2007 ISUZU KB P190 lock

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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Engine Management – V6 – Service Operations Page 6C1-3–54

2 Loosen the air intake duct to throttle body assembly
retaining clamp (1).
3 Pull the air intake duct (2) away from the throttle body assembly.
NOTE
If difficulty is experienced in removing the air
intake duct from the throttle body, completely
remove the air intake duct assembly, refer to
2.16 Intake Air Duct Assembly.
Figure 6C1-3 – 71
4 Unclip the wiring harness from the retaining clip (1).

Do not use any mechanical device such as a
screwdriver to disengage the harness
connector (2) from the throttle body.
5 Disconnect the wiring harness connector by: NOTE
When sliding the connector lock, take care not to
disengage it from the connector.
• Sliding the connector lock (3) in the direction of
the arrow, then
• press the connector latch in the direction of the
arrow (4), and remove the connector from the
throttle body.
Figure 6C1-3 – 72
6 Remove the four bolts (1), attaching the throttle body (2) to the upper intake manifold (3).
7 Remove the throttle body and gasket (4).
Figure 6C1-3 – 73

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Engine Management – V6 – Service Operations Page 6C1-3–56

3 Reinstall the throttle body bolts and tighten to the correct torque specification.
Throttle body assembly attaching bolt
torque specification ...................................8.0 – 12.0 Nm

After reinstalling the wiring harness
connector, ensure the connector latch (1) and
connector lock (2) have fully engaged.
4 Reinstall the wiring harness connector to the throttle body, ensuring the connector latch and connector slide
have fully engaged.
5 Ensure the wiring harness is correctly routed and attached securely in the throttle body harness
retaining clip (3).
Figure 6C1-3 – 74
6 Road test the vehicle and check for correct operation, taking particular note that no air leaks are evident.

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ISUZU KB P190 2007

Charging System – V6 Page 6D1-1-3

1 General Information
1.1 Components
Generator
The Mitsubishi generator can be identified visually by its two lower and one upper mounting lugs.
It is mounted to the lower right-hand side of the engine block. It is driven by the same drive belt that drives other engine
ancillaries and requires no periodic drive belt adjustment.
The generator has three phases, incorporating a rotor with six pole pairs fitted and two internal cooling fans; one on the
drive-end and one on the slip-ring end. The rotor is supported by ball bearings in both the drive and slip-ring end
housings. Surrounding the rotor is a stator, which has a three phase delta connected output winding construction on a
ring shaped lamination pack.
The output of the stator winding is rectified by eight diodes that are contained within the slip-ring end housing. Excitation
current is supplied to the rotor field coil via the voltage regulator, the brushes and slip-rings. The electronic voltage
regulator requires no adjustment in service.
The generator has four external connections (refer to Figure 6D1-1 1):
• Generator – Terminal P-9 to the battery positive terminal P-1 via fuse SBF1,
• Generator – E-4 pin 1 to the ECM connection E-60 pin 43 – regulator monitoring,
• Generator – E-4 pin 2 to the ECM connection E60 pin 21 – battery voltage sensing, and
• ground connection via the installation bolts.
Generator Types
The vehicle is fitted with a 120 amp generator.


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ISUZU KB P190 2007

Charging System – V6 Page 6D1-1-15

4 Major Service Operations
4.1 Generator
Remove

Refer to 1.2 WARNING, CAUTION and NOTES
before disconnecting the battery.
1 Disconnect the battery ground lead P-5. Refer to 8A Electrical Body and Chassis.
2 Insert a ½ inch drive socket bar into the tensioner arm and rotate the tensioner arm clockwise.
3 Remove the drive belt from the generator pulley and release the tensioner. Refer to 6A1 Engine Mechanical – V6 for further details as required.
4 Pull the battery harness cap back from generator terminal P-9 (3), remove the nut (4) and remove the
positive lead (2) from the generator (5).
5 Disengage the connector retaining clip and remove the connector E-4, (1) from the generator.
Figure 6D1-1 4
6 Remove the three bolts (1, 2, 4) retaining the generator (3) to the generator bracket.

7 Remove the generator assembly from the vehicle.
Figure 6D1-1 5

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Charging System – V6 Page 6D1-1-17

4.2 Generator Mounting Bracket
Remove
1 Remove the idler pulley bolt (7) then the idler pulley (6), Refer to 4.1 Generator.
2 Remove the bolts (1, 2, 3 ,4); five places attaching the generator mounting bracket (5) to the engine block.
3 Remove the generator mounting bracket from the vehicle.


Figure 6D1-1 6
Reinstall
Reinstallation of the generator mounting bracket and generator is the reverse of the removal procedure, noting the
following:
1 Tighten all fasteners to the correct torque specification.
2 Reinstall the generator, refer to 4.1 Generator.
Generator mounting bracket bolts ... (1) 40.0 – 60.0 Nm
Generator mounting bracket bolts ... (2) 100.0 Nm
Generator mounting bracket bolts ... (3) 40.0 – 60.0 Nm
Generator mounting bracket bolts ... (4) 40.0 – 60.0 Nm
Idler pulley bolt................................. (7) 58.0 Nm

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Charging System – V6 Page 6D1-1-19


6 Specifications
Ground Polarity...........................................................................................................Negative
Nominal Voltage ............................................................................................................... 1 2 V
Nominal Output............................................................................................................... 12 0 A
Stator Phases .................................................................................................................. ....... 3
Stator W inding Connections ............................................................................................ Delta
Voltage Regulator Setting................................................................................... 14.2 – 14.8 V
Rotor W inding Resistance @ 20 °C ................................................................................. 2.1 V
Slip-ring Outer Diameter ............................................................................................. 22.7 mm
Slip-ring Service Limit ................................................................................................. 22.1 mm
Stator W inding Resistance @ 20 °C ............................................................................ 0.098 Ω
Brush Length New ...................................................................................................... 18.5 mm
Minimum Brush Length................................................................................................. 5.0 mm
Direction of Rotation (viewed from pulley) ................................................................Clockwise


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ISUZU KB P190 2007

Starting System – V6 Page 6D1-2–20

6 Fit the rear lifting brackets: EN–46114 (1) to the
engine, then hook the chains from the engine hoist
onto the rear lifting bracket.
7 Remove the oil level indicator tube, Refer to 6A1 Engine Mechanical – V6.

Figure 6D1-2 – 9
8 Remove the left hand side knock sensor (1) from the engine block.


Figure 6D1-2 – 10
9 Remove the left hand side engine mount, then using the engine hoist raise the engine to give sufficient
clearance to remove the starter motor.
Figure 6D1-2 – 11

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