engine oil OPEL FRONTERA 1998 Workshop Manual

6E–346
ENGINE DRIVEABILITY AND EMISSIONS
Crankshaft position (58X reference).
Camshaft position (CMP) sensor.
Engine coolant temperature (ECT) sensor.
Throttle position (TP) sensor.
Knock signal (knock sensor).
Park/Neutral position (PRNDL input).
Vehicle speed (vehicle speed sensor).
PCM and ignition system supply voltage.
The crankshaft positron (CKP) sensor sends the
PCM a 58X signal related to the exact position of the
crankshaft.
TS22909
The camshaft position (CMP) sensor sends a signal
related to the position of the camshaft.
TS22910
The knock sensor tells the PCM if there is any
problem with pre-ignition or detonation. This
information allows the PCM to retard timing, if
necessary.
TS24037
Based on these sensor signals and engine load
information, the PCM sends 5V to each ignition coil.
060RW015
The PCM applies 5V signal voltage to the ignition coil
requiring ignition. This signal sets on the power transistor
of the ignition coil to establish a grounding circuit for the
primary coil, applying battery voltage to the primary coil.
At the ignition timing, the PCM stops sending the 5V
signal voltage. Under this condition the power transistor
of the ignition coil is set off to cut the battery voltage to the
primary coil, thereby causing a magnetic field generated
in the primary coil to collapse. On this moment a line of
magnetic force flows to the secondary coil, and when this
magnetic line crosses the coil, high voltage induced by

6E–347 ENGINE DRIVEABILITY AND EMISSIONS
the secondary ignition circuit to flow through the spark
plug to the ground.
TS24047
Ignition Control PCM Output
The PCM provides a zero volt (actually about 100 mV to
200 mV) or a 5-volt output signal to the ignition control (IC)
module. Each spark plug has its own primary and
secondary coil module (”coil-at-plug”) located at the spark
plug itself. When the ignition coil receives the 5-volt signal
from the PCM, it provides a ground path for the B+ supply
to the primary side of the coil-at -plug module. This
energizes the primary coil and creates a magnetic field in
the coil-at-plug module. When the PCM shuts off the
5-volt signal to the ignition control module, the ground
path for the primary coil is broken. The magnetic field
collapses and induces a high voltage secondary impulse
which fires the spark plug and ignites the air/fuel mixture.
The circuit between the PCM and the ignition coil is
monitored for open circuits, shorts to voltage, and shorts
to ground. If the PCM detects one of these events, it will
set one of the following DTCs:
P0351: Ignition coil Fault on Cylinder #1
P0352: Ignition coil Fault on Cylinder #2
P0353: Ignition coil Fault on Cylinder #3
P0354: Ignition coil Fault on Cylinder #4
P0355: Ignition coil Fault on Cylinder #5
P0356: Ignition coil Fault on Cylinder #6
Knock Sensor (KS) PCM Input
The knock sensor (KS) system is comprised of a knock
sensor and the PCM. The PCM monitors the KS signals
to determine when engine detonation occurs. When a
knock sensor detects detonation, the PCM retards the
spark timing to reduce detonation. Timing may also be
retarded because of excessive mechanical engine or
transmission noise.
Powertrain Control Module (PCM)
The PCM is responsible for maintaining proper spark and
fuel injection timing for all driving conditions. To provideoptimum driveability and emissions, the PCM monitors
the input signals from the following components in order
to calculate spark timing:
Engine coolant temperature (ECT) sensor.
Intake air temperature (IAT) sensor.
Mass air flow (MAF) sensor.
PRNDL input from transmission range switch.
Throttle position (TP) sensor.
Vehicle speed sensor (VSS) .
Crankshaft position (CKP) sensor.
Spark Plug
Although worn or dirty spark plugs may give satisfactory
operation at idling speed, they frequency fail at higher
engine speeds. Faulty spark plugs may cause poor fuel
economy, power loss, loss of speed, hard starting and
generally poor engine performance. Follow the
scheduled maintenance service recommendations to
ensure satisfactory spark plug performance. Refer to
Maintenance and Lubrication.
Normal spark plug operation will result in brown to
grayish-tan deposits appearing on the insulator portion of
the spark plug. A small amount of red-brown, yellow, and
white powdery material may also be present on the
insulator tip around the center electrode. These deposits
are normal combustion by-products of fuels and
lubricating oils with additives. Some electrode wear will
also occur. Engines which are not running properly are
often referred to as “misfiring.” This means the ignition
spark is not igniting the air/fuel mixture at the proper time.
While other ignition and fuel system causes must also be
considered, possible causes include ignition system
conditions which allow the spark voltage to reach ground
in some other manner than by jumping across the air gap
at the tip of the spark plug, leaving the air/fuel mixture
unburned. Misfiring may also occur when the tip of the
spark plug becomes overheated and ignites the mixture
before the spark jumps. This is referred to as
“pre-ignition.”
Spark plugs may also misfire due to fouling, excessive
gap, or a cracked or broken insulator. If misfiring occurs
before the recommended replacement interval, locate
and correct the cause.
Carbon fouling of the spark plug is indicated by dry, black
carbon (soot) deposits on the portion of the spark plug in
the cylinder. Excessive idling and slow speeds under
light engine loads can keep the spark plug temperatures
so low that these deposits are not burned off. Very rich
fuel mixtures or poor ignition system output may also be
the cause. Refer to DTC P0172.
Oil fouling of the spark plug is indicated by wet oily
deposits on the portion of the spark plug in the cylinder,
usually with little electrode wear. This may be caused by
oil during break-in of new or newly overhauled engines.
Deposit fouling of the spark plug occurs when the normal
red-brown, yellow or white deposits of combustion by
products become sufficient to cause misfiring. In some
c a s e s , t h e s e d e p o s i t s m a y m e l t a n d f o r m a s h i n y g l a z e o n
the insulator around the center electrode. If the fouling is
found in only one or two cylinders, valve stem clearances
or intake valve seals may be allowing excess lubricating

6E–348
ENGINE DRIVEABILITY AND EMISSIONS
oil to enter the cylinder, particularly if the deposits are
heavier on the side of the spark plug facing the intake
valve.
TS23995
Excessive gap means that the air space between the
center and the side electrodes at the bottom of the spark
plug is too wide for consistent firing. This may be due to
improper gap adjustment or to excessive wear of the
electrode during use. A check of the gap size and
comparison to the gap specified for the vehicle in
Maintenance and Lubrication will tell if the gap is too wide.
A spark plug gap that is too small may cause an unstable
idle condition. Excessive gap wear can be an indication
of continuous operation at high speeds or with engine
loads, causing the spark to run too hot. Another possible
cause is an excessively lean fuel mixture.
TS23992
Low or high spark plug installation torque or improper
seating can result in the spark plug running too hot and
can cause excessive center electrode wear. The plug
and the cylinder head seats must be in good contact for
proper heat transfer and spark plug cooling. Dirty or
damaged threads in the head or on the spark plug cankeep it from seating even though the proper torque is
applied. Once spark plugs are properly seated, tighten
them to the torque shown in the Specifications Table. Low
torque may result in poor contact of the seats due to a
loose spark plug. Overtightening may cause the spark
plug shell to be stretched and will result in poor contact
between the seats. In extreme cases, exhaust blow-by
and damage beyond simple gap wear may occur.
Cracked or broken insulators may be the result of
improper installation, damage during spark plug
re-gapping, or heat shock to the insulator material. Upper
insulators can be broken when a poorly fitting tool is used
during installation or removal, when the spark plug is hit
from the outside, or is dropped on a hard surface. Cracks
in the upper insulator may be inside the shell and not
visible. Also, the breakage may not cause problems until
oil or moisture penetrates the crack later.
TS23994
A broken or cracked lower insulator tip (around the center
electrode) may result from damage during re-gapping or
from “heat shock” (spark plug suddenly operating too
hot).
TS23993

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–351 ENGINE DRIVEABILITY AND EMISSIONS
rings and enter the crankcase. These gases are mixed
with clean air entering through a tube from the air intake
duct.
028RW002
During normal, part-throttle operation, the system is
designed to allow crankcase gases to flow through the
PCV valve into the throttle body to be consumed by
normal combustion.
A plugged valve or PCV hose may cause the following
conditions:
Rough idle.
Stalling of slow idle speed.
Oil leaks.
Sludge in the engine.
A leaking PCV hose would cause:
Rough idle.
Stalling.
High idle speed.

6G–1 ENGINE LUBRICATION
ENGINE
ENGINE LUBRICATION
CONTENTS
Service Precaution 6G–1. . . . . . . . . . . . . . . . . . . . . .
General Description 6G–2. . . . . . . . . . . . . . . . . . . . .
Oil Pump 6G–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pump and Associated Parts 6G–3. . . . . . . . . .
Oil Pump and Associated Parts 6G–3. . . . . . . . . .
Inspection and Repair 6G–4. . . . . . . . . . . . . . . . . .
Reassembly 6G–5. . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pan and Crankcase 6G–7. . . . . . . . . . . . . . . . . .
Removal 6G–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation 6G–7. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pump 6G–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removal 6G–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation 6G–10. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pump Oil Seal 6G–12. . . . . . . . . . . . . . . . . . . . . . .
Removal 6G–12. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation 6G–12. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Filter 6G–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Removal 6G–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installation 6G–13. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Data and Specification 6G–14. . . . . . . . . . . . . .
Special Tool 6G–15. . . . . . . . . . . . . . . . . . . . . . . . . . . .
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.

6G–2
ENGINE LUBRICATION
General Description
C06RW002
Legend
(1) Oil Strainer
(2) Oil Pump
(3) Relief Valve
(4) Oil Pressure Switch
(5) Oil Filter
(6) Safety Valve
(7) Oil Pressure Unit
(8) Oil Gallery
(9) Crankshaft Bearing(10) Crankshaft
(11) Connecting Rod Bearing
(12) Connecting Rod
(13) Piston
(14) Oil Gallery; Cylinder Head
(15) Camshaft
(16) Camshaft Journal
(17) Front Journal; Camshaft Drive Gear
(18) Rear Journal; Camshaft Drive Gear
(19) Oil Pan

6G–3 ENGINE LUBRICATION
Oil Pump
Oil Pump and Associated Parts
051RW005
Legend
(1) Crankshaft Timing Pulley
(2) Crankcase with Oil Pan
(3) Oil Pipe
(4) Oil Strainer
(5) Oil Pump Assembly
(6) Plug
(7) Spring(8) Relief Valve
(9) Oil Pump Cover
(10) Driven Gear
(11) Drive Gear
(12) Oil Seal
(13) O-ring
(14) Oil Pump Body
Oil Pump and Associated Parts
1. Remove crankshaft timing pulley.
2. Remove crankcase with oil pan.
3. Remove oil pipe.
4. Remove oil strainer.5. Remove oil pump assembly.
6. Remove plug.
7. Remove spring.
8. Remove relief valve.
9. Remove oil pump cover.
10. Remove driven gear.

6G–4
ENGINE LUBRICATION
11. Remove drive gear.
12. Remove oil seal.
13. Remove O-ring.
Inspection and Repair
CAUTION: Make necessary correction or parts
replacement if wear, damage or any other abnormal
conditions are found during inspection.
Relief Valve (8)
Check to see that the relief valve slides freely.
The oil pump must be replaced if the relief valve does
not slide freely.
Replace the spring and/or the oil pump assembly (5) if
the spring is damaged or badly worn.
051RS002
Body (14) and Gears (10, 11)
The pump assembly must be replaced if one or more of
the conditions below is discovered during inspection.
Badly worn or damaged driven gear (10).
Badly worn drive gear (11) driving face.
Badly scratched or scored body sliding face (14) or
driven gear (10).
Badly worn or damaged gear teeth.
Measure the clearance between the body and the driven
gear with a feeler gauge.
Standard : 0.10 mm–0.18 mm
(0.0039 in.–0.0070 in)
Limit : 0.20mm (0.0079 in)
051RS004
Measure the clearance between the drive gear and
driven gear with a feeler gauge.
Standard : 0.11 mm–0.24 mm
(0.0043 in–0.0094 in)
Limit : 0.35mm (0.0138 in)
051RS003
Measure the side clearance with a precision straight
edge and a feeler gauge.
Clearance
Standard : 0.03 mm–0.09 mm
(0.0011 in–0.0035 in)
Limit : 0.15mm (0.0059 in)

6G–5 ENGINE LUBRICATION
051RS005
Oil Strainer
Check the oil strainer for cracking and scoring. If cracking
and scoring are found, the oil strainer must be replaced.
051RS006
Reassembly
1. Install drive gear (11).
2. Install driven gear (10).
3. Install oil pump cover (9) and first, loosely tighten all of
the attaching screws. Next, tighten the attaching
screws to the specified torque.
Torque : 10 Nꞏm (1.0 Kgꞏm/89 lb in)
After installation, check that the gear rotates
smoothly.
4. Install relief valve (8) and apply engine oil to the relief
valve and spring (7).
5. Install spring (7).6. Install the plug (6).
Torque : 8 Nꞏm (0.8 Kgꞏm/69 lb in)
051RS007
7. Install oil pump assembly (5).
Carefully remove any oil from the cylinder body and
the pump. Apply sealant (TB–1207B or equivalent)
to the pump fitting face as shown in illustration. Take
care that sealant is not applied to oil port surfaces.
The oil pump assembly must be installed within 5
minutes after sealant application before the sealant
hardens.
CAUTION: Do not apply an excessive amount of
sealant to the contact surface. Applying too much
sealant will overflow the contact surfaces. This
could cause serious damage to the engine.
Attach oil pump assembly to cylinder body.
Tighten the oil pump fixing bolts.
Torque : 25 Nꞏm (2.5 Kgꞏm/18 lbꞏft)
051RW002