2007 ISUZU KB P190 ESP

ENGINE DRIVEABILITY AND EMISSIONS 6E–75
17 Fuel Trim Cell15 - 201 - 2 This displays dependent on engine speed and calculatedintake air flow reading. A plot of engine speed versus
intake air flow amount is divided into the cells. Fuel trim
cell indicates which cell is currently active.
18B1S1 O2 Sensor
(Bank1 Sensor 1)mV50 - 95050 -950 This displays the exhaust oxygen sensor output voltage. Should fluctuate constantly within a range between
10mV (lean exhaust) and 1000mV (rich exhaust) while
operating in closed loop.
19B1 Short Term Fuel
Trim (Bank 1)%-6 - 0-6 - 0 The short term fuel trim to a bank represents a short term correction to the bank fuel delivery by the ECM in
response to the amount of time the bank fuel control
oxygen sensor voltage spends above or below the
450mV threshold. If the oxygen sensor voltage has
mainly remained less than 450mV, indicating a lean air/
fuel, short term fuel trim will increase into the positive
range above 0% and the ECM will pass fuel. If the
oxygen sensor voltage stays mainly above the threshold,
short term fuel trim will decrease below 0% into the
negative range while the ECM reduces fuel delivery to
compensate for the indicated rich condition. Under
certain conditions such as extended idle and high
ambient temperatures, canister purge may cause short
term fuel trim to read in the negative range during normal
operation. Fuel trim values at maximum authority may
indicate an excessively rich or lean system.
20B1 Long Term Fuel
Trim (Bank 1)%-10 - 0-5 - 0 The long term fuel trim is delivered from the short term fuel term values and represents a long term correction of
fuel delivery for bank in question. A value of 0% indicates
that fuel delivery requires no compensation to maintain
the ECM commanded air fuel ratio. A negative value
indicates that the fuel system is rich and fuel delivery is
being reduced (decreased injector pulse width). A
positive value indicates that a lean condition exists and
the ECM is compensating by add fuel (increased injector
pulse width). Because long term fuel trim tends to follow
short term fuel trim, a value in the negative range due to
canister purge at idle should not be considered unusual.
Fuel trim values at maximum authority may indicate an
excessively rich or lean system.
21Injection Pulse Widthms3.0 - 1.03.0 - 4.0 This displays the amount of time the ECM is commanding each injector On during each engine cycle.
A longer injector pulse width will cause more fuel to be
delivered. Injector pulse width should increase with
increased engine load.
22Power EnrichmentYe s / N oNoNo The ECM provides the extra amount of fuel when it detects a rapid increase in the throttle position and air
flow (Power Enrichment). Under this condition the ECM
should detect a “rich condition (high oxygen sensor
voltage).
23Deceleration Fuel
Cutoff Active/
InactiveInactiveInactiveThe ECM reduces the amount of fuel injected when it
detects a decrease in the throttle position and the air
flow. When deceleration is very fast, the ECM may cut off
fuel completely. Until enable conditions meet the engine
revolution less than 1000rpm or MAP less than 10kPa.
24Time From Start--This displays the engine time elapsed since the engine
was started. If the engine is stopped, engine run time will
be reset to 00:00:00
Tech 2 ParameterUnitsIdle2000rpmDescription

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ISUZU KB P190 2007

6E–76 ENGINE DRIVEABILITY AND EMISSIONS
MISCELLANEOUS TEST
The state of each circuit can be tested by using
miscellaneous test menus. Especially when DTC
cannot be detected, a faulty circuit can be diagnosed by
testing each circuit by means of these menus.
Even DTC has been detected, the circuit tests using
these menus could help discriminate between a
mechanical trouble and an electrical trouble.
Connect Tech 2 and select “Powertrain”, “2.XL L4
HV240” & “Miscellaneous Test”.
F0: Lamps
F0: Malfunction Indicator Lamp
When the Tech 2 is operated, “Malfunction Indicator
Lamp (Check Engine Lamp)” is turned on or off.
The circuit is normal if the “Malfunction Indicator Lamp
(Check Engine Lamp)” in the instrument panel is turned
on or off in accordance with this operation.
F1: Relays
F0: Fuel Pump Relay
When the Tech 2 is operated, fuel pump relay signal
turns ON or OFF.
The circuit is normal if fuel pump sound is generated in
accordance with this operation when key switch is
turned ON.
F1: A/C Clutch Relay
When the Tech 2 is operated, A/C clutch relay signal
turns ON or OFF.
The circuit is normal if A/C compressor clutch is
energized in accordance with this operation when the
engine is running.
F2: EVAP
F0: Purge Solenoid
When the Tech 2 is operated, duty ratio of EVAP purge
solenoid is changed 10%-by-10%.
• Press “Increase” key. Then, EVAP Purge Solenoid is increases 10%-by-
10%.
• Press “Quit” Key. F3: IAC System
F0: IAC Control
When the Tech 2 is operated, “Idle Air Control”
increases or decreases 5steps-by-5steps up to
150steps.
The circuit is normal if idle engine speed is changed in
accordance with this operation.
• Press “Increase” key. Then, Idle Air Control is increases 1osteps-by-
10steps up to 160steps. Engine speed is also
changed by this operation.
• Press “Quit” Key.
F1: IAC Reset
When the Tech 2 is operated, “Idle Air Control” resets.
The circuit is normal if idle engine speed is droped in
accordance with this operation.
• Press “Increase” key. Then, Desired Idle speed is increases 50rpm-by-
50rpm up to 1550rpm. Engine speed is also changed
by this operation.
• Press “Quit” Key.
Purge Solenoid
Engine Speed 800 RPM
Desired Idle Speed 762 RPM
Engine Coolant Temperature 80 °C
Start Up ECT 50 °C
Intake Air Temperature 30 °C
Start Up IAT 25 °C
Manifold Absolute Pressure 35kPa
EVAP Purge Solenoid 30%
IAC Control
Engine Speed 800 RPM
Desired Idle Speed 762 RPM
Engine Coolant Temperature 80 °C
Sta rt U p E C T 50 °C
Intake Air Temperature 30 °C
Start Up IAT25 °C
Manifold Absolute Pressure 35kPa
Idle Air Control 30 Steps
IAC Reset
Engine Speed 800 RPM
Desired Idle Speed 762 RPM
Engine Coolant Temperature 80 °C
Sta rt U p E C T 50 °C
Intake Air Temperature 30 °C
Start Up IAT 25 °C
Manifold Absolute Pressure 35kPa
Idle Air Control 30 Steps

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ISUZU KB P190 2007

ENGINE DRIVEABILITY AND EMISSIONS 6E–81
SNAPSHOT DISPLAY WITH TIS2000
Procedures for transferring and displaying Tech2
snapshot data by using TIS2000 [Snapshot Upload]
function is described below.
Snapshot data can be displayed with [Snapshot Upload]
function included in TIS2000.
1. Record the snapshot data, in Tech2.
2. Transfer the snapshot data to PC. By analyzing these data in various methods, trouble
conditions can be checked.
Snapshot data is displayed by executing the three steps
below shown:
After recording the snapshot in Tech2, transfer the data
from Tech2 to PC by the below procedures.
1. Start TIS2000.
2. Select [Snapshot Upload] on the TIS2000 start screen.
3. Select [Upload from trouble diagnosis tool (transfer from diagnosis tester)] or click the corresponding
icon of the tool bar.
4. Select Tech2, and transfer the recorded snapshot information. 5. Select the transferred snapshot.
6. After ending transfer of the snapshot, data parameter list is displayed on the screen.

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6E–82 ENGINE DRIVEABILITY AND EMISSIONS
3. Snapshot data is displayed with TIS2000[Snapshot Upload] function.
Snapshot is stored in the PC hard disk or floppy disk,
and can be displayed any time.
Stored snapshot can be displayed by the below
procedures.
1. Start TIS2000.
2. Select [Snapshot Upload] on the TIS2000 start screen. 3. Select [Open the existing files] or click the
corresponding icon of the tool bar.
4. Select the transferred snapshot.
5. Open the snapshot, to display the data parameter list on the screen.
Graph display Values and graphs (Max. 3 graphs):
1. Click the icon for graph display. [Graph Parameter]window opens.
2. Click the first graph icon of the window upper part, and select one parameter from the list of the window
lower part. Selected parameter is displayed nest to
the graph icon. Graph division can be selected in
the field on the parameter right side.
3. Repeat the same procedures with the 2nd and 3rd icons.
4. After selecting all parameters to be displayed (Max. 3 parameters), click [OK] button.
5. Parameter selected is displayed in graph form on the right of the data parameter on the screen. 6. Graph display can be moved with the navigation
icon.
7. For displaying another parameter by graph, click the parameter of the list, drug the mouse to the display
screen while pressing the mouse button and release
the mouse button. New parameter is displayed at
the position of the previous parameter. For
displaying the graph display screen in full size,
move the cursor upward on the screen. When the
cursor is changed to the magnifying glass form, click
the screen. Graph screen is displayed on the whole
screen.

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6E–118 ENGINE DRIVEABILITY AND EMISSIONSP1167 D Fuel Supply System Rich During
Deceleration Fuel Cutoff 1. No DTC relating to MAP sensor, TPS,
EVAP purge, ECT sensor, CKP sensor,
VSS, injector control circuit and ignition
control circuit.
2. O
2 sensor bank 1 output voltage is more
than 550mV in deceleration fuel cutoff
mode. No fail-safe function.
O
2 sensor output voltage is below 550mV. 1. Sensor harness open or short to ground
circuit.
2. O
2 sensor malfunction.
3. MAF sensor output is incorrect.
4. Air intake line malfunction.
5. IAC valve malfunction.
6. Low fuel pressure.
7. Injector malfunction.
8. EVAP purge solenoid valve malfunction.
9. Ignition system malfunction.
10. Spark plug malfunction. 11. ECM malfunction. J2-6/
J2-21
P1171 D Fuel Supply System Lean During Power Enrichment 1. No DTC relating to MAP sensor, TPS,
EVAP purge, ECT sensor, CKP sensor,
VSS, injector control circuit and ignition
control circuit.
2. Engine coolant temperature is more than 60deg. C.
3. Mass air flow is below 13.5m/s.
4. O
2 sensor bank 1 output voltage is below
350mV in power enrichment mode. No fail-safe function.
O
2 sensor output voltage is more than
350mV. 1. Sensor harness open or short to ground
circuit.
2. O
2 sensor malfunction.
3. MAF sensor output is incorrect.
4. Air intake line malfunction.
5. IAC valve malfunction.
6. Low fuel pressure.
7. Injector malfunction.
8. ECM malfunction. J2-6/
J2-21
P1625 B ECM System Reset ECM reset has occurred other than “On ”. Engine control disabled. Memory are is OK. 1. Electrical interference.
2. Magnetic interference.
3. ECM malfunction. -
P1626 - Immobilizer No Signal No response from immobilizer control unit. 1. Engine does not start.
2. Check engine lamp flash.No recovery.
1. ECM and immobilizer control unit
communication circuit open circuit, short to
ground circuit or short to voltage circuit.
2. ECM malfunction.
3. Immobilizer control unit malfunction.
4. Transponder key malfunction. J2-23/
J2-32
P1631 - Immobilizer Wrong Signal Received response is not correct. 1. ECM malfunction.
2. Immobilizer control unit malfunction.
3. Transponder key malfunction. -
P1648 - Wrong Security Code Entered Received incorrect security code. 1. ECM malfunction.
2. Immobilizer control unit malfunction.
3. Transponder key malfunction. -
P1649 - Immobilizer Function Not Programmed Immobilizer function is not programmed in the ECM. ECM malfunction.
-
P1693 B Tachometer Output Low Voltage Tacho output circuit short to ground circuit. No fail-safe function. Tacho output circuit is correct condition. 1. Tacho output circuit short to ground circuit.
2. Poor connector connection.
3. ECM malfunction. J2-25
Code Type
DTC Name DTC Setting Condition Fail-Safe (Back Up)Recovery Condition Related Failure PartsRelated
ECM
Pin No.

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ENGINE DRIVEABILITY AND EMISSIONS 6E–119
DIAGNOSTIC TROUBLE CODE (DTC) P0107 MANIFOLD ABSOLUTE PRESSURE CIRCUIT LOW INPUT
Condition for setting the DTC and action taken when the DTC sets
Circuit Description
The manifold absolute pressure (MAP) sensor responds
to changes in intake manifold pressure. The MAP
sensor signal voltage to the engine control module
(ECM) varies from below 2 volts at idle (low manifold
pressure) to above 4 volts with the ignition ON, engine
not running or at wide-open throttle (high manifold
pressure).
A “speed density” method of determining engine load is
used on the 2.4L engine. This is calculated using inputs
from the MAP sensor, the CKP Sensor, and the Intake Air Temperature (IAT) sensor. The MAP sensor is the
main sensor used in this calculation, and measuring
engine load is its main function.
The ECM monitors the MAP signals for voltages outside
the normal range (10-104 kPa) of the MAP sensor. If the
ECM detects a MAP signal voltage that is excessively
low, Diagnostic Trouble Code P0107 will be set.
Diagnostic Aids
Check for the following conditions:
• Poor connection at ECM - Inspect harness
Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)
P0107 A Manifold Absolute Pressure Circuit Low Input 1. No DTC relating to TPS.
2. Throttle position is more than 0% if engine speed is below 1000rpm, or throttle posi-
tion more than 5% if engine speed is more
than 1000rpm.
3. MAP sensor output is below 12kPa. The ECM uses default manifold absolute
pressure value based on engine speed
and throttle position.

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ENGINE DRIVEABILITY AND EMISSIONS 6E–123
DIAGNOSTIC TROUBLE CODE (DTC) P0108 MANIFOLD ABSOLUTE PRESSURE CIRCUIT HIGH INPUT
Condition for setting the DTC and action taken when the DTC sets
Circuit Description
The manifold absolute pressure (MAP) sensor responds
to changes in intake manifold pressure. The MAP
sensor signal voltage to the engine control module
(ECM) varies from below 2 volts at idle (low manifold
pressure) to above 4 volts with the ignition ON, engine
not running or at wide-open throttle (high manifold
pressure).
A “speed density” method of determining engine load is
used on the 2.4L engine. This is calculated using inputs from the MAP sensor, RPM, CKP Sensor, and the
Intake Air Temperature (IAT) sensor. The MAP sensor is
the main sensor used in this calculation, and measuring
engine load is its main function.
The ECM monitors the MAP signals for voltages outside
the normal range (10-104 kPa) of the MAP sensor. If the
ECM detects a MAP signal voltage that is excessively
high, Diagnostic Trouble Code P0108 will be set.
Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)
P0108 A Manifold Absolute Pressure Circuit High Input 1. No DTC relating to TPS.
2. Throttle position is below 15% if engine speed is below 2500rpm, or throttle posi-
tion is below 35% if engine speed is more
than 2500rpm.
3. Engine run time is longer than 10 seconds.
4. MAP sensor output is more than 103kPa. The ECM uses default manifold absolute
pressure value based on engine speed
and throttle position.

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6E–218 ENGINE DRIVEABILITY AND EMISSIONS
DIAGNOSTIC TROUBLE CODE (DTC) P1626 IMMOBILIZER NO SIGNAL
Condition for setting the DTC and action taken when the DTC sets
Circuit Description
The ECM decides whether that is an abnomality in the
immobilizer control system. DTC P1626 is recorded by
the ECM when no response from immobiliser.
Diagnostic Aids
Check for the following conditions:
• Poor connection at ECM and Immobilizer-Inspect harness connectors for backed out terminals,
improper mating, broken locks, improperly formed or damaged terminals, and poor terminal to wire
connection.
• Damaged harness Inspect the wiring harness for damage, If the harness appears to be OK, disconnect
the ECM and Immobilizer, turn the ignition “ON” and
observe a voltmeter connected to the suspect driver
circuit at the ECM and Immobilizer harnass connector
while moving connectors and wiring harnesses
relates to the MIL. A change in voltage will indicate
the location of the fault.
Code Type DTC Name DTC Setting Condition Fail-Safe (Back Up)
P1626 - Immobilizer No Signal No response from immobilizer control unit. 1. Engine does not start.
2. Check engine lamp flash.

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