2007 ISUZU KB P190 oil temperature

ENGINE DRIVEABILITY AND EMISSIONS 6E–5
ENGINE CRANKS BUT WILL NOT RUN ..... 6E-233
HARD START SYMPTOM ............................ 6E-236
ROUGH, UNSTABLE, OR INCORRECT IDLE, STALLING SYMPTOM ............................... 6E-239
SURGES AND/OR CHUGS SYMPTOM ...... 6E-242
HESITATION, SAG, STUMBLE SYMPTOM 6E-245
CUTS OUT, MISSES SYMPTOM ................. 6E-248
LACK OF POWER, SLUGGISH OR SPONGY SYMPTOM ................................................. 6E-251
DETONATION/SPARK KNOCK SYMPTOM 6E-254
POOR FUEL ECONOMY SYMPTOM .......... 6E-256
EXCESSIVE EXHAUST EMISSIONS OR ODORS SYMPTOM ................................... 6E-258
DIESELING, RUN-ON SYMPTOM ............... 6E-261
BACKFIRE SYMPTOM ................................. 6E-262
ON-VEHICLE SERVICE PROCEDURE ....... 6E-264
ENGINE CONTROL MODULE (ECM) .......... 6E-264
CRANKSHAFT POSITION (CKP) SENSOR 6E-264
ENGINE COOLANT TEMPERATURE (ECT) SENSOR .................................................... 6E-265
INTAKE AIR TEMPERATURE (IAT) SENSOR 6E-265
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR .................................................... 6E-266
THROTTLE POSITION SENSOR (TPS) ...... 6E-266
IDLE AIR CONTROL (IAC) VALVE .............. 6E-267
KNOCK SENSOR ......................................... 6E-268
POWER STEERING PRESSURE (PSP) SWITCH ..................................................... 6E-268
HEATED OXYGEN SENSOR (HO2S) ......... 6E-269
EVAP CANISTER PURGE VALVE SOLENOID 6E-269
FUEL PRESSURE RELIEF .......................... 6E-270
FUEL RAIL ASSEMBLY ............................... 6E-270
FUEL INJECTOR .......................................... 6E-271
FUEL PRESSURE REGULATOR ................ 6E-273
IGNITION COIL ............................................ 6E-275
SPARK PLUGS ............................................ 6E-275
SPARK PLUG CABLES ................................ 6E-277
EMISSION CONTROL ; *CO ADJUSTER (W/O
CATALYSTIC CONVERTER) .................. 6E-277
SPECIAL SERVICE TOOLS ......................... 6E-279

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6E–6 ENGINE DRIVEABILITY AND EMISSIONS
ABBREVIATIONS CHARTS
AbbreviationsAppellation
A/C Air Conditioner
A/T Automatic Transmission
ACC Accessory
BLK Black
BLU Blue
BRN Brown
CEL Check Engine Lamp
CKP Crankshaft Position
DLC Data Link Connector
DTC Diagnostic Trouble Code
DVM Digital Volt Meter
ECM Engine Control Module
ECT Engine Coolant Temperature
EEPROM Electrically Erasable & Programmable Read Only Memory
EVAP Evaporative Emission
EVRV Electric Vacuum Regulating Valve
EXH Exhaust
FT Fuel Temperature
GND Ground
GRY Gray
HOS2 Heated Oxygen Sensor
IAC Idel Air Control
IAT Intake Air Temperature
IG Ignition
ITP Intake Throttle Position
KS Knock Sensor
M/T Manual Transmission
MAP Manifold Absolute Pressure
MIL Malfunction Indicator Lamp
OBD On-Board Diagnostic
ORN Orange
OT Oil Temperature
PNK Pink
RED Red
SW Switch
TB Throttle Body
TEMP Temperature
TP Throttle Position
VCC Voltage Constant Control
VSS Vehicle Speed Sensor
WHT White
YEL Yellow

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ENGINE DRIVEABILITY AND EMISSIONS 6E–49
Throttle Position Sensor (TPS)
The TPS is a potentiometer connected to throttle shaft
on the throttle body.
The engine control module (ECM) monitors the voltage
on the signal line and calculates throttle position. As the
throttle valve angle is changed when accelerator pedal
moved. The TPS signal also changed at a moved
throttle valve. As the throttle valve opens, the output
increases so that the output voltage should be high.
The throttle body has a throttle plate to control the
amount of the air delivered to the engine.
Engine coolant is directed through a coolant cavity in
the throttle body to warm the throttle valve and to
prevent icing.
Idle Air Control (IAC) Valve
The idle air control valve (IAC) valve is two directional
and gives 2-way control. With power supply to the coils
controlled steps by the engine control module (ECM),
the IAC valve's pintle is moved to adjust idle speed,
raising it for fast idle when cold or there is extra load
from the air conditioning or power steering.
By moving the pintle in (to decrease air flow) or out (to
increase air flow), a controlled amount of the air can
move around the throttle plate. If the engine speed is
too low, the engine control module (ECM) will retract the
IAC pintle, resulting in more air moving past the throttle
plate to increase the engine speed.
If the engine speed is too high, the engine control
module (ECM) will extend the IAC pintle, allowing less
air to move past the throttle plate, decreasing the
engine speed.
The IAC pintle valve moves in small step called counts.
During idle, the proper position of the IAC pintle is
calculated by the engine control module (ECM) based
on battery voltage, coolant temperature, engine load,
and engine speed.
If the engine speed drops below a specified value, and
the throttle plate is closed, the engine control module
(ECM) senses a near-stall condition. The engine control
module (ECM) will then calculate a new IAC pintle valve
position to prevent stalls.
If the IAC valve is disconnected and reconnected with
the engine running, the idle speed will be wrong. In this
case, the IAC must be reset. The IAC resets when the
key is cycled “On” then “Off”. When servicing the IAC, it
should only be disconnected or connected with the
ignition “Off”.
The position of the IAC pintle valve affects engine start-
up and the idle characteristic of the vehicle.
If the IAC pintle is fully open, too much air will be
allowed into the manifold. This results in high idle
speed, along with possible hard starting and lean air/
fuel ratio.
(1) Throttle Position Sensor
(2) Idle Air Control (IAC) Valve
1
2
C harac teris t ic of TPS -R ef erenc e-
0
0.5
1
1.5 2
2.5
3
3.5 4
4.5 5
0 10 2030 405060 7080 90100 Throt t le Angle (% ) (Tec h2 R eading)
Output Voltage (V)
StepCoilAB CDCoil A H igh
(ECM J1-28) On On
Coil A Low
(ECM J1-30) On On
Coil B H igh
(ECM J1-13) On On
Coil B Low
(ECM J1-29) On On

(IAC Valve Close Direction)
(IAC Valve Open Direction)

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6E–54 ENGINE DRIVEABILITY AND EMISSIONS
GENERAL DESCRIPTION FOR ELECTRIC
IGNITION SYSTEM
The engine use two ignition coils, one per two cylinders.
A two wire connector provides a battery voltage primary
supply through the ignition fuse.
The ignition control spark timing is the ECM’s method of
controlling the spark advance and the ignition dwell.
The ignition control spark advance and the ignition dwell
are calculated by the ECM using the following inputs.
• Engine speed
• Crankshaft position (CKP) sensor
• Engine coolant temperature (ECT) sensor
• Throttle position sensor
• Vehicle speed sensor
• ECM and ignition system supply voltage
Ignition coil works to generate only the secondary
voltage be receiving the primary voltage from ECM.
The primary voltage is generated at the coil driver
located in the ECM. The coil driver generate the primary
voltage based on the crankshaft position signal. In
accordance with the crankshaft position signal, ignition
coil driver determines the adequate ignition timing and
also cylinder number to ignite.
Ignition timing is determined the coolant temperature,
intake air temperature, engine speed, engine load,
knock sensor signal, etc.
Spark Plug
Although worn or dirty spark plugs may give satisfactory
operation at idling speed, they frequently fail at higher
engine speeds. Faulty spark plugs may cause poor fuel
economy, power loss, loss of speed, hard starting and
generally poor engine performance. Follow the
scheduled maintenance service recommendations to
ensure satisfactory spark plug performance. Refer to
Maintenance and Lubrication .
Normal spark plug operation will result in brown to
grayish-tan deposits appearing on the insulator portion
of the spark plug. A small amount of red-brown, yellow,
and white powdery material may also be present on the
insulator tip around the center electrode. These
deposits are normal combustion by-products of fuels
and lubricating oils with additives. Some electrode wear
will also occur. Engines which are not running properly
are often referred to as “misfiring.” This means the
ignition spark is not igniting the air/fuel mixture at the
proper time. While other ignition and fuel system causes
must also be considered, possible causes include
ignition system conditions which allow the spark voltage
to reach ground in some other manner than by jumping
across the air gap at the tip of the spark plug, leaving
the air/fuel mixture unburned. Misfiring may also occur
when the tip of the spark plug becomes overheated and
ignites the mixture before the spark jumps. This is
referred to as “pre-ignition.”
Spark plugs may also misfire due to fouling, excessive
gap, or a cracked or broken insulator. If misfiring occurs before the recommended replacement interval, locate
and correct the cause.
Carbon fouling of the spark plug is indicated by dry,
black carbon (soot) deposits on the portion of the spark
plug in the cylinder. Excessive idling and slow speeds
under light engine loads can keep the spark plug
temperatures so low that these deposits are not burned
off. Very rich fuel mixtures or poor ignition system output
may also be the cause. Refer to DTC P1167.
Oil fouling of the spark plug is indicated by wet oily
deposits on the portion of the spark plug in the cylinder,
usually with little electrode wear. This may be caused by
oil during break-in of new or newly overhauled engines.
Deposit fouling of the spark plug occurs when the
normal red-brown, yellow or white deposits of
combustion by-products become sufficient to cause
misfiring. In some cases, these deposits may melt and
form a shiny glaze on the insulator around the center
electrode. If the fouling is found in only one or two
cylinders, valve stem clearances or intake valve seals
may be allowing excess lubricating oil to enter the
cylinder, particularly if the deposits are heavier on the
side of the spark plug facing the intake valve.
Excessive gap means that the air space between the
center and the side electrodes at the bottom of the
spark plug is too wide for consistent firing. This may be
due to improper gap adjustment or to excessive wear of
the electrode during use. A check of the gap size and
comparison to the gap specified for the vehicle in
Maintenance and Lubrication will tell if the gap is too
wide. A spark plug gap that is too small may cause an
unstable idle condition. Excessive gap wear can be an
indication of continuous operation at high speeds or
with engine loads, causing the spark to run too hot.
Another possible cause is an excessively lean fuel
mixture.

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ENGINE DRIVEABILITY AND EMISSIONS 6E–55
Low or high spark plug installation torque or improper
seating can result in the spark plug running too hot and
can cause excessive center electrode wear. The plug
and the cylinder head seats must be in good contact for
proper heat transfer and spark plug cooling. Dirty or
damaged threads in the head or on the spark plug can
keep it from seating even though the proper torque is
applied. Once spark plugs are properly seated, tighten
them to the torque shown in the Specifications Table.
Low torque may result in poor contact of the seats due
to a loose spark plug. Over tightening may cause the
spark plug shell to be stretched and will result in poor
contact between the seats. In extreme cases, exhaust
blow-by and damage beyond simple gap wear may
occur.
Cracked or broken insulators may be the result of
improper installation, damage during spark plug re-
gapping, or heat shock to the insulator material. Upper
insulators can be broken when a poorly fitting tool is
used during installation or removal, when the spark plug
is hit from the outside, or is dropped on a hard surface.
Cracks in the upper insulator may be inside the shell
and not visible. Also, the breakage may not cause
problems until oil or moisture penetrates the crack later. A broken or cracked lower insulator tip (around the
center electrode) may result from damage during re-
gapping or from “heat shock” (spark plug suddenly
operating too hot).
• Damage during re-gapping can happen if the gapping tool is pushed against the center electrode or the
insulator around it, causing the insulator to crack.
When re-gapping a spark plug, make the adjustment
by bending only the ground side terminal, keeping the
tool clear of other parts.
• “Heat shock” breakage in the lower insulator tip generally occurs during several engine operating
conditions (high speeds or heavy loading) and may
be caused by over-advanced timing or low grade
fuels. Heat shock refers to a rapid increase in the tip
temperature that causes the insulator material to
crack.
Spark plugs with less than the recommended amount of
service can sometimes be cleaned and re-gapped, then

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6E–100 ENGINE DRIVEABILITY AND EMISSIONS
Injector Coil Test Procedure (Steps 1-6) and Injector Balance Test Procedure (Steps 7-11)
StepAction Value(s) Yes No
1 Was the “On-Board Diagnostic (OBD) System Check” performed? — Go to Step 2Go to
OBD
System Check
2 1. Turn the engine OFF. NOTE: In order to prevent flooding of a single cylinder
and possible engine damage, relieve the fuel pressure
before performing the fuel injector coil test procedure.
2. Relieve the fuel pressure. Refer to Test Description Number 2.
3. Connect the 5-8840-2618-0 Fuel Injector Tester to B+ and ground, and to the 5-8840-2589-0 Injector
Adapter Cable.
4. Remove the harness connector of the Fuel Injector and connect the 5-8840-2589-0 Injector
Adapter Cable for F/I check.
5. Set the amperage supply selector switch on the fuel injector tester to the “Coil Test” 0.5 amp
position.
6. Connect the leads from the 5-8840-2392-0 Digital Voltmeter (DVM) to the fuel injector tester. Refer
to the illustrations associated with the test
description.
7. Set the DVM to the tenths scale (0.0).
8. Observe the engine coolant temperature.
Is the engine coolant temperature within the specified
values? 10°C (50°F)
to
35°C (95°F) Go to Step 3Go to Step 5
3 1. Set the injector adapter cable to injector #1. 2. Press the “Push to Start Test” button on the fuelinjector tester.
3. Observe the voltage reading on the DVM.
Important: The voltage reading may rise during the
test.
4. Record the lowest voltage observed after the first second of the test.
5. Set the injector adapter cable to the next injector and repeat steps 2, 3, and 4.
Did any fuel injector have an erratic voltage reading
(large fluctuations in voltage that did not stabilize) or a
voltage reading outside of the specified values? 5.7-6.6V Go to Step 4Go to Step 7
4 Replace the faulty fuel injector(S). Refer to Fuel
Injector .
Is the action complete? — Go to Step 7—

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ENGINE DRIVEABILITY AND EMISSIONS 6E–237
7 1. Using a Tech 2, display the engine coolanttemperature and note the value.
2. Check the resistance of the engine coolant temperature sensor.
Is the actual resistance near the resistance value in
the chart for the temperature that was noted?
—Go to Step 8Replace the
ECT sensor. Verify repair
8 1. Using a Tech 2, display the MAP sensor value in comparison with atmosphere temperature.
2. Check for a faulty, plugged, or incorrectly installed MAP sensor.
Was the problem found? — Verify repair Go to Step 9
9 Visually/physically inspect all spark plug high-tension cables. Check for the following conditions:
• Verify that the resistance of all spark plug high- tension cables are less than the specified value.
• Verify that the all spark plug high-tension cables are correctly fitted to eliminate cross-fitting.
• Verify that the all spark plug high-tension cables are not arcing to ground.
Spraying the spark plug high-tension cables with a
light mist of water may help locate an intermittent
problem.
Was a problem found? #1 cyl. 4.4k
Ω
#2 cyl. 3.6k Ω
#3 cyl. 3.1k Ω
#4 cyl. 2.8k ΩVerify repair Go to Step 10
10 Check for proper ignition voltage output with a spark tester.
Was the problem found? — Verify repair Go to Step 11
11 1. Remove the spark plugs and check for gas or oil fouling cracks, wear, improper gap, burned
electrodes, heavy deposits, or improper heat
range.
2. If spark plugs are fouled, the cause of fouling must be determined before replacing the spark plugs.
Was a problem found? — Verify repair Go to Step 12
12 Check for a loose ignition control module ground. Was a problem found? — Verify repair Go to Step 13
13 1. Check the ignition coil secondary resistance. 2. Replace the coil if it is greater than the specifiedresistance.
Did the coil require replacement? 2.5kΩ Verify repair Go to Step 14
Step
Action Value(s) Yes No
Temperature (°C) Resistance (Ω) (Approximately)
-20 26740
0 9120
20 3500
40 1464
60 664
80 333
100 175
120 102

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6E–240 ENGINE DRIVEABILITY AND EMISSIONS
7 1. Using a Tech 2, display the engine coolanttemperature and note the value.
2. Check the resistance of the engine coolant temperature sensor.
Is the actual resistance near the resistance value in
the chart for the temperature that was noted?
—Go to Step 8Replace the
ECT sensor. Verify repair
8 1. Using a Tech 2, display the MAP sensor value in comparison with atmosphere temperature.
2. Check for a faulty, plugged, or incorrectly installed MAP sensor.
Was the problem found? — Verify repair Go to Step 9
9 Using Tech 2, monitor throttle position with the engine idling.
Is the throttle position at the specified value and
steady?
0% Go to Step 10Refer to

Diagnostic
Trouble Code P0123 for further
diagnosis
10 Check for proper ignition voltage output with the spark tester.
Was a problem found? — Verify repair Go to Step 11
11 1. Remove the spark plugs and check for gas or oil fouling cracks, wear, improper gap, burned
electrodes, heavy deposits, or improper heat
range.
2. If spark plugs are fouled, the cause of fouling must be determined before replacing the spark plugs.
Was a problem found? — Verify repair Go to Step 12
12 Check for a loose ignition control module ground. Was a problem found? — Verify repair Go to Step 13
13 Check items that can cause the engine to run rich. Refer to DTC P1167 “Fuel Supply System Rich During
Deceleration Fuel Cut Off”.
Was a problem found? — Verify repair Go to Step 14
14 Check items that can cause the engine to run lean. Refer to DTC P1171 “Fuel Supply System Lean
During Power Enrichment”.
Was a problem found? — Verify repair Go to Step 15
15 Check the injector connectors, if any of the injectors are connected any incorrect cylinder, correct as
necessary.
Was a problem found? — Verify repair Go to Step 16
16 1. Check for faulty engine mounts. 2. If a problem is found, repair as necessary.
Was a problem found? — Verify repair Go to Step 17
Step
Action Value(s) Yes No
Temperature (°C) Resistance (Ω) (Approximately)
-20 26740
0 9120
20 3500
40 1464
60 664
80 333
100 175
120 102

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ISUZU KB P190 2007