fuse OPEL FRONTERA 1998 Workshop Manual

SUPPLEMENTAL RESTRAINT SYSTEM 9J–30
Service Precautions for SRS
Component Service
CAUTION: When fasteners are removed, always
reinstall them at the same location from which they
were removed. If a fastener needs to be replaced, use
the correct part number fastener for that application.
If the correct part number fastener is not available, a
fastener of equal size and strength (or stronger) may
be used. fasteners that are not reused, and those
requiring thread locking compound will be called
out. The correct torque value must be used when
installing fasteners that require it. If the above
conditions are not followed, parts or system damage
could result.
WARNING: WHEN PERFORMING SERVICE ON OR
AROUND SRS COMPONENTS OR SRS WIRING,
FOLLOW THE PROCEDURES LISTED BELOW TO
TEMPORARILY DISABLE THE SRS. FAILURE TO
FOLLOW PROCEDURES COULD RESULT IN
POSSIBLE AIR BAG DEPLOYMENT, PERSONAL
INJURY OR OTHERWISE UNNEEDED SRS REPAIRS.
The SDM in Driver–Passenger SRS can maintain
sufficient voltage to cause a deployment for up to 15
seconds after the ignition switch is turned “OFF,” the
battery is disconnected, or the fuse powering the SDM is
removed.
Many of the service procedures require removal of the
“C–21” fuse, and disconnection of the air bag assembly
from the deployment loop to avoid an accidental
deployment. If the air bag assembly is disconnected from
the deployment loop as noted in the “Disabling the SRS”
procedure that follows, service can begin immediately
without waiting for the 15 second time period to expire.
Disabling The SRS
Removal
Turn the ignition switch to “OFF” and turn the steering
wheel so that the vehicle’s wheels are pointing straight
ahead.
1. Remove SRS fuse “C–21” from left dash side lower
fuse block or disconnect battery.
2. Disconnect yellow 2–pin connector at the base of
steering column.
3 . R e m o v e g l o v e b o x a s s e m b l y ; R e f e r t o “ P a s s e n g e r a i r
bag assembly replacement” in this section.
4. Disconnect passenger air bag assembly yellow 2–pin
connector behind the glove box assembly.
CAUTION: W i t h t h e “ C – 2 1 ” f u s e r e m o v e d a n d
ignition switch “ON,” the “AIR BAG” warning lamp
will be “ON.” This is normal operation and does not
indicate an SRS malfunction.
Enabling The SRS
Installation
Turn ignition switch to “LOCK” and remove key.
1. Connect yellow 2–pin connector passenger air bag
assembly.2. Install glove box assembly. Refer to “Passenger Air
Bag Assembly Replacement” in this section.
3. Connect yellow 2–pin connector at the base of the
steering column.
4. Install “AIR BAG” fuse “C–21” to left dash side lower
fuse block or connect battery.
Turn ignition switch to “ON” and verify that the “AIR BAG”
warning lamp turn on 3.5 seconds and then turns “OFF.” If
it does not operate as described, perform the “SRS
Diagnostic System Check” in this section.
Handling / Installation / Diagnosis
1. Air bag assembly should not be subjected to
temperatures above 93
C (200F).
2. Air bag assembly, and SDM should not be used if they
have been dropped from a height of 100 centimeters
(3.28 feet) or more.
3. When a SDM is replaced, it must be oriented with the
arrow on the SDM pointing toward the front of the
vehicle. It is very important for the SDM to be located
flat on the mounting surface, parallel to the vehicle
datum line. It is important that the SDM mounting
surface is free of any dirt or other foreign material.
4. Do not apply power to the SRS unless all components
are connected or a diagnostic chart requests it, as
this will set a diagnostic trouble code.
5. The “SRS Diagnostic System Check” must be the
starting point of any SRS diagnostics. The “SRS
Diagnostic System Check” will verify proper “AIR
BAG” warning lamp operation and will lead you to the
correct chart to diagnose any SRS malfunctions.
Bypassing these procedures may result in extended
diagnostic time, incorrect diagnosis, and incorrect
parts replacements.
Inspections Required After An Accident
CAUTION: C e r t a i n S R S c o m p o n e n t s m u s t b e
replaced after a frontal crash involving air bag
deployment.
In all types of accidents regardless of “Air Bag”
deployment, visually inspect all of the following
components and replace as required:
— Driver air bag assembly
— Passenger air bag assembly
— Driver pretensioner assembly
— Passenger pretensioner assembly
— Steering wheel
— SRS coil assembly
— Steering column
— Knee bolster and instrument panel mounting
attachments
— Driver seat and belt
— Passenger seat and belt
—SDM
SDM always should be checked according to “SDM
Replacement Guidelines.”

RESTRAINT CONTROL SYSTEM 9J1–4
System Schematic
D09RW014
SRS Diagnostic System Check
The diagnostic procedures used in this section are
designed to find and repair SRS malfunctions. To get the
best results, it is important to use the diagnostic charts
and follow the sequence listed below:
A. Perform the “SRS Diagnostic System Check.”
The “SRS Diagnostic System Check” must be the
starting point of any SRS diagnostics. The “SRS
Diagnostic System Check” checks for proper “AIR
BAG” warning lamp operation, the ability of the SDM
to communicate through the “Serial Data” line and
whether SRS diagnostic trouble codes exist.
B. Refer to the proper diagnostic chart as directed by the
“SRS Diagnostic System Check.”
The “SRS Diagnostic System Check” will lead you to
the correct chart to diagnose any SRS malfunctions.
Bypassing these procedures may result in extended
diagnostic time, incorrect diagnosis and incorrect
parts replacement.
C. Repeat the “SRS Diagnostic System Check” after any
repair or diagnostic procedures have been
preformed.
Performing the “SRS Diagnostic System Check” after
all repair or diagnostic procedures will ensure that the
repair has been made correctly and that no other
malfunctions exist
Circuit Description
When the ignition switch is first turned “ON”, “Ignition 1”
voltage is applied from the “C–21” fuse to the SDM at the
“Ignition 1” input terminals “12”. The SDM responds by
flashing the “AIR BAG” warning lamp turn on 3.5 seconds,
while performing tests on the SRS.
Notes On System Check Chart:
1. The “AIR BAG” warning lamp should turn on 3.5
seconds after ignition is first turned “ON”.
2. After the “AIR BAG” warning lamp turn on 3.5
seconds, it should turn “OFF”
3. This test checks for the proper operation of the
“Serial Data” line. This test will also determine
whether history diagnostic trouble codes are stored
and, if so, identify them.
4. Improper operation of the “AIR BAG” warning lamp
is indicated. This test differentiates a warning lamp
stays “ON” condition from a warning lamp does not
come “ON” condition.
5. This test checks for proper operation of the “Serial
Data” line. This test will also identify the stored
diagnostic trouble codes and whether they are
current or history.
Diagnostic Aids:
The order in which diagnostic trouble codes are
diagnosed is very important. Failure to diagnose the

RESTRAINT CONTROL SYSTEM 9J1–8
Chart B “AIR BAG” Warning Lamp Comes “ON” Steady
D09RW014
Circuit Description:
When the ignition switch is first turned “ON”, “Ignition 1”
voltage is applied from the “C–10” fuse to “AIR BAG”,
warning lamp which is connected to “SRS Warning
Lamp”, terminal “7”. The “C–21” fuses apply system
voltage to the “Ignition 1” inputs, terminals “12”. The SDM
responds by turning on the “AIR BAG” warning lamp 3.5
seconds. If “Ignition 1” is less than 9 volts, the “AIR BAG”
warning lamp will come “ON” solid with no DTCs set.
Chart Test Description:
Number(s) below refer to step number(s) on the
diagnostic chart.
2. This test checks for an open in the “Ignition 1” circuit
to the SDM.
3. This test checks for the voltage of “IGNITION 1”.
4. This test determines whether the malfunction is a
short to ground in IB04–WHT/RED.

RESTRAINT CONTROL SYSTEM 9J1–10
Chart C “AIR BAG” Warning Lamp Does Not Come “ON” Steady
D09RW014
Circuit Description:
When the ignition switch is first turned “ON”, “Ignition 1”
voltage is applied from the “C–10” fuse to the “AIR BAG”
warning lamp which is connected to “SRS Warning
Lamp”, terminal “7”. The “C–21” fuse apply system
voltage to the “Ignition 1” inputs, terminals “12”. The SDM
responds by turning on the “AIR BAG” warning lamp 3.5
seconds. If “Ignition 1” is more than 16 volts, the “AIR
BAG” warning lamp will be still “OFF” solid with no DTCs
set.
Chart Test description:
Number(s) below refer to step number(s) on the
diagnostic chart:
1. This test decides whether power is available to SDM
warning lamp power feed circuit.2. This test determines whether the voltage is present
in the warning lamp circuit.
3. This test determines if the malfunction is in the
instrument cluster.
4. This test checks for open in the warning lamp
circuitry.
5. This test isolates the IB04–WHT/RED circuit and
checks for a short in the IB04–WHT/RED circuit to
B+.
8. This test checks for a short from the SDM warning
lamppower feed circuit to ground.
9. This test determines whether the short to ground is
due to a short in the wiring.

9J1–11
RESTRAINT CONTROL SYSTEM
Chart C “AIR BAG” Warning Lamp Does Not Come “ON” Steady
StepActionYe sNo
11. When measurements are requested in this chart,use
5–8840–0285–0 DVM with correct terminal adapter from
5–8840–0385–0.
2. Ignition switch “OFF.”
3. Remove and inspect “C–10” fuse (meter) to the “AIR BAG”
warning lamp.
Is fuse good?
Go to Step 2Go to Step 7
21. Ignition switch “OFF.”
2. Disconnect SRS coil and passenger air bag assemblies.
Yellow 2–pin connector located at base of steering column and
behind the glove box assembly.
3. Disconnect SDM.
4. Ignition switch “ON.”
5. Measure voltage on SDM harness connector from terminal “7”
to terminal “6” (ground).
Is system voltage present on terminal “7”?
Go to Step 4Go to Step 3
31. Ignition switch “OFF.”
2. Remove instrument meter cluster.
3. Check for proper connection to instrument cluster at
IB04–WHT/RED terminal.
4. If ok, then remove and inspect “AIR BAG” bulb.
Is bulb good?
Go to Step 5
Replace bulb
Go to Step 6
41. Ignition switch “OFF.”
2. Disconnect instrument meter cluster harness connector.
3. Ignition switch “ON.”
4. Measure voltage on SDM harness connector from terminal “7”
to terminal “6” (GROUND).
Is voltage 1 volt or less?
Go to Chart A
Replace SRS
harness
Go to Step 6
51. Install bulb.
2. Measure resistance from instrument meter cluster harness
connector IB04–WHT/RED terminal to SDM harness
connector terminal “7”.
Is resistance 5.0 ohms or less?Service
instrument meter
cluster
Install instrument
meter cluster
Go to Step 6
Replace SRS
harness
Go to Step 6
6Reconnect all SRS components, ensure all components are
properly mounted.
Was this step finished?Repeat the “SRS
Diagnostic
System Check”
Go to Step 6
7Perform chart C.
Was this step finished?
Go to Step 8Go to Step 1
81. Replace “C–10” fuse.
2. Ignition switch “ON” wait 10 Seconds then ignition switch “Off.”
3. Remove and inspect “C–10” fuse.
Is fuse good?
Install “C–10”
fuse
Go to Step 10
Go to Step 9

RESTRAINT CONTROL SYSTEM 9J1–12
Chart C “AIR BAG” Warning Lamp Does Not Come “ON” Steady (Cont’d)
StepNo Ye s Action
91. Disconnect SRS coil and passenger air bag assemblies.
Yellow 2–pin connectors located at base of steering column
and behind the glove box assembly.
2. Disconnect SDM.
3. Replace “C–10” fuse.
4. Ignition switch “ON” wait 10 seconds.
5. Ignition switch “OFF”.
6. Remove and inspection “C–10” fuse.
Is fuse good?
Install“C–10” fuse
Go to Chart A
Replace SRS
harness
Replace “C–10”
fuse
Go to Step 10
10Reconnect all SRS components, ensure all components are
properly mounted.
Was this step finished?Repeat the “SRS
Diagnostic
System Check”
Go to Step 10

H-26H-20
I-32I-33B-1B-5I-50B-36
I-33
M
17
19
I-50 2 0.3 GR
2.0L/B
I-50
I-501
3
B-52
B-5
1
I-512
41
3
B-12.0 B1
2 B
2 L/B
0.3 BR
0.5 L/B2 L/B
2 B
0.3 GR/L 123.0 L 3.0 L/R
C-19 25A
FUSE
C-20 10A
FUSE
Blower Motor
Max High
Relay Power
Transistor Auto A/C
Control Unit
B-36
I-51
I-51 I-51
I-32 I-33
12
33 14
H-20
H-2610
I-51
H-202
D08RY00181

DIFFERENTIAL (REAR 220mm)
4A2A–3
Diagnosis
Many noises that seem to come from the rear axle
actually originate from other sources such as tires, road
surface, wheel bearings, engine, transmission, muffler, or
body drumming. Investigate to find the source of the
noise before disassembling the rear axle. Rear axles, like
any other mechanical device, are not absolutely quiet but
should be considered quiet unless some abnormal noise
is present.
To make a systematic check for axle noise, observe the
following:
1. Select a level asphalt road to reduce tire noise and
body drumming.
2. Check rear axle lubricant level to assure correct level,
and then drive the vehicle far enough to thoroughly
warm up the rear axle lubricant.
3. Note the speed at which noise occurs. Stop the
vehicle and put the transmission in neutral. Run the
engine speed slowly up and down to determine if the
noise is caused by exhaust, muffler noise, or other
engine conditions.
4. Tire noise changes with different road surfaces; axle
noises do not. Temporarily inflate all tires to 344 kPa
(3.5kg/cm
2, 50 psi) (for test purposes only). This will
change noise caused by tires but will not affect noise
caused by the rear axle.
Rear axle noise usually stops when coasting at
speeds under 48 km/h (30 mph); however, tire noise
continues with a lower tone. Rear axle noise usually
changes when comparing pull and coast, but tire
noise stays about the same.
Distinguish between tire noise and rear axle noise by
noting if the noise changes with various speeds or
sudden acceleration and deceleration. Exhaust and
axle noise vary under these conditions, while tire
noise remains constant and is more pronounced at
speeds of 32 to 48 km/h (20 to 30 mph). Further check
for tire noise by driving the vehicle over smooth
pavements or dirt roads (not gravel) with the tires at
normal pressure. If the noise is caused by tires, it will
change noticeably with changes in road surface.
5. Loose or rough front wheel bearings will cause noise
which may be confused with rear axle noise; however,
front wheel bearing noise does not change when
comparing drive and coast. Light application of the
brake while holding vehicle speed steady will often
cause wheel bearing noise to diminish. Front wheel
bearings may be checked for noise by jacking up the
wheels and spinning them or by shaking the wheels to
determine if bearings are loose.
6. Rear suspension rubber bushings and spring
insulators dampen out rear axle noise when correctly
installed. Check to see that there is no link or rod
loosened or metal–to–metal contact.
7. Make sure that there is no metal–to–metal contact
between the floor and the frame.
After the noise has been determined to be in the axle, the
type of axle noise should be determined, in order to make
any necessary repairs.
Gear Noise
Gear noise (whine) is audible from 32 to 89 km/h (20 to 55
mph) under four driving conditions.
1. Driving under acceleration or heavy pull.
2. Driving under load or under constant speed.
3. When using enough throttle to keep the vehicle from
driving the engine while the vehicle slows down
gradually (engine still pulls slightly).
4. When coasting with the vehicle in gear and the throttle
closed. The gear noise is usually more noticeable
between 48 and 64 km/h (30 and 40 mph) and 80 and
89 km/h (50 and 55 mph).
Bearing Noise
Bad bearings generally produce a rough growl or grating
sound, rather than the whine typical of gear noise.
Bearing noise frequently “wow–wows” at bearing rpm,
indicating a bad pinion or rear axle side bearing. This
noise can be confused with rear wheel bearing noise.
Rear Wheel Bearing Noise
Rear wheel bearing noise continues to be heard while
coasting at low speed with transmission in neutral. Noise
may diminish by gentle braking. Jack up the rear wheels,
spin them by hand and listen for noise at the hubs.
Replace any faulty wheel bearings.
Knock At Low Speeds
Low speed knock can be caused by worn universal joints
or a side gear hub counter bore in the cage that is worn
oversize. Inspect and replace universal joints or cage and
side gears as required.
Backlash Clunk
Excessive clunk on acceleration and deceleration can be
caused by a worn rear axle pinion shaft, a worn cage,
excessive clearance between the axle and the side gear
splines, excessive clearance between the side gear hub
and the counterbore in the cage, worn pinion and side
gear teeth, worn thrust washers, or excessive drive pinion
and ring gear backlash. Remove worn parts and replace
as required. Select close–fitting parts when possible.
Adjust pinion and ring gear backlash.

4A2B–4DIFFERENTIAL (REAR 244mm)
Diagnosis
Many noises that seem to come from the rear axle
actually originate from other sources such as tires, road
surface, wheel bearings, engine, transmission, muffler, or
body drumming. Investigate to find the source of the
noise before disassembling the rear axle. Rear axles, like
any other mechanical device, are not absolutely quiet but
should be considered quiet unless some abnormal noise
is present.
To make a systematic check for axle noise, observe the
following:
1. Select a level asphalt road to reduce tire noise and
body drumming.
2. Check rear axle lubricant level to assure correct level,
and then drive the vehicle far enough to thoroughly
warm up the rear axle lubricant.
3. Note the speed at which noise occurs. Stop the
vehicle and put the transmission in neutral. Run the
engine speed slowly up and down to determine if the
noise is caused by exhaust, muffler noise, or other
engine conditions.
4. Tire noise changes with different road surfaces; axle
noises do not. Temporarily inflate all tires to 344 kPa
(3.5kg/cm
2, 50 psi) (for test purposes only). This will
change noise caused by tires but will not affect noise
caused by the rear axle.
Rear axle noise usually stops when coasting at
speeds under 48 km/h (30 mph); however, tire noise
continues with a lower tone. Rear axle noise usually
changes when comparing pull and coast, but tire
noise stays about the same.
Distinguish between tire noise and rear axle noise by
noting if the noise changes with various speeds or
sudden acceleration and deceleration. Exhaust and
axle noise vary under these conditions, while tire
noise remains constant and is more pronounced at
speeds of 32 to 48 km/h (20 to 30 mph). Further check
for tire noise by driving the vehicle over smooth
pavements or dirt roads (not gravel) with the tires at
normal pressure. If the noise is caused by tires, it will
change noticeably with changes in road surface.
5. Loose or rough front wheel bearings will cause noise
which may be confused with rear axle noise; however,
front wheel bearing noise does not change when
comparing drive and coast. Light application of the
brake while holding vehicle speed steady will often
cause wheel bearing noise to diminish. Front wheel
bearings may be checked for noise by jacking up the
wheels and spinning them or by shaking the wheels to
determine if bearings are loose.
6. Rear suspension rubber bushings and spring
insulators dampen out rear axle noise when correctly
installed. Check to see that there is no link or rod
loosened or metal–to–metal contact.
7. Make sure that there is no metal–to–metal contact
between the floor and the frame.
After the noise has been determined to be in the axle, the
type of axle noise should be determined, in order to make
any necessary repairs.
Gear Noise
Gear noise (whine) is audible from 32 to 89 km/h (20 to 55
mph) under four driving conditions.
1. Driving under acceleration or heavy pull.
2. Driving under load or under constant speed.
3. When using enough throttle to keep the vehicle from
driving the engine while the vehicle slows down
gradually (engine still pulls slightly).
4. When coasting with the vehicle in gear and the throttle
closed. The gear noise is usually more noticeable
between 48 and 64 km/h (30 and 40 mph) and 80 and
89 km/h (50 and 55 mph).
Bearing Noise
Bad bearings generally produce a rough growl or grating
sound, rather than the whine typical of gear noise.
Bearing noise frequently “wow–wows” at bearing rpm,
indicating a bad pinion or rear axle side bearing. This
noise can be confused with rear wheel bearing noise.
Rear Wheel Bearing Noise
Rear wheel bearing noise continues to be heard while
coasting at low speed with transmission in neutral. Noise
may diminish by gentle braking. Jack up the rear wheels,
spin them by hand and listen for noise at the hubs.
Replace any faulty wheel bearings.
Knock At Low Speeds
Low speed knock can be caused by worn universal joints
or a side gear hub counter bore in the cage that is worn
oversize. Inspect and replace universal joints or cage and
side gears as required.
Backlash Clunk
Excessive clunk on acceleration and deceleration can be
caused by a worn rear axle pinion shaft, a worn cage,
excessive clearance between the axle and the side gear
splines, excessive clearance between the side gear hub
and the counterbore in the cage, worn pinion and side
gear teeth, worn thrust washers, or excessive drive pinion
and ring gear backlash. Remove worn parts and replace
as required. Select close–fitting parts when possible.
Adjust pinion and ring gear backlash.

4B1–12
DRIVE LINE CONTROL SYSTEM (SHIFT ON THE FLY)
Parts Location (LHD / Diesel Engine Model)
D08RW852
Legend
(1) I–12
(2) I–9
(3) H–7, H–8, H–24, H–25
(4) Fuse Box
(5) C–16
(6) C–94
(7) H–4, H–5(8) P–17
(9) P–18
(10) P–19
(11) H–60
(12) Relay & Fuse Box
(13) H–12, H–16
(14) E–21
(15) E–45