weight OPEL FRONTERA 1998 User Guide

ENGINE MECHANICAL 6A – 5
Charging System
Model (HITACHI) LR190-750B LR1100 – 731
Rated voltage V 12
Rated output A 90 100
Rotation direction
Clockwise
(As viewed from pulled)
Pulley effective diameter mm (in) 69 (2.72)
Weight N (kg/lb) 52 (5.3/11.7)

ENGINE MECHANICAL 6A – 89
3. Measure the oil clearance between the connecting
rod and the crankshaft.
1) Remove the connecting rod cap nuts and the
rod caps.
Arrange the removed rod caps in the cylinder
number order.
2) Clean the rod bearings and the crankshaft pins.
3) Carefully check the rod bearings.
If even one bearing is found to be damaged or
badly worn, the entire bearing assembly must be
replaced as a set. Reinstall the bearings in their
original positions.
Apply plastigage to the crank pin.
4) Reinstall the rod caps to their original positions.
5) Tighten the cap nuts in 2 steps, using angular
tightening method as shown in the following
specifications.
1st step: 29 Nꞏm (3.0 kgꞏm/22 lb ft)
2nd step: 45°– 60°NOTE: Do not allow the crankshaft to rotate
6) Remove the rod caps.
7) Measure the smallest width of the plastigage
and determine the oil clearance. If the oil
clearance exceeds the limit, replace the rod
bearings as a set.
8) Clean the plastigage from the bearings and the
crankshaft pins
Standard: 0.022 – 0.042 mm (0.0009 – 0.0017 in)
Limit: 0.100 mm (0.0039 in)
REASSEMBLY
1. Connecting Rod
2. Piston
3. Piston Pin
1) Apply a coat of engine oil to the piston pin and
the piston pin hole.
4. Piston Pin Snap Ring
1) Try to insert the piston pin into the piston pin
hole with normal finger pressure.
2) Weight each piston and connecting rod
assembly.
3) Select piston and connecting rod combinations
so that the weight variation of the different four
assemblies is held within the specified limits.
Variance in weight after assembly: Less than 3g
(0.1058 oz)
NOTE: When changing piston/connecting rod
combinations, do not change the piston/piston pin
combination.
4) Attach the piston to the connecting rod with the
piston front mark (2) and the connecting rod
front mark (3) on the same side.
014RW055
012RW075
014RW077

7A–53 AUTOMATIC TRANSMISSION (4L30–E)
Ensure free rotation of pump using 5–8840–2273–0
(J–23082–01) oil pump rotation tool.
241RW010
38. Overdrive clutch end play measurement.
1. Fit 5–8840–2271–0 (J–25022) and
5–8840–0618–0 (J–24773–1) turbine shaft puller
on turbine shaft.
2. Position axial play checking tool on converter
housing mating face.
3. Pull turbine shaft upwards with puller until first
resistance is met. (due to weight of overdrive
assembly).
4. Maintain shaft in this position and set indicator to
zero.
5. Pull turbine shaft further upwards with puller.
Read end play shown on indicator.
End play: 0.1mm – 0.8mm (0.004 in – 0.031in)6. Remove axial play checking tool and puller.
NOTE: If end play is not correct, repeat selective washer
selection.
252RW010
39. Inspect extension housing oil seal and replace if
necessary, using 5–8840–2282–0 (J–36797)
extension housing oil seal installer.
Rotate transmission to horizontal position, with
valve body side down.
Inspect parking wheel seal ring. Replace if
necessary.
Install wheel parking lock assembly (35).
40. Install speed wheel (36) and snap ring (37).
NOTE: Use extra long, needle-nose pliers.
41. Install gasket onto extension assembly with a thin
coating of oil.
Install extension housing assembly (38), and align
parking pawl shaft.
Install actuator assembly into extension assembly.
Install seven 8 mm hexagon socket head screws.
To r q u e : 3 2 N
m (3.3 kgꞏm/24 lb ft)
42. Inspect speed sensor O–ring. Replace if necessary.
Install speed sensor assembly (39) and 10 mm
screw.
To r q u e : 9 N
m (0.9 kgꞏm/78 lb in)

4A2A–2
DIFFERENTIAL (REAR 220mm)
General Description
The rear axle assembly is of the semi–floating type in
which the vehicle weight is carried on the axle housing .
The center line of the pinion gear is below the center line
of the ring gear (hypoid drive).
All parts necessary to transmit power from the propeller
shaft to the rear wheels are enclosed in a banjo type axle
housing.
The 8.7 inch ring gear rear axle uses a conventional ring
and pinion gear set to transmit the driving force of the
engine to the rear wheels. This gear set transfers thisdriving force at a 90 degree angle from the propeller shaft
to the drive shafts.
The axle shafts are supported at the wheel end of the
shaft by a roller bearing.
The pinion gear is supported by two tapered roller
bearings. The pinion depth is set by a shim pack located
between the gear end of the pinion and the roller bearing
that is pressed onto the pinion. The pinion bearing
preload is set by crushing a collapsible spacer between
the bearings in the axle housing.
A04RS001
The ring gear is bolted onto the differential cage with 12
bolts.
The differential cage is supported in the axle housing by
two tapered roller bearings. The differential and ring gear
are located in relationship to the pinion by using selective
shims and spacers between the bearing and the axle
housing. To move the ring gear, shims are deleted from
one side and an equal amount are added to the other side.
These shims are also used to preload the bearings whichare pressed onto the differential cage. Two bearing caps
are used to hold the differential into the rear axle housing.
The differential is used to allow the wheels to turn at
different rates of speed while the rear axle continues to
transmit the driving force. This prevents tire scuffing
when going around corners and prevents premature wear
on internal axle parts.
The rear axle is sealed with a pinion seal, a seal at each
axle shaft end, and by a liquid gasket between the
differential carrier and the axle housing.

DIFFERENTIAL (REAR 244mm)
4A2B–3
General Description
The rear axle assembly is of the semi–floating type in
which the vehicle weight is carried on the axle housing .
The center line of the pinion gear is below the center line
of the ring gear (hypoid drive).
All parts necessary to transmit power from the propeller
shaft to the rear wheels are enclosed in a banjo type axle
housing.
The 9.61 inch ring gear rear axle uses a conventional ring
and pinion gear set to transmit the driving force of the
engine to the rear wheels. This gear set transfers thisdriving force at a 90 degree angle from the propeller shaft
to the drive shafts.
The axle shafts are supported at the wheel end of the
shaft by a roller bearing.
The pinion gear is supported by two tapered roller
bearings. The pinion depth is set by a shim pack located
between the gear end of the pinion and the roller bearing
that is pressed onto the pinion. The pinion bearing
preload is set by crushing a collapsible spacer between
the bearings in the axle housing.
420RY00006
The ring gear is bolted onto the differential cage with 12
bolts.
The differential cage is supported in the axle housing by
two tapered roller bearings. The differential and ring gear
are located in relationship to the pinion by using selective
shims and spacers between the bearing and the axle
housing. To move the ring gear, shims are deleted from
one side and an equal amount are added to the other side.
These shims are also used to preload the bearings whichare pressed onto the differential cage. Two bearing caps
are used to hold the differential into the rear axle housing.
The differential is used to allow the wheels to turn at
different rates of speed while the rear axle continues to
transmit the driving force. This prevents tire scuffing
when going around corners and prevents premature wear
on internal axle parts.
The rear axle is sealed with a pinion seal, a seal at each
axle shaft end, and by a liquid gasket between the
differential carrier and the axle housing.

ENGINE COOLING6B–13
Main Data and Specifications
General Specifications
M/TA/T
Cooling systemEngine coolant forced circulation
Radiator(1 tube in row) Tube type corrugated (2 tube in row)
Heat radiation capacity68,000 kcal/h77,000 kcal/h
Heat radiation area9.445m (0.878ft)11 . 2 1 m (1.04ft)
Radiator front area0.302m (0.028ft)
Radiator dry weight39N (8.8lb)44N (9.9lb)
Radiator cap valve opening pressure93.3 122.7kpa (13.5 17.8psi)
Engine coolant capacity2.5lit (2.6U.S q.t.)2.4lit (2.5U.S q.t.)
Engine coolant pumpCentrifugal impeller type
Delivery300 (317) or more
Pump speed5000 50 rpm
ThermostatWax pellet type with air hole
Valve opening temperature74.5 78.5C (166.1 173.3F)
Engine coolant total capacity10.4lit (11.0U.S qt)10.5lit (11.1U.S qt)
Torque Specifications
Nꞏm (Kgꞏm/lb ft)
E06RW041

6D3–15 STARTING AND CHARGING SYSTEM
Main Data and Specifications
General Specifications
ModelHITACHI GD002350
Rating
Voltage12 V
Output1.4 Kw
Time30 sec
Number of teeth of pinion 9
Rotating direction(as viewed from pinion)Clockwise
Weight(approx.)34 N
No load characteristics
Voltage /Current 11V/90A or less
Speed 2700rpm or more
Load characteristics
Voltage/current 8.4V/250A
Torque 7.3Nꞏm(64lbꞏin.) or more
Speed 1200rpm or more
Locking characteristics
Voltage/current 3V/750A or less
To r q u e19Nꞏm(14lbꞏin) or more

6D3–26STARTING AND CHARGING SYSTEM
Main Data and Specifications
General Specifications
Parts Number (Nippon denso)102211—5030
ModelACHD04
Rated voltage12 V
Rated output75 A
Rotating direction (As viewed from pulley)Clockwise
Pulley effective diameter50 mm (1.97 in)
Weight44 N (33 lb)

6E–2
ENGINE DRIVEABILITY AND EMISSIONS
Primary System-Based Diagnostic 6E–50. . . . . . . . .
Primary System-Based Diagnostic 6E–50. . . . . . .
Fuel Control Heated Oxygen Sensor 6E–50. . . . .
HO2S Heater 6E–50. . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Trim System Monitor Diagnostic
Operation 6E–50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Trim System Monitor Diagnostic
Operation 6E–50. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Trim Cell Diagnostic Weights 6E–50. . . . . . .
On-Board Diagnostic (OBD) System Check 6E–51.
A/C Clutch Control Circuit Diagnosis 6E–54. . . . . . .
Electronic Ignition System Diagnosis 6E–60. . . . . . .
Fuel Metering System Check 6E–60. . . . . . . . . . . . .
Idle Air Control (IAC) Valve 6E–60. . . . . . . . . . . . . . .
Fuel System Pressure Test 6E–60. . . . . . . . . . . . . . .
Fuel Injector Coil Test Procedure and Fuel
Injector Balance Test Procedure 6E–60. . . . . . . . . .
Knock Sensor Diagnosis 6E–65. . . . . . . . . . . . . . . . .
Powertrain Control Module (PCM) Diagnosis 6E–65
Multiple PCM Information Sensor DTCS Set 6E–65
Exhaust Gas Recirculation (EGR) Diagnosis
(For except EXPORT and
SOUTH AFRICA) 6E–68. . . . . . . . . . . . . . . . . . . . . . .
Engine Tech 2 Data Definitions and Ranges 6E–68
Typical Scan Data Values 6E–70. . . . . . . . . . . . . . . .
No Malfunction Indicator Lamp (MIL) 6E–74. . . . . . .
Malfunction Indicator Lamp (MIL) “ON”
Steady 6E–77. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Cranks But Will Not Run 6E–79. . . . . . . . . . .
Fuel System Electrical Test 6E–85. . . . . . . . . . . . . . .
Fuel System Diagnosis 6E–88. . . . . . . . . . . . . . . . . . .
Idle Air Control (IAC) System Check 6E–93. . . . . . .
Knock Sensor (KS) System Check
(Engine Knock, Poor Performance, or Poor
Economy) 6E–95. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust Gas Recirculation (EGR) System
Check 6E–97. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manifold Absolute Pressure (MAP) Output
Check 6E–99. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PCM Diagnostic Trouble Codes 6E–101. . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0101
MAF System Performance 6E–104. . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0102
MAF Sensor Circuit Low Frequency 6E–107. . . . . .
Diagnostic Trouble Code (DTC) P0103
MAF Sensor Circuit High Frequency 6E–110. . . . . .
Diagnostic Trouble Code (DTC) P0107
MAP Sensor Circuit Low Voltage 6E–112. . . . . . . . . .
Diagnostic Trouble Code (DTC) P0108
MAP Sensor Circuit High Voltage 6E–115. . . . . . . . .
Diagnostic Trouble Code (DTC) P0112
IAT Sensor Circuit Low Voltage 6E–118. . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0113
IAT Sensor Circuit High Voltage 6E–121. . . . . . . . . . Diagnostic Trouble Code (DTC) P0117
ECT Sensor Circuit Low Voltage 6E–124. . . . . . . . . .
Diagnostic Trouble Code (DTC) P0118
ECT Sensor Circuit High Voltage 6E–127. . . . . . . . .
Diagnostic Trouble Code (DTC) P0121
TP System Performance 6E–130. . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0122
TP Sensor Circuit Low Voltage 6E–133. . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0123
TP Sensor Circuit High Voltage 6E–136. . . . . . . . . .
Diagnostic Trouble Code (DTC) P0131
HO2S Circuit Low Voltage Bank 1
Sensor 1 6E–139. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0132
HO2S Circuit High Voltage Bank 1
Sensor 1 6E–142. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0134
HO2S Circuit Insufficient Activity Bank 1
Sensor 1 6E–145. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0151
HO2S Circuit Low Voltage Bank 2
Sensor 1 6E–148. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0152
HO2S Circuit HIGH Voltage Bank 2
Sensor 1 6E–151. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0171
Fuel Trim System Lean Bank 1 6E–154. . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0172
Fuel Trim System Rich Bank 1 6E–158. . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0174
Fuel Trim System Lean Bank 2 6E–162. . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0175
Fuel Trim System Rich Bank 2 6E–166. . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0201
Injector 1 Control Circuit 6E–170. . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0202
Injector 2 Control Circuit 6E–173. . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0203
Injector 3 Control Circuit 6E–176. . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0204
Injector 4 Control Circuit 6E–179. . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0205
Injector 5 Control Circuit 6E–182. . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0206
Injector 6 Control Circuit 6E–185. . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0325
KS Module Circuit 6E–188. . . . . . . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0327
KS Sensor Circuit 6E–190. . . . . . . . . . . . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0336
58X Reference Signal Circuit 6E–193. . . . . . . . . . . . .
Diagnostic Trouble Code (DTC) P0337
CKP Sensor Circuit Low Frequency 6E–195. . . . . . .
Diagnostic Trouble Code (DTC) P0341
CMP Sensor Circuit Performance 6E–198. . . . . . . . .
Diagnostic Trouble Code (DTC) P0342
CMP Sensor Circuit Low 6E–202. . . . . . . . . . . . . . . . .

6E–50
ENGINE DRIVEABILITY AND EMISSIONS
Primary System-Based Diagnostic
Primary System-Based Diagnostic
There are primary system-based diagnostics which
evaluate system operation and its effect on vehicle
emissions. The primary system-based diagnostics are
listed below with a brief description of the diagnostic
function:
Oxygen Sensor Diagnosis
The fuel control heated oxygen sensors (Bank 1 HO2S 1
and Bank 2 HO2S 1) are diagnosed for the following
conditions:
Inactive signal (output steady at bias voltage – approx.
450 mV)
Signal fixed high
Signal fixed low
If the oxygen sensor pigtail wiring, connector or terminal
are damaged, the entire oxygen sensor assembly must
be replaced. DO NOT attempt to repair the wiring,
connector or terminals. In order for the sensor to function
properly, it must have clean reference air provided to it.
This clean air reference is obtained by way of the oxygen
sensor wire(s). Any attempt to repair the wires, connector
or terminals could result in the obstruction of the
reference air and degrade oxygen sensor performance.
Refer to
On-Vehicle Service, Heated Oxygen Sensors.
Fuel Control Heated Oxygen Sensor
The main function of the fuel control heated oxygen
sensors is to provide the control module with exhaust
stream oxygen content information to allow proper fueling
and maintain emissions within mandated levels. After it
reaches operating temperature, the sensor will generate
a voltage, inversely proportional to the amount of oxygen
present in the exhaust gases. The control module uses
the signal voltage from the fuel control heated oxygen
sensors while in closed loop to adjust fuel injector pulse
width. While in closed loop, the PCM can adjust fuel
delivery to maintain an air/fuel ratio which allows the best
combination of emission control and driveability.
HO2S Heater
Heated oxygen sensors are used to minimize the amount
of time required for closed loop fuel control to begin
operation and to allow accurate catalyst monitoring. The
oxygen sensor heater greatly decreases the amount of
time required for fuel control sensors (Bank 1 HO2S 1 and
Bank2 HO2S 1) to become active. Oxygen sensor
heaters are required to maintain a sufficiently high
temperature which allows accurate exhaust oxygen
content readings further away from the engine.
Fuel Trim System Monitor Diagnostic
Operation
Fuel Trim System Monitor Diagnostic
Operation
This system monitors the averages of short-term and
long-term fuel trim values. If these fuel trim values stay at
their limits for a calibrated period of time, a malfunction is
indicated. The fuel trim diagnostic compares the
averages of short-term fuel trim values and long-term fuel
trim values to rich and lean thresholds. If either value is
within the thresholds, a pass is recorded. If both values
are outside their thresholds, a rich or lean DTC will be
recorded.
The fuel trim system diagnostic also conducts an intrusive
test. This test determines if a rich condition is being
caused by excessive fuel vapor from the EVAP canister.
In order to meet OBD requirements, the control module
uses weighted fuel trim cells to determine the need to set
a fuel trim DTC. A fuel trim DTC can only be set if fuel trim
counts in the weighted fuel trim cells exceed
specifications. This means that the vehicle could have a
fuel trim problem which is causing a problem under
certain conditions (i.e., engine idle high due to a small
vacuum leak or rough idle due to a large vacuum leak)
while it operates fine at other times. No fuel trim DTC
would set (although an engine idle speed DTC or HO2S
DTC may set). Use a Tech 2 to observe fuel trim counts
while the problem is occurring.
A fuel trim DTC may be triggered by a number of vehicle
faults. Make use of all information available (other DTCs
stored, rich or lean condition, etc.) when diagnosing a fuel
trim fault.
Fuel Trim Cell Diagnostic Weights
N o f u e l t r i m D T C w i l l s e t r e g a r d l e s s o f t h e f u e l t r i m c o u n t s
in cell 0 unless the fuel trim counts in the weighted cells
are also outside specifications. This means that the
vehicle could have a fuel trim problem which is causing a
problem under certain conditions (i.e. engine idle high due
to a small vacuum leak or rough due to a large vacuum
leak) while it operates fine at other times. No fuel trim
DTC would set (although an engine idle speed DTC or
HO2S DTC may set). Use a Tech 2 to observe fuel trim
counts while the problem is occurring.