Back OPEL FRONTERA 1998 Workshop Manual

6E–334
ENGINE DRIVEABILITY AND EMISSIONS
Removal Procedure
S o m e c o n n e c t o r s u s e t e r m i n a l s c a l l e d M e t r i - P a c k S e r i e s
150. These may be used at the engine coolant
temperature (ECT) sensor.
1. Slide the seal (1) back on the wire.
2. Insert the J 35689 tool or equivalent (3) in order to
release the terminal locking tang (2).
060
3. Push the wire and the terminal out through the
connector. If you reuse the terminal, reshape the
locking tang.
Installation Procedure
Metri-Pack terminals are also referred to as “pull-to-seat”
terminals.
1. In order to install a terminal on a wire, the wire must be
inserted through the seal (2) and through the
connector (3).
2. The terminal (1) is then crimped onto the wire.
061
3. Then the terminal is pulled back into the connector to
seat it in place.

6E–342
ENGINE DRIVEABILITY AND EMISSIONS
PCM to calculate true sequential multiport fuel injection
(SFI). Loss of this signal will set a DTC P0341. If the CMP
signal is lost while the engine is running, the fuel injection
system will shift to a calculated sequential fuel injection
based on the last fuel injection pulse, and the engine will
continue to run. The engine can be restarted and will run
in the calculated sequential mode as long as the fault is
present, with a 1-in-6 chance of being correct.
Clear Flood Mode
Clear a flooded engine by pushing the accelerator pedal
down all the way. The PCM then de-energizes the fuel
injectors. The PCM holds the fuel injectors de-energized
as long as the throttle remains above 80% and the engine
speed is below 800 RPM. If the throttle position becomes
less than 80%, the PCM again begins to pulse the
injectors “ON” and “OFF,” allowing fuel into the cylinders.
Deceleration Mode
The PCM 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 PCM may cut off fuel
completely for short periods.
Engine Speed/Vehicle Speed/Fuel Disable
Mode
The PCM monitors engine speed. It turns off the fuel
injectors when the engine speed increase above 6400
RPM. The fuel injectors are turned back on when engine
speed decreases below 6150 RPM.
Fuel Cutoff Mode
No fuel is delivered by the fuel injectors when the ignition
is “OFF.” This prevents engine run-on. In addition, the
PCM suspends fuel delivery if no reference pulses are
detected (engine not running) to prevent engine flooding.
Fuel Injector
The sequential multiport fuel injection (SFI) fuel injector is
a solenoid-operated device controlled by the PCM. The
PCM energizes the solenoid, which opens a valve to allow
fuel delivery.
The fuel is injected under pressure in a conical spray
pattern at the opening of the intake valve. Excess fuel not
used by the injectors passes through the fuel pressure
regulator before being returned to the fuel tank.
A fuel injector which is stuck partly open will cause a loss
of fuel pressure after engine shut down, causing long
crank times.
0003
Fuel Metering System Components
The fuel metering system is made up of the following
parts:
The fuel injectors.
The throttle body.
The fuel rail.
The fuel pressure regulator.
The PCM.
The crankshaft position (CKP) sensor.
The camshaft position (CMP) sensor.
The idle air control (IAC) valve.
The fuel pump.
The fuel pump relay.
Basic System Operation
The fuel metering system starts with the fuel in the fuel
tank. An electric fuel pump, located in the fuel tank,
pumps fuel to the fuel rail through an in-line fuel filter. The
pump is designed to provide fuel at a pressure above the
pressure needed by the injectors. A fuel pressure
regulator in the fuel rail keeps fuel available to the fuel
injectors at a constant pressure. A return line delivers
unused fuel back to the fuel tank. Refer to
Section 6C f o r
further information on the fuel tank, line filter, and fuel
pipes.
Fuel Metering System Purpose
The basic function of the air/fuel metering system is to
control the air/fuel delivery to the engine. Fuel is delivered
to the engine by individual fuel injectors mounted in the
intake manifold near each intake valve.
The main control sensor is the heated oxygen sensor
(HO2S) located in the exhaust system. The HO2S tells
the PCM how much oxygen is in the exhaust gas. The
PCM changes the air/fuel ratio to the engine by controlling
the amount of time that fuel injector is “ON.” The best
mixture to minimize exhaust emissions is 14.7 parts of air
to 1 part of gasoline by weight, which allows the catalytic
converter to operate most efficiently. Because of the

6E–349 ENGINE DRIVEABILITY AND EMISSIONS
Damage during re-gapping can happen if the gapping
tool is pushed against the center electrode or the
insulator around it, causing the insulator to crack.
When re-gapping a spark plug, make the adjustment
by bending only the ground side terminal, keeping the
tool clear of other parts.
”Heat shock” breakage in the lower insulator tip
generally occurs during several engine operating
conditions (high speeds or heavy loading) and may be
caused by over-advanced timing or low grade fuels.
Heat shock refers to a rapid increase in the tip
temperature that causes the insulator material to
crack.
Spark plugs with less than the recommended amount of
service can sometimes be cleaned and re-gapped , then
returned to service. However, if there is any doubt about
the serviceability of a spark plug, replace it. Spark plugs
with cracked or broken insulators should always be
replaced.
A/C Clutch Diagnosis
A/C Clutch Circuit Operation
A 12-volt signal is supplied to the A/C request input of the
PCM when the A/C is selected through the A/C control
switch.
The A/C compressor clutch relay is controlled through the
PCM. This allows the PCM to modify the idle air control
position prior to the A/C clutch engagement for better idle
quality. If the engine operating conditions are within their
specified calibrated acceptable ranges, the PCM will
enable the A/C compressor relay. This is done by
providing a ground path for the A/C relay coil within the
PCM. When the A/C compressor relay is enabled,
battery voltage is supplied to the compressor clutch coil.
The PCM will enable the A/C compressor clutch
whenever the engine is running and the A/C has been
requested. The PCM will not enable the A/C compressor
clutch if any of the following conditions are met:
The throttle is greater than 90%.
The engine speed is greater than 6315 RPM.
The ECT is greater than 119C (246F).
The IAT is less than 5C (41F).
The throttle is more than 80% open.
A/C Clutch Circuit Purpose
The A/C compressor operation is controlled by the
powertrain control module (PCM) for the following
reasons:
It improvises idle quality during compressor clutch
engagement.
It improvises wide open throttle (WOT) performance.
It provides A/C compressor protection from operation
with incorrect refrigerant pressures.
The A/C electrical system consists of the following
components:
The A/C control head.
The A/C refrigerant pressure switches.
The A/C compressor clutch.
The A/C compressor clutch relay.
The PCM.
A/C Request Signal
This signal tells the PCM when the A/C mode is selected
at the A/C control head. The PCM uses this to adjust the
idle speed before turning on the A/C clutch. The A/C
compressor will be inoperative if this signal is not
available to the PCM.
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.
057RW002
Linear EGR Valve
The main element of the system is the linear EGR valve.
The EGR valve feeds small amounts of exhaust gas back
into the combustion chamber. The fuel/air mixture will be
diluted and combustion temperatures reduced.
Linear EGR Control
The PCM monitors the EGR actual positron and adjusts
the pintle position accordingly. The uses information from
the following sensors to control the pintle position:
Engine coolant temperature (ECT) sensor.
Throttle position (TP) sensor.
Mass air flow (MAF) sensor.
Linear EGR Valve Operation and Results
of Incorrect Operation
The linear EGR valve is designed to accurately supply
EGR to the engine independent of intake manifold
vacuum. The valve controls EGR flow from the exhaust

6E–350
ENGINE DRIVEABILITY AND EMISSIONS
to the intake manifold through an orifice with a PCM
controlled pintle. During operation, the PCM controls
pintle position by monitoring the pintle position feedback
signal. The feedback signal can be monitored with Tech 2
as “Actual EGR Pos.” “Actual EGR Pos.” should always
be near the commanded EGR position (”Desired EGR
Pos.”). If a problem with the EGR system will not allow the
PCM to control the pintle position properly, DTC P1406
will set. The PCM also tests for EGR flow. If incorrect flow
is detected, DTC P0401 will set. If DTCs P0401 and/or
P1406 are set, refer to the DTC charts.
The linear EGR valve is usually activated under the
following conditions:
Warm engine operation.
Above-idle speed.
Too much EGR flow at idle, cruise or cold operation may
cause any of the following conditions to occur:
Engine stalls after a cold start.
Engine stalls at idle after deceleration.
Vehicle surges during cruise.
Rough idle.
Too little or no EGR flow may allow combustion
temperatures to get too high. This could cause:
Spark knock (detonation).
Engine overheating.
Emission test failure.
DTC P0401 (EGR flow test).
Poor fuel economy.
0017
EGR Pintle Position Sensor
The PCM monitors the EGR valve pintle position input to
endure that the valve responds properly to commands
from the PCM and to detect a fault if the pintle position
sensor and control circuits are open or shorted. If the
PCM detects a pintle position signal voltage outside the
normal range of the pintle position sensor, or a signal
voltage that is not within a tolerance considered
acceptable for proper EGR system operation, the PCM
will set DTC P1406.
General Description (Positive
Crankcase Ventilation (PCV) System)
Crankcase Ventilation System Purpose
The crankcase ventilation system is use to consume
crankcase vapors in the combustion process instead of
venting them to the atmosphere. Fresh air from the
throttle body is supplied to the crankcase and mixed with
blow-by gases. This mixture is then passed through the
positive crankcase ventilation (PCV) valve into the
common chamber.
Crankcase Ventilation System Operation
The primary control is through the positive crankcase
v e n t i l a t i o n ( P C V ) v a l v e . T h e PCV valve meters the flow at
a rate that depends on the intake vacuum. The PCV valve
restricts the flow when the inlet vacuum is highest. In
addition, the PCV valve can seal the common chamber
off in case of sudden high pressure in the crankcase.
028RV002
While the engine is running, exhaust fuses and small
amounts of the fuel/air mixture escape past the piston

6E–352
ENGINE DRIVEABILITY AND EMISSIONS
Special Tools
901RW180
Legend
(1) PCMCIA Card
(2) RS232 Loop Back Connector(3) SAE 16/19 Adapter
(4) DLC Cable
(5) TECH–2

6E–353 ENGINE DRIVEABILITY AND EMISSIONS
ILLUSTRATIONTOOL NO.
TOOL NAME
5-8840-0285-0
(J 39200)
High Impedance
Multimeter (Digital
Vo l t m e t e r – D V M )
(1) PCMCIA Card
(2) RS232 Loop Back
Connector
(3) SAE 16/19 Adapter
(4) DLC Cable
(5) TECH–2
5-8840-0607-0
(J 34142-B)
Unpowered Test Light
5-8840-0385-0
(J 35616-A/BT-8637)
Connector Test
Adapter Kit
5-8840-0383-0
(J 26792/BT-7220-1)
Spark Tester
5-8840-0279-0
(J 23738-A)
Vacuum Pump with
Gauge common tool
ILLUSTRATIONTOOL NO.
TOOL NAME
BT-8515
Exhaust Back Pressure
Tester or common tool
5-8840-2640-0
(J 39194-B)
Heated Oxygen Sensor
Wrench
5-8840-0632-0
(J 35689-A)
Terminal Remover
5-8840-0388-0
(J 28742-A)
Weather Pack II
Terminal Remover
5-8840-2635-0
(J 39021-90)
Injector Switch Box
5-8840-2636-0
(J 39021-65)
Injector Test Light

ENGINE MECHANICAL 6A – 13
VALVE CLEARANCE ADJUSTMENT
1. Install 2.80 mm valve adjuster (shim) first when
reassembling the engine.
Thickness mark faces down.
2. Measure the valve clearance after installing cam
carrier assy with camshafts.
3. Change the adjuster using a special tool when the
clearance is out of tolerance.
Valve Clearance Adjusting Tool: 5-8840-2590-0
VALVE CLEARANCE (When cold condition)
Inlet 0.15 ± 0.05 mm
Exh 0.25 ± 0.05 mm
COMPRESSION PRESSURE
MEASUREMENT
1. Start the engine and allow it to idle until the coolant
temperature reaches 70 – 80°C (158 – 176°F).
2. Remove the following parts.
Glow plugs
Fuel cut solenoid connector
QOS (Quick-On Start System) fuse in the fuse
box.
3. Set the adapter and compression gauge to the No.
1 cylinder glow plug hole.
Compression Gauge
(with Adapter): 5-8840-2008-0
4. Turn the engine over with the starter motor and take
the compression gauge reading.
Compression Pressure at 200 rpm
Standard: 3038 kPa (31 kg/cm
2/441 psi)
Limit: 2157 kPa (22 kg/cm
2/313 psi)
5. Repeat the procedure (Steps 3 and 4) for the
remaining cylinders.
QUICK-ON START 4 SYSTEM
Quick-On Start System Inspection Procedure
1. Disconnect the ECT-sensor connection around the
thermostat outlet pipe.
2. Turn the starter switch to the “ON” position.
If the Quick-On Start 4 System is operating
properly, the glow relay will make a clicking sound
within seven seconds after the starter switch is
turned on.
3. Measure the glow plug terminal voltage with a
circuit tester immediately after turning the starter
switch to the “ON” position.
Glow Plug Terminal Voltage: 8 – 9V
NOTE: Electrical power to the quick-on start system will
be cut after the starter has remained in the “ON”
position for twenty seconds.
Turn the starter switch to the “OFF” position and back
to the “ON” position.
This will reset the Quick-On Start 4 System.
014RW150

ENGINE MECHANICAL 6A – 61
Valve Seat Insert Installation
1. Carefully place the attachment (1) (having a smaller
outside diameter than the valve seat insert) on the
valve seat insert (2).
Legend
(1) Attachment
(2) Valve Seat Insert
(3) Bench Press
NOTE: The smooth side of the attachment must contact
the valve seat insert.
2. Use a bench press (3) to gradually apply pressure
to the attachment and press the valve seat insert
into place.
Note: Do not apply an excessive amount of pressure
with the bench press. Damage to the valve seat insert
will result.
Valve Seat Insert Correction
1. Remove the carbon from the valve seat insert
surface.
2. Use a valve cutter (15°, 45° and 75° blades) to
minimize scratches and other rough areas. This will
bring the contact width back to the standard value.
Remove only the scratches and rough areas. Do
not cut away too much. Take care not to cut away
unblemished areas of the valve seat surface.
Valve Seat Angle: 45°NOTE: Use an adjustable valve cutter pilot.
Do not allow the valve cutter pilot to wobble inside the
valve guide.
3. Apply abrasive compound to the valve seat insert
surface.
4. Insert the valve into the valve guide.
5. Turn the valve while tapping it to fit the valve seat
insert.
6. Check that the valve contract width is correct.
7. Check that the valve seat insert surface is in
contact with the entire circumference of the valve.
3
2 1
012RW055
150
90
30
012RW056
014RS014

6A – 84 ENGINE MECHANICAL
2. Measure the inside diameter of the connecting rod
small end. If the clearance between the small end
and pin does not conform to the specified value, the
connecting rod or bushing and pin must be
replaced.
Standard: 0.008 – 0.020 mm (0.0003 – 0.0008 in )
Limit: 0.05 mm (0.0020 in)
3. Insert the piston pin into the piston and rotate it. If
the pin rotates smoothly with no backlash, the
clearance is normal. If there is backlash or
roughness, measure the clearance. If the clearance
exceeds the specified limit, the piston and the
piston pin must be replaced.
Standard: 0.005 – 0.018 mm (0.0002 – 0.0007 in )
Limit: 0.04 mm (0.0016 in)
Bushing replacement
Removal: Use a suitable bar and bench press or
hammer
Installation: Align the bushing with a connecting rod
oil port. After installing a new bushing,
finish the bushing bore with a pin hole
grinder.Connecting rods
1. Check the connecting rod alignment with a
connecting rod aligner.
If either the bend or the twist exceeds the specified
limit, the connecting rod must be replaced.
Bend per 100 mm (3.937 in)
Standard: 0.08 mm (0.0031 in) or less
Limit: 0.20 mm (0.0079 in)
Twist per 100 mm (3.937 in)
Standard: 0.05 mm (0.0020 in) or less
Limit: 0.15 mm (0.0059 in)
2. Measure the connecting rod thrust clearance.
Use a feeler gauge to measure the thrust clearance
at the big end of the connecting rod.
If the clearance exceeds the specified limit, the
connecting rod must be replaced.
Standard: 0.230 mm (0.0091 in)
Limit: 0.350 mm (0.0138 in)
012RW074
012RW123
012RW001

6E–19 4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
Component Locator
Engine Component Locator Table
F06RW051
NumberNameLocation
1AP (Accelerator Pedal Position) SensorAP Bracket
2CKP (Crankshaft Position) SensorInside the right front flywheel Housing
3Oil RailMounted on the camshaft carrier
4Oil (Rail) Pressure SensorMounted on the Oil Rail
5OT (Oil Temperature) SensorMounted on the Oil Rail
6Fuel InjectorIn the Cylinder Head Cover
7Fuel Return OrificeInside the Cylinder Head
8FT (Fuel Temperature) SensorFuel Return Adaptor
9IntercoolerOn the Cylinder Head Cover
10Intake Throttle MotorBehind the Intake Manifold
11Intake ThrottleBehind the Intake Manifold
122 Way Check ValveBelow the Intake Manifold
13VSV (Vacuum Switching Valve)At the left Cylinder Body
14EGR Pressure SensorBelow the Intake Manifold
15Fuel FilterAt the left Engine Room
16CMP (Camshaft Position) SensorOn the forward of Timing Gear Case
17IAT (Intake Air Temperature) SensorBelow the Intake Manifold
18ECT (Engine Coolant Temperature)Thermostat Housing
19High Pressure Oil PumpOn the back Timing Gear Case