fuel OPEL FRONTERA 1998 Workshop Manual

6E–226
4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
0018
Manifold Absolute Pressure (MAP) Sensor
The manifold absolute pressure (MAP) sensor responds
to changes in intake manifold pressure. The MAP sensor
signal voltage to the ECM varies from below 2 volts at idle
(high vacuum) to above 4 volts.
The MAP sensor is used to determine the following:
Boost pressure for injector control.
Barometric pressure (BARO).
If the ECM detects a voltage that is lower than the
possible range of the MAP sensor, DTC P0107 will be set.
A signal voltage higher than the possible range of the
sensor will set DTC P0108. An intermittent low or high
voltage will set DTC P1107 or DTC P1106, respectively.
The ECM can detect a shifted MAP sensor. The ECM
compares the MAP sensor signal to a calculated MAP
based on throttle position and various engine load factors.
If the ECM detects a MAP signal that varies excessively
above or below the calculated value, DTC P0106 will set.
Engine Control Module (ECM)
The engine control module (ECM) is located in the engine
room.
The ECM constantly observes the information from
various sensors. The ECM controls the systems that
affect vehicle performance. The ECM performs the
diagnostic function of the system. It can recognize
operational problems, alert the driver through the MIL
(Service Engine Soon lamp), and store diagnostic trouble
codes (DTCs). DTCs identify the problem areas to aid the
technician in making repairs.
ECM Function
The ECM supplies 5, 12 and 110 volts to power various
sensors or switches. The power is supplied through
resistances in the ECM which are so high in value that a
test light will not light when connected to the circuit. In
some cases, even an ordinary shop voltmeter will not give
an accurate reading because its resistance is too low.
Therefore, a digital voltmeter with at least 10 megohms
input impedance is required to ensure accurate voltage
readings. The ECM controls output circuits such as theinjectors, glow relays, etc., by controlling the ground or
the power feed circuit through transistors or through
either of the following two devices:
Output Driver Module (ODM)
Quad Driver Module (QDM)
ECM Components
The ECM is designed to maintain exhaust emission levels
to government mandated standards while providing
excellent driveability and fuel efficiency. The ECM
monitors numerous engine and vehicle functions via
electronic sensors such as the crankshaft position (CKP)
sensor, and vehicle speed sensor (VSS). The ECM also
controls certain engine operations through the following:
Fuel injector control
Rail pressure control
ECM Voltage Description
The ECM supplies a buffered voltage to various switches
and sensors. It can do this because resistance in the
ECM is so high in value that a test light may not illuminate
when connected to the circuit. An ordinary shop
voltmeter may not give an accurate reading because the
voltmeter input impedance is too low. Use a 10-megohm
input impedance digital voltmeter to assure accurate
voltage readings.
The input/output devices in the ECM include
analog-to-digital converters, signal buffers, counters,
and special drivers. The ECM controls most components
with electronic switches which complete a ground circuit
when turned “ON.” These switches are arranged in
groups of 4 and 7, called either a surface-mounted quad
driver module (QDM), which can independently control up
to 4 output terminals, or QDMs which can independently
control up to 7 outputs. Not all outputs are always used.
ECM Input/Outputs
Inputs – Operating Conditions Read
Air Conditioning “ON” or “OFF”
Engine Coolant Temperature
Crankshaft Position
Electronic Ignition
Manifold Absolute Pressure
Battery Voltage
Intake Throttle Position
Vehicle Speed
Fuel Temperature
Oil Temperature
Intake Air Temperature
EGR boost pressure
Oil rail pressure
Camshaft Position
Accelerator position
Outputs – Systems Controlled
Exhaust Gas Recirculation (EGR)
Injector Control
QWS

6E–228
4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
General Description (Air Induction)
Air Induction System
The air induction system filters contaminants from the
outside air, and directs the progress of the air as it is
drawn into the engine. A remote-mounted air cleaner
prevents dirt and debris in the air from entering the
engine. The air duct assembly routes filtered air to the
throttle body. Air enters the engine by to following steps:
1. Through the throttle body.
2. Into the intake manifold.
3. Through the cylinder head intake ports.
4. Into the cylinders.
General Description (Fuel Metering)
Deceleration Mode
The ECM reduces the amount of fuel injected when it
detects a decrease in the Accelerator position.
Fuel Injector
Fuel injector comprises the solenoid, hydraulic line, and
fuel line. Fuel injection is controlled by the continuity time
signal and continuity start timing signal from ECM to the
solenoid
ECM determines the running conditions of engine by
input signals such as engine speed. Accelerator throttle
valve opening, and engine coolant temperature, thereby
to send the solenoid the best suited signal to the engine
status. When current is carried to the solenoid, the
armature opens the poppet valve to alow high pressure oil
to run into the injector. Under the pressure of the oil, the
piston and plunger are depressed to compress the fuel in
the combustion chamber of the plunger. Specifically, the
pressure of the fuel compressed is increased by a piston
top/ plunger bottom area ratio over the pressure of high
pressure oil, thereby lifting the fuel nozzle end needle for
injecting fuel.
Fuel Metering System Components
The fuel metering system is made up of the following
parts:
The fuel injectors.
The intake throttle body.
The Accelerator position (AP) sensor
The ECM.
The crankshaft position (CKP) sensor.
The camshaft position (CMP) sensor.
Basic System Operation
Fuel is supplied through fuel filter to the fuel pump.
The fuel pump is installed to the oil pump, and fuel is
forced, through the fuel pump outlet, pipe and cylinder
head inside, into the fuel injector.
An orifice is provided at the rear fuel outlet of cylinder
head to control the pressure of oil.The injector is controlled by ECM which gives
opening/closing commands to the solenoid installed on
the top of the injector. Opening/closing operation of the
pressurized engine oil circuit of the injector controls fuel
injection quantity, fuel injection timing, etc.
A/C Clutch Diagnosis
A/C Request Signal
This signal tells the ECM when the A/C mode is selected
at the A/C control head. The ECM uses this to adjust the
idle speed.
Refer to
A/C Clutch Circuit Diagnosis for A/C wiring
diagrams and diagnosis for A/C electrical system.
General Description Exhaust Gas
Recirculation (EGR) System
EGR Purpose
The exhaust gas recirculation (EGR) system is use to
reduce emission levels of oxides of nitrogen (NOx). NOx
emission levels are caused by a high combustion
temperature. The EGR system lowers the NOx emission
levels by decreasing the combustion temperature.
The ECM uses information from the following sensors to
control EGR valve boost pressure.
ECT
ITP
Engine Speed
AP sensor

ENGINE LUBRICATION 6G – 3
To meet a newly adopted electronically controlled fuel
injection system using engine oil two oil pumps have
been provided to increase circulating oil capacity.
The first oil pump serves mainly to lubricate the engine
parts, while the second mainly serves the fuel injectors
and partially cools the pistons.
The oil cooler is provided on the first oil pump side and
uses engine coolant.
OIL FLOW
Legend
(1) Oil Pump
(2) Regulator Valve
(3) Oil Cooler
(4) Oil Filter Relief Valve
(5) Full Flow Filter
(6) Oil Cooler Relief Valve
(7) Gallery
OIL PUMP SPECIFICATIONS

OIL FILTER SPECIFICATIONS
Legend
(1) Oil cooler assembly
(2) Oil filter assembly (25) Edge Filter
(26) Edge Filter
(27) High Pressure Oil Pump Assembly
(28) To Oil Pan
(29) Pressure Control Valve(30) To Oil Pan
(31) Turbocharger
(32) Oil Gallery
(33) Timing Gear Train
17 65 4
3
2
050RW010
For Europe1
2
050R200001

6J – 2 INDUCTION
There is a large intake silencer provided at the entrance
of the air cleaner. Air cleaner element is a viscous type
which features high filtration efficiency.
A resonator is used also in the air duct between the air
cleaner and turbocharger to reduce air intake noise.
The air taken in flows through the turbocharger to the
intercooler where the air is cooled and then taken in the
cylinder through the intake manifold.
71
23
4 8
5 6
Legend
(1) Air Cleaner
(2) Connector for Fuel Tank Breather Hose
(3) Resonator
(4) Air Duct(5) Connector for PCV Hose
(6) Connector for EGR VSV Hose
(7) Air Duct
(8) Air Duct
130R200003
GENERAL DESCRIPTION

INDUCTION 6J – 11
INTAKE MANIFOLD
REMOVAL
1. Drain engine coolant and remove water hose from
thermostat housing
2. Remove intercooler assembly.
3. Remove bracket fixing bolt of oil level gauge guide
tube.
4. Remove PCV hose.
5. Remove hoses from EGR valve, EGR vacuum
sensor and outlet of heater unit.
6. Disconnect harness connector from MAP sensor,
EGR vacuum sensor, ETC sensor, Water
temperature unit, IAT sensor and EVRV.
7. Remove high pressure oil pipe.
8. Remove two way check valve.
9. Remove fuel pipe.
10. Remove fixing bolts and nuts of intake manifold,
remove intake manifold assembly.
Legend
(1) Intake manifold
(2) Fixing portion of throttle valve
(3) EGR passage
(4) EGR valve
For Europe
2
1
3
3 1 42
Legend
(1) Intake Manifold
(2) Throttle Valve Assembly
(3) EGR Valve
(4) Gasket
025R200005
3124
025RW031

6J – 12 INDUCTION
INSPECTION AND RAPAIR
1. Visually check for cracks/clogs inside intake
manifold.
2. If foreign material is observed, it should be taken
out, and if there are some cracks on the intake
manifold, it must be replaced.
INSTALLATION
1. Install the intake manifold assembly, tighten bolts
and to the specified torque.
Torque: 20 Nꞏm (2.0 kgꞏm / 14.5 lb ft) for bolt
Torque: 20 Nꞏm (2.0 kgꞏm / 14.5 lb ft) for nut
2. Install fuel pipe.
Torque: 4 Nꞏm (0.4 kgꞏm / 2.9 lb ft) for M16 nut
(Apply engine oil)
Torque: 13 Nꞏm (1.3 kgꞏm / 9.4 lb ft) for M10 cap nut
Torque: 14 Nꞏm (1.4 kgꞏm / 10 lb ft) for M10
(Apply engine oil)
3. Install two way check valve.
Torque: 20 Nꞏm (2.0 kgꞏm / 14.5 lb ft)
4. Fill with about 300 cc of engine oil from the high
pressure oil pipe installation port of the oil rail using
an oil filler.
If assembled without filling the oil rail with oil, the
time for engine starting will be longer.
5. Install high pressure oil pipe, then tighten sleeve nut
to the specified torque.
Torque: 29 Nꞏm (3.0 kgꞏm / 21.7 lb ft)
6. Reconnect harness connector to MAP sensor, EGR
vacuum sensor, ETC sensor, Water thermo unit,
IAT sensor and EVRV sensor.
7. Install hoses to EGR valve, EGR vacuum sensor
and Water outlet of heater.
8. Connect PCV hose.
9. Install oil level gauge guide and fix it.
10. Install intercooler assembly.
Refer to “Intercooler” in this manual.
11. Install water hose to thermostat housing and fill with
engine coolant.
Model of Turbocharger IHI RHF5
Turbine Maximum Speed 180,000 rpm
Maximum Inlet Gas Temperature 800 °C (1472 °F)
Vibration Peak (G) criteria Maximum 4 (G) at Turbine Rotor Speed 140,000 rpm
Tolerance Limit of Compressor Blade Height Less then 0.5 mm (0.0197 in)
MAIN DATA AND SPECIFICATIONS

7A–32
AUTOMATIC TRANSMISSION (4L30–E)
4. Disconnect shift lock cable from the selector lever
assembly side.
256RW012
5. Disconnect wiring harness connectors.
6. Disconnect shift control rod from the selector lever
assembly side.
256RW013
7. Remove selector lever assembly (3).
8. Remove transfer control lever (4).
9. Remove transfer and exhaust protector (5).
10. Remove rear propeller shaft (6).
11. Remove front propeller shaft (7).
12. Remove harness protector (8).
13. Support transfer case with a jack and remove two rear
mount nuts (9) from the 3rd crossmember side.
14. Remove eight third crossmember bolts and third
crossmember (10).
15. Disconnect one oxygen sensor connector from the
transmission harness.
150RW002
16. Remove exhaust pipe (11).
17. Disconnect transmission oil cooler pipe (12) from A/T
side.
18. Remove oil pipe clamp from torque converter
housing bracket.
253RW001
19. Loosen oil pipe clamp bolt at the engine mount side.
20. Remove starter (13).
21. Disconnect fuel pipe clamp bracket from
transmission side.
22. Disconnect transmission harness connectors (14)
from transmission, and transfer.
23. Remove flywheel under covers (3 pieces) (15) from
transmission case.
24. Lower the front of the transmission a little, then
remove flywheel torque converter fixing bolts (6
pieces) (16) by turning crankshaft.
25. Support the transmission with a transmission jack,
and hoist engine with a chain block.
26. Remove engine transmission fixing bolts (17).

7A–34
AUTOMATIC TRANSMISSION (4L30–E)
5. Install the flywheel under cover (3 pieces), and tighten
the bolts to the specified torque.
Torque: 8 N
m (0.8 kgꞏm/69 lb in)
6. Install the starter, and tighten the bolts to the specified
torque.
Torque: 40 N
m (4.1 kgꞏm/30 lb ft)7. Connect transmission harness connectors to
transmission, and transfer.
8. Connect fuel pipe bracket to transmission side.
141RW027
9. Install transmission oil cooler pipe to transmission.
Torque: 54 N
m (5.5 kgꞏm/40 lb ft)
10. Install oil pipe clamp to torque converter housing
bracket.
11. Tighten oil pipe clamp bolt at engine mount side.
12. Install exhaust pipe, and tighten the bolts to the
specified torque.
Exh. pipe to exh. manifold 67 N
m
(6.8 kgꞏm/49 lb ft)
Exh. pipe flange bolt 43 N
m (4.4 kgꞏm/32 lb ft)13. Connect one oxygen sensor connector to the
transmission harness.
14. Install third crossmember, and tighten the bolts to the
specified torque.
To r q u e : 5 0 N
m (5.1 kgꞏm/37 lb ft)
15. Install rear mount nuts, and tighten the nuts to the
specified torque.
To r q u e : 5 0 N
m (5.1 kgꞏm/37 lb ft)
16. Remove the jack from the transfer case.

7A1–2
TRANSMISSION CONTROL SYSTEM (4L30–E)
Service Precaution
WARNING: IF SO EQUIPPED WITH A
SUPPLEMENTAL RESTRAINT SYSTEM (SRS),
REFER TO THE SRS COMPONENT AND WIRING
LOCATION VIEW IN ORDER TO DETERMINE
WHETHER YOU ARE PERFORMING SERVICE ON OR
NEAR THE SRS COMPONENTS OR THE SRS
WIRING. WHEN YOU ARE PERFORMING SERVICE
ON OR NEAR THE SRS COMPONENTS OR THE SRS
WIRING, REFER TO THE SRS SERVICE
INFORMATION. FAILURE TO FOLLOW WARNINGS
COULD RESULT IN POSSIBLE AIR BAG
DEPLOYMENT, PERSONAL INJURY, OR
OTHERWISE UNNEEDED SRS SYSTEM REPAIRS.
CAUTION: Always use the correct fastener in the
proper location. When you replace a fastener, use
ONLY the exact part number for that application.
ISUZU will call out those fasteners that require a
replacement after removal. ISUZU will also call out
the fasteners that require thread lockers or thread
sealant. UNLESS OTHERWISE SPECIFIED, do not
use supplemental coatings (Paints, greases, or other
corrosion inhibitors) on threaded fasteners or
fastener joint interfaces. Generally, such coatings
adversely affect the fastener torque and the joint
clamping force, and may damage the fastener. When
you install fasteners, use the correct tightening
sequence and specifications. Following these
instructions can help you avoid damage to parts and
systems.
General Description
The 4L30–E is a 4–speed fully automatic transmission. It
uses a microcomputer as a control unit to judge running
conditions including throttle opening rate and vehicle
speed, then it sets the shifting point in the optimum timing
so that best driving performance can be achieved.
In addition, the built–in shift mode select function can
select three shift modes according to the driver’s
preference:
Normal mode –Normal shift pattern.
Winter mode –Starts in 3rd gear to reduce slippage on
ice or snow.
Power mode has a delayed upshift for when more
powerful acceleration is required.
Also, the built–in fail safe function (“backup mode”)
assures driving performance even if the vehicle speed
sensor, throttle signal or any solenoid fails.
Further, the self–diagnostic function conducts diagnosis
in a short time when the control system fails, thus
improving serviceability.
The major features of 4L30–E are as follows:
A compact structure consisting of 2 sets of planetary
gears and flat torque converter.
Electronic control selects the optimum shift mode
according to the driving conditions.
Electronic control maintains the optimum hydraulic
pressure for clutch, band brake as well as
transmission so that shift feeling is improved.
Two sets of planetary gears reduce friction of power
train.
Also, a lockup mechanism in the torque converter
reduces fuel consumption.
Wide gear ratio and high torque rate of torque
converter provide excellent starting performance.

7A1–20
TRANSMISSION CONTROL SYSTEM (4L30–E)
821RW263
810RT022
PIN 1 – (Not used)
PIN 2 – J1850 Bus + L line on 2–wire systems, or
single wire (Class 2)
PIN 3 – (Not used)
PIN 4 – Chassis ground pin
PIN 5 – Signal ground pin
PIN 6 – PCM diagnostic enable
PIN 7 – (Not used)
PIN 8 – (Not used)
PIN 9 – Primary UART
PIN 10 – (Not used)
PIN 11 – (Not used)
PIN 12 – ABS diagnostic or CCM diagnostic enable
PIN 13 – SIR diagnostic enable
PIN 14 – (Not used)
PIN 15 – (Not used)
PIN 16 – Battery power from vehicle unswitched (4
AMP MAX.)
Malfunction Indicator Lamp (MIL)
The Malfunction Indicator Lamp (MIL) looks the same as
the MIL you are already familiar with (“CHECK ENGINE”
lamp). However, OBD II requires that it illuminate under a
strict set of guidelines. Basically, the MIL is turned on
when the PCM detects a DTC that will impact the vehicle’s
emissions.
The MIL is under the control of the Diagnostic Executive.
The MIL will be turned on if a component or system which
has an impact on vehicle emissions indicates a
malfunction or fails to pass an emissions–related
diagnostic test. It will stay on until the system or
component passes the same test, for three consecutive
trips, with no emissions–related faults.
Types Of Diagnostic Trouble Codes (DTCs)
The Diagnostic Executive classifies Diagnostic Trouble
Codes (DTCs) into certain categories. Each type has
different requirements to set the code, and the Diagnostic
Executive will only illuminate the Malfunction Indicator
Lamp (MIL) for emissions–related DTCs. DTCs fall into
four categories: A, B, C, and D; only types A and B are
emission–related The following descriptions define these
categories:
TYPE A
Will store the DTC and turn on the MIL (“Check Engine”
lamp) on the first trip in which an emission–related
diagnostic test has run and reported a “test failed” to the
Diagnostic Executive.
TYPE B
Will store the DTC and turn on the MIL on the second
consecutive trip in which an emission–related diagnostic
test has run and reported a “test failed” to the Diagnostic
Executive. After one failure, the type B DTC is “armed,”
or prepared to store a history code and turn on the MIL if
a second failure occurs. One passed test will disarm a
type B DTC. Some special conditions apply to misfire and
fuel trim DTCs. For a type B DTC to store and turn on the
MIL, two ignition cycles are required.
TYPE C
Will store the DTC and turn on a “SERVICE” lamp
(“Check Trans” lamp) on the first trip that a
non–emission–related diagnostic test has run and
reported a “test failed” to the Diagnostic Executive. This
type of DTC will be used in future applications.
TYPE D
Will store a DTC but will not turn on the MIL on the first
trip that a non–emission–related diagnostic test has run
and reported a “test failed” to the Diagnostic Executive.
These codes can be very helpful for vehicle service when
the driver may comment about a condition, but the MIL did
not turn on.
Clear DTC
NOTE: If you clear the DTC (Diagnostic Trouble Codes)
you will not be able to read any codes recorded during the
last occurrence.