2. Check the level of the engine oil, coolant and transmission fluid. Replenish as necessary.
3. Start the engine and warm up (allow engine coolant temperature to reach at least 70 °C
[158 °F]).
Important: Keep the brakes applied at all times in
order to prevent unexpected vehicle motion. Personal
injury may result if the vehicle moves unexpectedly.
4. Let idle and record the time lag from when the selector lever is moved from N to D or N to R range
until the shock has felt.
Standard Value
Diagnosis 1. If the time lag is out of the standard value when the selector lever is moved from N to D range.
• Forward range line pressure is low.
• Slipping of low clutch.
• Slipping of low one-way clutch. • Problem in valve body (faulty operation, sticking or
clogged hydraulic circuit).
• Faulty operation of low clutch solenoid valve.
• Shorter or faulty amount of transmission fluid.
2. If the time lag is out of the standard value when the selector lever is moved from N to R range.
• Reverse range line pressure is low
• Slipping of low & reverse brake
• Slipping of reverse clutch
• Problem in valve body (faulty operation, sticking or clogged hydraulic circuit).
• Faulty operation of low & reverse brake solenoid valve.
• Shorter or faulty amount of transmission fluid.
Selector lever position Time lag
N to D range Less than 0.7 seconds
N to R range Less than 1.2 seconds

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7A2-134 TRANSMISSION CONTROL SYSTEM (JR405E)
TCM Signal Test
Inspection Tool
Use a DMM to measure voltage and circuit continuity.
Also use an oscilloscope to measure waveform. Refer
to the following table for the specified ranges or
reference waveform. Since the TCM terminals are extremely small, use
appropriate test adapter from the test adapter kit. This
will make measurement easier.
Pin No. Wire color Pin function DMM (+) DMM (-) Test condition Standard value
1 of C-94 RED/ WHT Battery voltage 1 of C-94 Ground Any time Nearly 12 volts
2 of C-94 YEL/ VIO P range switch signal 2 of C-94 Ground P range
Nearly 12 volts
Other than P range Less than 2 volts
3 of C-94 RED Brake pedal switch
signal 3 of C-94 Ground Pedal is released Less than 2 volts
Pedal is applied Nearly 12 volts
4 of C-94 PNK/ WHT 3rd start lamp control 4 of C-94
(back probe) Ground Lamp OFF Nearly 12 volts
Lamp ON Less than 2 volts
5 of C-94 VIO/ GRN Keyword serial data
communication 5 of C-94 7 of B-58 Ignition OFF
Continuity
6 of C-94 — Not used— — ——
7 of C-94 BLK/ RED Engine speed signal
input 7 of C-94
(back probe) 5 of C-95
(back
probe) Engine run at 2000
RPM Nearly 6.2 volts by
AC range or
waveform
8 of C-94 — Not used— — ——
9 of C-94 — Not used— — ——
10 of C-94 BLK/ YEL Vehicle speed signal
output (2WD) 10 of C-94
(back probe) 5 of C-95
(back
probe) Vehicle run at 20 km/h
(12 MPH) Nearly 6.5 volts by
AC range or waveform
11 of C-94 GRN/ WHT 3rd start switch signal 11 of C-94
(back probe) GroundSwitch is released Nearly 12 volts
Switch is pressed Less than 2 volts
12 of C-94 BLU/ WHT 4WD low signal output 12 of C-94
(back probe) Ground 4L mode Less than 2 volts
Other than 4L Nearly 12 volts
13 of C-94 — Not used— — ——
14 of C-94 — Not used— — ——
15 of C-94 — Not used— — ——
16 of C-94 RED/ WHT Accelerator pedal
position (APP) signal
input 16 of C-94
(back probe) 5 of C-95Pedal is released (0%) Off duty ratio 10%
Pedal is fully applied (100%) Off duty ratio 90%
17 of C-94 BLK/GRN 3 range switch signal 17 of C-94 Ground 3 range
Nearly 12 volts
Other than 3 range Less than 2 volts
18 of C-94 YEL/ BLK Diagnostic request
switch 5 of C-9411 o f B -
58 Ignition OFF
Continuity
19 of C-94 ORN/ BLU Transmission oil
temperature lamp control 19 of C-94
(back probe) Ground Lamp OFF Nearly 12 volts
Lamp ON Less than 2 volts
20 of C-94 GRY/ YEL Check trans lamp
control 20 of C-94
(back probe) Ground Lamp OFF Nearly 12 volts
Lamp ON Less than 2 volts
21 of C-94 PNK Power drive lamp
control 21 of C-94
(back probe) Ground Lamp OFF Nearly 12 volts
Lamp ON Less than 2 volts

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7A2-144 TRANSMISSION CONTROL SYSTEM (JR405E)
The JR405E automatic transmission is electrically
controlled by a transmission control module (TCM).
There are four forward speeds and one reverse speed.
This JR405E automatic transmission employs a clutch
pressure direct control system (Direct Electronic Shift
Control: DESC) using duty cycle type solenoid valves,
which ensure high shift quality. This transmission also
has a learning function and constantly checks the time
of each clutch and brake required for the shift in order
to match this time with the target value for the optimum
shift. The TCM will automatically select the most
appropriate shift points and lock-up points depending
on the accelerator pedal opening, the vehicle speed
and the vehicle load. If any trouble arises in the speed
sensor, solenoid valve, etc., the fail-safe control
function is activated to keep the running performance.
The JR405E automatic transmission consists of the
torque converter, oil pump, input shaft, out put shaft,
planetary gears and valve body. The gear train consists
of two planetary gear sets and three multiple plate
clutches in combination with two multiple plate brakes
and a one-way clutch.
Transmission Component Description
Torque Converter
Legend
1. Pump impeller
2. Turbine runner
3. Stator
4. Converter front cover
5. One-way clutch
6. Torque converter clutch (TCC) piston
7. Torsion damper
The torque converter is a device for transmitting the
engine torque to the transmission. It transmits power by
means of oil when the lock up clutch is disengaged,
and by means of a lock up clutch when it is engaged. The torque converter is of the symmetrical, three-
element, single-stage, two-phase type. As shown in the
picture, the symmetrical three-elements refer to three
elements (components) consisting of impeller (1),
turbine (2) and stator (3) that are arranged
symmetrically. Single-stage means that there is only
one turbine as an output element; two-phase means
that the pump impeller acts as a torque converter when
the turbine speed is comparatively low, and as a fluid
coupling when the speed is high. Lock up refers to a
fixed state of the lock up clutch (=torque converter
clutch (TCC) inside the torque converter and thus
connects the engine directly to the transmission.
Oil Pump
Legend 1. Torque converter
2. Oil pump

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7A2-146 TRANSMISSION CONTROL SYSTEM (JR405E)
Low Clutch, High Clutch and Reverse Clutch
Legend1. Clutch
2. Clutch drum
3. Clutch piston
4. Clutch fluid pressure
5. Clutch chamber
6. Oil seal
7. Lunrication circuit
8. Centrifugal balance chamber
9. Centrifugal cancel cover
10. Return spring 11. Piston check ball
The multi-plate clutch is composed of drive plates and
driven plates. By applying the oil pressure onto the end
surface of the plates, the clutch is engaged. The oil
pressure is adjusted with the spool valves according to
the signal from the TCM. All clutches use dish plates to
prevent uncontrolled operation of the clutches when
engaged, causing a shock. For the low clutch and high clutch (A), a centrifugal
balance chamber full of transmission fluid is provided to
offset the excessive oil pressure. This prevents clutch
drag caused by oil pressure generated by residual
transmission fluid due to the centrifugal force while the
clutch is racing (under no oil pressure).
For the reverse clutch (B), a piston check ball is used to
release the oil pressure. This prevents clutch drag
caused by oil pressure generated by residual
transmission fluid due to the centrifugal force while the
clutch is racing (under no oil pressure).
The solenoid valve in the valve body is driven based on
the shift signal from the TCM, it moves the shift valve,
thereby engaging the drive plate and driven plate
through the piston of each clutch. As a result, elements
of the planetary gear unit are combined. When the oil
pressure is removed, the piston returns to the original
position via the force of the return spring.
2-4 Brake and Low & Reverse Brake
The multi-plate brake is composed of drive plates and
driven plates. By applying the oil pressure onto the end
surface of the plates, the brake is engaged. The oil
pressure is adjusted with the spool valve according to
the signal from the TCM. All brakes use dish plates to
prevent uncontrolled operation of the clutches when
engaged, causing a shock.
The solenoid valve in the valve body is driven based on
the shift signal from the TCM, it moves the shift valve,
thereby engaging the drive plate and driven plate
through the piston of each brake. As a result, rotation of
each element of the planetary gear unit is fixed. When
the oil pressure is removed, the piston returns to the
original position via the force of the return spring.

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ISUZU KB P190 2007