coolant temperature OPEL FRONTERA 1998 Repair Manual

6E–343 ENGINE DRIVEABILITY AND EMISSIONS
constant measuring and adjusting of the air/fuel ratio, the
fuel injection system is called a “closed loop” system.
The PCM monitors signals from several sensors in order
to determine the fuel needs of the engine. Fuel is
delivered under one of several conditions called “modes.”
All modes are controlled by the PCM.
Fuel Pressure Regulator
The fuel pressure regulator is a diaphragm-operated
relief valve mounted on the fuel rail with fuel pump
pressure on one side and manifold pressure on the other
side. The fuel pressure regulator maintains the fuel
pressure available to the injector at three times
barometric pressure adjusted for engine load. It may be
serviced separate.
If the pressure is too low, poor performance and a DTC
P0131, DTC P0151,DTC P0171 or DTC P1171 will be the
result. If the pressure is too high, excessive odor and/or a
DTC P0132, DTC P0152,DTC P0172 or DTC P0175 will
be the result. Refer to
Fuel System Diagnosis for
information on diagnosing fuel pressure conditions.
0011
Fuel Pump Electrical Circuit
When the key is first turned “ON,” the PCM energizes the
fuel pump relay for two seconds to build up the fuel
pressure quickly. If the engine is not started within two
seconds, the PCM shuts the fuel pump off and waits until
the engine is cranked. When the engine is cranked and
the 58 X crankshaft position signal has been detected by
the PCM, the PCM supplies 12 volts to the fuel pump relay
to energize the electric in-tank fuel pump.
An inoperative fuel pump will cause a “no-start” condition.
A fuel pump which does not provide enough pressure will
result in poor performance.
Fuel Rail
The fuel rail is mounted to the top of the engine and
distributes fuel to the individual injectors. Fuel is
delivered to the fuel inlet tube of the fuel rail by the fuel
lines. The fuel goes through the fuel rail to the fuel
pressure regulator. The fuel pressure regulator maintainsa constant fuel pressure at the injectors. Remaining fuel
is then returned to the fuel tank.
055RW009
Idle Air Control (IAC) Valve
The purpose of the idle air control (IAC) valve is to control
engine idle speed, while preventing stalls due to changes
in engine load. The IAC valve, mounted in the throttle
body, controls bypass air around the throttle plate. By
moving the conical valve (pintle) in (to decrease air flow)
or out (to increase air flow), a controlled amount of air can
move around the throttle plate. If the RPM is too low, the
PCM will retract the IAC pintle, resulting in more air
moving past the throttle plate to increase the RPM. If the
RPM is too high, the PCM will extend the IAC pintle,
allowing less air to move past the throttle plate,
decreasing the RPM.
The IAC pintle valve moves in small steps called counts.
During idle, the proper position of the IAC pintle is
calculated by the PCM based on battery voltage, coolant
temperature, engine load, and engine RPM. If the RPM
drops below a specified value, and the throttle plate is
closed, the PCM senses a near-stall condition. The PCM
will then calculate a new IAC pintle valve position to
prevent stalls.
If the IAC valve is disconnected and reconnected with the
engine running, the idle RPM will be wrong. In this case,
the IAC must be reset. The IAC resets when the key is
cycled “ON” then “OFF.” When servicing the IAC, it
should only be disconnected or connected with the
ignition “OFF.”
The position of the IAC pintle valve affects engine start-up
and the idle characteristics of the vehicle. If the IAC pintle
is fully open, too much air will be allowed into the manifold.
This results in high idle speed, along with possible hard
starting and a lean air/fuel ratio. DTC P0507 or DTC
P1509 may set. If the IAC pintle is stuck closed, too little
air will be allowed in the manifold. This results in a low idle
speed, along with possible hard starting and a rich air/fuel
ratio. DTC P0506 or DTC P1508 may set. If the IAC
pintle is stuck part-way open, the idle may be high or low
and will not respond to changes in the engine load.

6E–344
ENGINE DRIVEABILITY AND EMISSIONS
0006
Run Mode
The run mode has the following two conditions:
Open loop
Closed loop
When the engine is first started the system is in “open
loop” operation. In “open loop,” the PCM ignores the
signal from the heated oxygen sensor (HO2S). It
calculates the air/fuel ratio based on inputs from the TP,
ECT, and MAF sensors.
The system remains in “open loop” until the following
conditions are met:
The HO2S has a varying voltage output showing that
it is hot enough to operate properly (this depends on
temperature).
The ECT has reached a specified temperature.
A specific amount of time has elapsed since starting
the engine.
Engine speed has been greater than a specified RPM
since start-up.
The specific values for the above conditions vary with
different engines and are stored in the programmable
read only memory (PROM). When these conditions are
met, the system enters “closed loop” operation. In
“closed loop,” the PCM calculates the air/fuel ratio
(injector on-time) based on the signal from the HO2S.
This allows the air/fuel ratio to stay very close to 14.7:1.
Starting Mode
When the ignition is first turned “ON,” the PCM energizes
the fuel pump relay for two seconds to allow the fuel pump
to build up pressure. The PCM then checks the engine
coolant temperature (ECT) sensor and the throttle
position (TP) sensor to determine the proper air/fuel ratio
for starting.
The PCM controls the amount of fuel delivered in the
starting mode by adjusting how long the fuel injectors are
energized by pulsing the injectors for very short times.
Throttle Body Unit
The throttle body has a throttle plate to control the amount
of air delivered to the engine. The TP sensor and IAC
valve are also mounted on the throttle body. Vacuum
ports located behind the throttle plate provide the vacuum
signals needed by various components.
Engine coolant is directed through a coolant cavity in the
throttle body to warm the throttle valve and to prevent
icing.
0019
General Description (Electronic
Ignition System)
Camshaft Position (CMP) Sensor
As the camshaft sprocket turns, a magnet in the sprocket
activates the Hall-effect switch in the CMP sensor. When
the Hall-effect switch is activated, it grounds the signal
line to the PCM, pulling the camshaft position sensor
signal circuit’s applied voltage low. This is a CMP signal.
The CMP signals is created as piston #1 is approximately
25
after top dead counter on the power stroke. If the
correct CMP signal is not received by the PCM, DTC
P0341 will be set.

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–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

ENGINE MECHANICAL 6A – 11
Remove the radiator filler cap only when absolutely
necessary.
Always check the coolant level when the engine is cold.
Always refer to the chart at the left to determine the
correct cooling water to antifreeze solution mixing ratio.
Cooling System Inspection
Install a radiator filler cap tester to the radiator. Apply
testing pressure to the cooling system to check for
leakage.
The testing pressure must not exceed the specified
pressure.
Testing Pressure: 196 kPa (2 kg/cm
2/28.45 psi)
Radiator Cap Inspection
The radiator filler cap is designed to maintain coolant
pressure in the cooling system at 103 kPa (1.05
kg/cm
2/15 psi).
Check the radiator filler cap with a radiator filler cap
tester.The radiator filler cap must be replaced if it fails to hold
the specified pressure during the test procedure.
Radiator Filler Cap Pressure Valve: 88.2 – 117.6 kPa
(0.899 – 1.199 kg/cm
2/12.8 – 17.1 psi)
Negative Valve (Reference): 1.0 – 3.9 kPa
(0.01 – 0.04 kg/cm
2/0.14 – 0.57 psi)
Thermostat Operating Test
1. Completely submerge the thermostat in water.
2. Heat the water.
Stir the water constantly to avoid direct heat being
applied to the thermostat.
3. Check the thermostat initial opening temperature.
Thermostat Initial Opening Temperature:
83 – 87°C (181 – 189°F)
4. Check the thermostat full opening temperature.
Thermostat Full Opening Temperature:
100°C (212°F)
Valve Lift at Fully Open Position: 9.5 mm (0.374
in)0
-10
-20
-30
-40
-50
-60
10 20 30
Mixing ratio (%)
Freezing point (
C)
40 50 60
111RW002
110RS005
110RS006
031RS003

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: 3040 kPa (31 kg/cm
2/441 psi)
Limit: 2160 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: approx. 12V
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 – 35
INTAKE MANIFOLD
REMOVAL
1. Drain engine coolant and disconnect water hose
from thermostat hosing.
2. Remove intercooler assembly
Refer to “Intercooler” in this manual.
3. Remove bracket bolt of oil level gauge guide tube.
4. Remove PCV Hose.
5. Remove hoses from EGR, EGR vacuum sensor
and inlet/outlet of heater.
6. Disconnect harness connector form MAP sensor,
EGR vacuum sensor, ETC sensor, water
temperature unit, IAT sensor and EVRV.
7. Remove high pressure oil pipe.
8. Remove the two way valve.
9. Remove fuel pipe from between intake manifold
and high pressure oil pump.
10. Remove fixing bolts and nuts on the intake
manifold, then remove the intake manifold
assembly.
INSTALLATION
1. Install the intake manifold, tighten bolts and nuts to
the specified torque.
Torque : 20 Nꞏm (2.0 kgꞏm/14.5 lb ft) for bolt and nut
2. Install the fuel pipe and tighten to the specified
torque.To r q u e :
M16 bolt (apply engine oil) 4 Nꞏm (0.4 kgꞏm/2.9
lb ft)
Cap nut (M10) 13Nꞏm (1.3 kgꞏm/9.4 lb ft)
Fuel pipe (M10 apply engine oil) 14 Nꞏm (1.4
kgꞏm/10 lb ft)
3. Install two way 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 starting the engine will be
longer.
5. Install the high pressure oil pipe immediately and
tighten the sleeve nut to the specified torque.
Torque : 80 Nꞏm (8 kgꞏm/57.9 lb ft)
6. Reconnect harness connector to MAP sensor, EGR
vacuum sensor, ETC sensor, Water temperature
unit, IAT sensor and EVRV.
7. Connect the hoses to EGR valve, EGR vacuum
sensor, and water inlet/outlet pipe for heater.
8. Connect PCV hose.
9. Install the oil level gauge guide tube and tighten
bracket bolt.
10. Install the intercooler assembly.
Refer to “Intercooler” in this manual.
11. Connect the hose to the thermostat housing and fill
with engine coolant.
For Europe
2
1
3
3 1 42
025R200005
Legend
(1) Intake Manifold
(2) Throttle Valve Assembly
(3) EGR Valve
(4) Gasket

6A – 44 ENGINE MECHANICAL
REMOVAL
1. Disconnect battery ground cable.
2. Drain engine coolant.
3. Remove air cleaner and air duct.
4. Remove intercooler assembly.
Refer to “Intercooler” in this manual.
5. Remove oil level gauge guide assembly.
6. Remove PCV hose.
7. Remove EGR vacuum hose.
8. Disconnect harness connector around the cylinder
head.
9. Remove A/C compressor assembly.
10. Remove A/C compressor bracket.
11. Remove generator assembly and take out fan belt.
12. Remove heat protector and remove valve
assembly.
13. Remove water hose and oil pipe from turbocharger.
14. Remove turbocharger assembly.
15. Remove water hose between thermostat and
radiator.
16. Remove cylinder head noise insulator cover.
NOTE: Do not make damage to the harness.
17. Remove high pressure pipe.
18. Remove timing belt cover.
19. Remove CMP sensor bracket.
20. Remove timing belt tensioner and remove timing
belt.
21. Remove camshaft pulley.
22. Remove front plate.
23. Remove water pipe between cylinder head and
water pump.
24. Remove fuel pipe between fuel pump and intake
manifold.
25. Remove fuel return pipe.
26. Remove intake manifold assembly.
27. Disconnect glow plug wiring and remove glow plug.
28. Remove cylinder head cover.
29. Drain oil from oil rail.
30. Disconnect injector harness connector.
31. Disconnect harness connector from oil pressure
sensor and oil temperature sensor on the oil rail.
32. Disconnect injector harness assembly.
33. Remove injector clamp.
34. Remove injector spacer (If equipped.).
35. Remove injector assembly.
36. Remove oil rail assembly.
37. Remove camshaft carrier.
38. Remove cylinder head assembly.
39. Remove cylinder gasket.
INSTALLATION
1. Install cylinder head gasket with top mark up.
NOTE: Determine cylinder head gasket grade by
measuring projection of piston head.2. Selection cylinder head gasket.
1) Measure the piston head projection by dial
gauge.
2) Measure the projection of piston head at the
nearest possible point to the cylinder bore.
3) Obtain the largest measurement from among all
cylinders.
4) Determine cylinder head gasket grade by
maximum value of measuring projection of
piston head.
Legend
(1) Top Mark
(2) Grade Mark
012RW073
2 1
011RW043

6A – 60 ENGINE MECHANICAL
VALVE STEM SEAL, VALVE SPRING AND ADJUSTER
REMOVAL
1. Disconnect battery ground cable.
2. Drain engine coolant.
3. Remove the air duct from between air cleaner and
turbocharger.
4. Remove intercooler assembly.
Refer to “Intercooler” in this manual.
5. Remove oil level gauge guide assembly.
6. Disconnect PCV hose.
7. Disconnect EGR vacuum hose.
8. Disconnect harness connectors around the cylinder
head such as the injector, CMP sensor, MAP
sensor, EGR sensor, EVRV, IAT sensor, A/C
compressor, TP stepping motor, TP sensor and fuel
temperature sensor etc.
9. Remove A/C compressor assembly.
10. Remove A/C compressor bracket.
11. Remove generator assembly and take out drivebelt.
12. Remove heat protector, remove exhaust valve
assembly.
13. Remove water cooling hose and lubrication pipe for
turbocharger.
14. Remove turbocharger assembly.
15. Remove hose between thermostat and radiator.
16. Remove noise insulator cover of cylinder head.
NOTE: Do not damage injector harness.
17. Remove high pressure oil pipe.
18. Remove timing belt cover.
19. Remove CMP sensor bracket.
20. Remove timing belt tensioner then remove timing
belt.
21. Remove camshaft pulley.
22. Remove front plate.
23. Remove engine coolant pipe between cylinder
head and water pump.
1
2
3
4
5
6
9
10
7
8
011RW031
Legend
(1) Adjuster
(2) Tappet
(3) Split Collar
(4) Spring Seat Upper
(5) Valve Spring(6) Spring Seat Lower
(7) Valve Stem Seal
(8) Valve Guide
(9) Valve Seat
(10) Valve