1988 OPEL CALIBRA engine

12•56Wiring diagrams
Key to wiring diagrams for 1992 and later models (continued)
NoDescriptionTrackNoDescriptionTrack
K95Traction control control unit1125 to 1140
K97Headlamps washer pump time delay relay630 to 632
K101Parking position mirror relay774 to 777
K102Park brake shift lock control unit 469 to 471
L1Ignition coil150, 172, 205, 273, 241, 302, 361
L2Ignition coil1000 to 1004, 1054 to 1059
M1Starter105, 106
M2Windshield wiper motor601 to 604
M3Heating blower motor127 to 129
M4Radiator blower motor118, 120, 140, 356, 431, 948, 954, 980
M6Left headlamp wiper motor622 to 624
M7Right headlamp wiper motor 626 to 628
M8Back window wiper motor611 to 613
M10Air conditioning blower motor905 to 908
M11Radiator blower motor136, 434, 962, 984
M13Vectra/Cavalier sun roof motor1172 to 1175
M13.1Sun roof motor1172, 1174
M13.2Timing box microswitch1172
M13.3Timing box microswitch1174
M18Driver door central locking motor807 to 810
M19Left rear door central locking motor821 to 823
M20Right rear door central locking motor825 to 827
M21Fuel pump232, 263, 297, 339, 399, 834, 1098, 1039
M23Alternator blower motor135, 974
M24Headlamps washer pump632
M26Automatic antenna motor798 to 799
M30Driver side outside mirror638 to 641
M31Passenger side outside mirror644 to 647
M32Passenger door central locking motor813 to 816
M33Idle speed actuator285, 286, 317, 318, 381,
382, 1019, 1020, 1075, 1076
M37Tail gate/boot lid central locking motor818 to 821
M39Left headlamp levelling motor 692 to 695
M40Right headlamp levelling motor696 to 699
M41Fuel filler door central locking motor823, 824
M47Driver door window lifter motor867 to 871
M48Passenger door window lifter motor885 to 889
M49Left rear window lifter motor873 to 877
M50Right rear window lifter motor891 to 895
M55Windshield and back window washer pump617
M57Coolant pump134, 970
M60Calibra tailgate central locking motor827, 828
M61Calibra sun roof motor1178 to 1186
M61.1Sun roof motor1179 to 1182
M61.2Relay 11178, 1179
M61.3Relay 21184 to 1186
M62Driver side outside mirror760 to 767
M63Passenger side outside mirror769 to 776
M65TC throttle valve actuator1130 to 1134
M66Idle air stepper motor215 to 218, 250 to 253
P1Fuel indicator704
P2Coolant temperature indicator706
P3Clock862
P4Fuel sensor704
P5Coolant temperature sensor706
P7Tachometer708
P11Airflow meter 285 to 289
P12Coolant temperature sensor282, 381
P13Outside temperature sensor856
P14Distance sensor412, 413
P17Left front revolution sensor1110, 1154
P18Right front revolution sensor1113, 1157
P19Left rear revolution sensor1116, 1160
P20Right rear revolution sensor1119, 1163P21Distance sensor731
P23Intake manifold absolute pressure sensor160, 161, 185, 186,
217 to 219, 250 to 252
P24Engine oil temperature sensor162, 187
P27Left front brake lining sensor740
P28Right front brake lining sensor740
P29Intake manifold temperature sensor382, 1016, 1072
P30Coolant temperature sensor215, 248, 313, 1017, 1073
P32Heated exhaust oxygen sensor294, 295, 331, 332, 391,
392, 1034, 1035, 1093, 1094
P33Exhaust oxygen sensor229, 257
P34Throttle valve potentiometer221 to 223, 280, 281, 253 to 255,
383 to 385, 478, 479, 1018, 1019, 1074, 1075
P35Crankshaft impulse sensor178 to 180, 289 to 291, 248 to 250,
318 to 320, 373 to 375, 1025 to 1027, 1084 to 1086
P38Transmission oil temperature sensor494
P39Trailer bulb test sensor752 to 754
P43Electronic speedometer733
P44Air mass meter393 to 397, 334 to 338,
1037, 1038, 1096, 1097
P45Transmission input revolution sensor490, 491
P46Knock control sensor322, 323, 377, 378,
1022, 1023, 1078, 1079
P47Cylinder identification hall sensor325 to 327, 385 to 387,
1028 to 1030, 1087, 1089
P48Automatic transmission distance sensor488, 489
P50Catalytic converter temperature sensor463, 464
P53Driver side anti-theft warning unit sensor839 to 847
P54Passenger side anti-theft warning unit sensor839 to 847
P55Engine coolant temperature sensor415
P56Knock control sensor II1080, 1081
P57Antenna797
R3Cigarette lighter675
R5Glow plugs418 to 420, 441 to 443
R13Left heated washer nozzle 626
R14Right heated washer nozzle628
R19Radiator blower preresistor120, 140, 945
R22Glow plugs pre-resistor423
R23Driver airbag squib1194
S1Starter switch103 to 106
S1.2Key contact switch783
S2Light switch assy
S2.1Light switch504 to 507
S2.2Passenger compartment lamp switch587
S2.3Instrument lights dimmer728
S3Heating blower switch123 to 130
S4Heated back window & mirror switch654 to 657
S5Turn signal switch assy
S5.2Low beam switch536, 537
S5.3Turn signal switch580 to 582
S5.4Parking lamp switch501, 502
S7Back up lamp switch597, 599
S8Stop lamp switch562
S9Wiper unit switch
S9.2Interval windshield wiper switch601 to 604
S9.5Back window and washer unit wiper switch614 to 616
S10Automatic transmission switch472 to 478
S11Brake fluid control switch712
S13Parking brake switch713
S14Oil pressure switch710
S15Boot lamp switch585
S17Passenger door contact switch590
S20Pressure switch
S20.1Low pressure compressor switch925

Wiring diagrams 12•57
12
Key to wiring diagrams for 1992 and later models (continued)
NoDescriptionTrackNoDescriptionTrack
S20.2High pressure compressor switch925
S20.3High pressure blower compressor switch939
S21Fog lamps switch555 to 557
S22Rear fog lamp switch549 to 551
S24Air conditioning blower switch904 to 911
S29Coolant temperature switch118, 137, 357, 942, 957, 972
S30Left front heating mat switch660 to 662
S31Rear left door contact switch591
S32Rear right door contact switch592
S33Traction control switch1130, 1131
S37Window lifter switch868 to 894
S37.1Left window lifter switch868 to 870
S37.2Right window lifter switch886 to 888
S37.3Left rear window lifter switch874 to 876
S37.4Right rear window lifter switch892 to 894
S37.5Safety switch872, 873
S37.6Window anti-jam off switch890
S37.7Automatic window lifter control877 to 882
S39Left rear door window lifter switch878 to 880
S40Right rear door window lifter switch896 to 898
S41Driver door burglary locking switch800 to 802
S42Passenger door central locking switch805
S44Throttle valve switch316, 317
S47Driver door contact switch593, 594
S52Hazard warning switch569 to 573
S53First gear identification switch372
S55Right front heating mat switch664 to 666
S57Sun roof switch1170 to 1183
S63Computer switch
S63.1Function reset switch856
S63.2Clock hours adjustment switch857
S63.3Function select switch858
S63.4Clock minute adjustment switch859
S64Horn switch672
S68Outside mirror switch assy
S68.1Outside mirror adjustment switch638 to 640, 758 to 762
S68.3Left/right outside mirror switch637 to 641, 759 to 763
S68.4Parking position switch765
S82Washer fluid minimum capacity control switch736
S882 stage coolant temperature switch120, 121, 137, 138, 430, 431
S89Seat belt switch998
S93Coolant minimum capacity control switch737
S95Engine oil minuimum capacity control switch738
S98Headlamps levelling switch691 to 693
S99ZV driver door window lifter switch865
S100ZV passenger door window lifter switch883
S101Compressor switch926 to 928
S102Circulation switch918 to 920
S103Transmission temperature switch350
S104Kickdown switch493
S105Start-up assistance switch495 to 497
S106Economy power program switch492
S109Acceleration revolution pressure switch921
S115Coolant temperature switch487, 488
S116Stop lamp switch564, 565
S117Hydraulic pressure switch346
S120Engine compartment hood (anti-theft warning unit) switch835
S127Calibra tail gate central locking switch831
S128Coolant temperature switch936,937S131Defroster lever limit switch918
U2Computer851 to 862
U4ABS hydroaggregate1102 to 1122, 1146 to 1164
U4.1Pump motor relay1102, 1103, 1146, 1147
U4.2Solenoid valves relay1104, 1105, 1148, 1149
U4.3Pump motor1102,1146
U4.4Diode1105,1149
U4.5Left front solenoid valve1109,1153
U4.6Right front solenoid valve1111,1155
U4.7Rear axle solenoid valve1113,1157
U4.8ABS control unit1106 to 1122, 1150 to 1164
U4.9Solenoid valves plug1109 to 1113, 1153 to 1157
U5Check control display
U5.1Washer fluid minimum capacity telltale741
U5.2Oil minimum capacity telltale740
U5.3Coolant minimum capacity telltale739
U5.4Tail light & low beam telltale738
U5.5Stop light failure telltale737
U5.6Front brake lining telltale736
U12Filter heater
U12.1Temperature switch426, 452
U12.2Filter heater427, 453
U13Automatic transmission
U13.1Solenoid valve (shift 1)481
U13.2Solenoid valve (shift 2)482
U13.3Solenoid valve (lock up control)483
U13.4Solenoid valve (pressure control)484
U17Roof antenna amplifier795
V1Brake fluid test bulb diode712
V8Air conditioning compressor diode926
X1 onWiring connectorsVarious
X10Anti theft warning unit code837
X13Diagnostic link164, 165, 189, 190, 226, 270, 271, 258, 259,
309, 310, 370, 371, 343, 344, 473, 474, 573, 725, 836, 837, 860,
861, 1012, 1013, 1069, 1070, 1118, 1119, 1136, 1162, 1163
X15Octane number plug157, 158, 182, 183, 225, 226,
257, 258, 284, 285
X54Ignition coding plug310, 311, 1014, 1070, 1071
Y1Air conditioning compressor clutch925
Y4Headlamps washer solenoid valve620
Y5Fuel solenoid valve410, 445
Y7Fuel injection valves287 to 294,320 to 327,
384 to 391,1025 to 1032,1078 to 1089
Y10Hall sensor ignition distributor153 to 158
Y11Hot start solenoid valve375, 376
Y12Charging pressure control changeover valve377, 378
Y18Exhaust gas recirculation valve1093
Y23Inductive sensor distributor201 to 208
Y24Distributor (inductive discharge)
Y25Acceleration revolution solenoid valve155, 177
Y30Cold start acceleration solenoid valve 448
Y32Fuel injection valve212, 245
Y33Ignition distributor175 to 177, 268 to 270, 238 to 240,
301 to 303, 360 to 362
Y34Tank ventilation valve293, 331, 332, 379, 380,
1092, 1016, 1017,
Y35Circulation solenoid valve918
Y44Four wheel drive solenoid valve350
Y47Park brake shift lock lifting magnet469

5
System type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 volt, negative earth
Battery capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36, 44, 55 or 66 Ah
Alternator
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bosch or Delco-Remy
Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 or 70 A, depending upon model
Minimum brush length:
Bosch type alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.0 mm protrusion
Delco-Remy type alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.0 mm overall length
Starter motor
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-engaged, Bosch or Delco-Remy
Minimum brush length:
Bosch DF type starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.5 mm
Bosch DM type starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 mm
Bosch DW type starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 mm
Delco-Remy type starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.0 mm
System type
14 NV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HEI (High Energy Ignition) system
16 SV and 18 SV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MSTS-i (Microprocessor Spark Timing System)
C16 NZ, C16 NZ2 and C18 NZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multec, with MSTS-i
X16 SZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Multec, with DIS (Direct Ignition System)
20 NE, C20 NE and 20 SEH, (up to 1990) . . . . . . . . . . . . . . . . . . . . . Motronic M4.1
20 NE, C20 NE and 20 SEH, (from 1990) . . . . . . . . . . . . . . . . . . . . . . Motronic M1.5
20 XEJ and C20 XE, (up to 1993) . . . . . . . . . . . . . . . . . . . . . . . . . . . . Motronic M2.5
C20 XE (from 1993) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Motronic M2.8
X20 XEV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Simtec 56.1
Coil
Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.0 to 20.0 kilovolts
Primary winding resistance (DOHC models only) . . . . . . . . . . . . . . . . . . 0.2 to 0.34 ohms
Secondary winding resistance (DOHC models only) . . . . . . . . . . . . . . . 7.2 to 8.2 ohms
Chapter 5
Engine electrical systems
Alternator - description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Alternator - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Alternator - testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Alternator brushes - removal, inspection and refitting . . . . . . . . . . . .11
Alternator drivebelt - removal, refitting and adjusting . . . . . . . . . . . . .8
Battery - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Battery - testing and charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Camshaft phase sensor (C20 XE engine) - removal and refitting . . . .27
DIS module - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Distributor - dismantling, inspection and reassembly . . . . . . . . . . . .20
Distributor (DOHC models) - removal and refitting . . . . . . . . . . . . . . .19
Distributor (SOHC models) - removal and refitting . . . . . . . . . . . . . . .18
Distributor cap and rotor arm - removal and refitting . . . . . . . . . . . . .17
Electrical system - general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1Electrical system - precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Electronic modules - removal and refitting . . . . . . . . . . . . . . . . . . . . .23
Ignition coil - removal, testing and refitting . . . . . . . . . . . . . . . . . . . .16
Ignition system - general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Ignition system testing - general . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Ignition timing - adjustment for use with unleaded petrol . . . . . . . . .22
Ignition timing - checking and adjustment . . . . . . . . . . . . . . . . . . . . .21
Motronic system components - removal and refitting . . . . . . . . . . . .25
MSTS-i components - removal and refitting . . . . . . . . . . . . . . . . . . .24
Starter motor - general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Starter motor - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . .14
Starter motor - overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Starter motor - testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
5•1
Specifications Contents
Easy,suitable for
novice with little
experienceFairly easy,suitable
for beginner with
some experienceFairly difficult,
suitable for competent
DIY mechanic
Difficult,suitable for
experienced DIY
mechanicVery difficult,
suitable for expert DIY
or professional
Degrees of difficulty
54321

Distributor
Direction of rotor arm rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Anti-clockwise (viewed from cap)
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3-4-2 (No 1 cylinder at timing belt end of engine)
Dwell angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Automatically controlled by electronic module (not adjustable)
Ignition timing
14 NV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5°BTDC
16 SV, X 16 SZ, C 16 NZ, C 16 NZ2 and C 18 NZ . . . . . . . . . . . . . . . .10°BTDC *
18 SV and 2.0 litres models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 to 12°BTDC *
* Ignition timing electronically controlled no adjustment possible
Spark plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .See Chapter 1 Specifications
Torque wrench settingNmlbf ft
Alternator mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
Camshaft phase sensor disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Camshaft phase sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1511
‘Compact’ series alternator lower mounting bolt . . . . . . . . . . . . . . . . . .3526
‘Compact’ series alternator upper mounting bolts . . . . . . . . . . . . . . . . .2015
DIS module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Inductive pulse pick-up to block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Spark plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
Starter motor mounting bracket-to-cylinder block . . . . . . . . . . . . . . . . .2518
Starter motor mounting:
1.4 and 1.6 litre models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
1.8 and 2.0 litre models:
Engine side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4533
Transmission side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7555
1Electrical system - general
1The electrical system is of the 12 volt
negative earth type, and consists of a 12 volt
battery, alternator with integral voltage
regulator, starter motor, and related electrical
accessories, components and wiring.
2The battery is of the maintenance-free
“sealed for life” type, and is charged by an
alternator, which is belt-driven from the
crankshaft pulley. The starter motor is of the
pre-engaged type, incorporating an integral
solenoid. On starting, the solenoid moves the
drive pinion into engagement with the flywheel
ring gear before the starter motor is
energised. Once the engine has started, a
one-way clutch prevents the motor armature
being driven by the engine until the pinion
disengages from the flywheel.
3It is necessary to take extra care when
working on the electrical system, to avoid
damage to semi-conductor devices (diodes
and transistors), and to avoid the risk of
personal injury. Along with the precautions
given in the “Safety first!” Section at the
beginning of this manual, take note of the
following points when working on the system.4Always remove rings, watches, etc. before
working on the electrical system. Even with
the battery disconnected, discharge could
occur if a component live terminal is earthed
through a metal object. This could cause a
shock or nasty burn.
5Do not reverse the battery connections.
Components such as the alternator, or any
other component having semi-conductor
circuitry, could be irreparably damaged.
6If the engine is being started using jump
leads and a slave battery, connect the
batteries positive to positive and negative to
negative. This also applies when connecting a
battery charger.
7Never disconnect the battery terminals, or
alternator multi-plug connector, when the
engine is running.
8The battery leads and alternator wiring
must be disconnected before carrying out any
electric welding on the vehicle.
9Never use an ohmmeter of the type
incorporating a hand-cranked generator for
circuit or continuity testing.
2Ignition system - general
1The ignition system is responsible for
igniting the air/fuel mixture in each cylinder at
the correct moment, in relation to engine
speed and load. A number of different types
of ignition systems are fitted to models within
the range. Ranging from a basic breakerless
electronic system, to a fully integrated engine
management system controlling both ignition
and fuel injection systems. Each system isdescribed in further detail later in this Section.
2The ignition system is based on feeding low
tension voltage from the battery to the coil,
where it is converted to high tension voltage.
The high tension voltage is powerful enough
to jump the spark plug gap in the cylinders
many times a second under high compression
pressures, providing that the system is in
good condition. The low tension (or primary)
circuit consists of the battery, the lead to the
ignition switch. The lead from the ignition
switch to the low tension coil windings and
the supply terminal on the electronic module.
The lead from the low tension coil windings to
the control terminal on the electronic module.
The high tension (or secondary) circuit
consists of the high tension coil windings, the
HT (high tension) lead from the coil to the
distributor cap, the rotor arm, the HT leads to
the spark plugs, and the spark plugs.
3The system functions in the following
manner. Current flowing through the low
tension coil windings produces a magnetic
field around the high tension windings. As the
engine rotates, a sensor produces an
electrical impulse that is amplified in the
electronic module and used to switch off the
low tension circuit.
4The subsequent collapse of the magnetic
field over the high tension windings produces
a high tension voltage, which is then fed to the
relevant spark plug through the distributor
cap and rotor arm. The low tension circuit is
automatically switched on again by the
electronic module, to allow the magnetic field
to build up again before the firing of the next
spark plug. The ignition is advanced and
retarded automatically, to ensure that the
spark occurs at the correct instant with the
engine speed and load.
5•2Engine electrical systems
Caution: Before carrying out
any work on the vehicle
electrical system, read through
the precautions given in the
“Safety first!” Section at the beginning of
this manual, and in Section 3 of this
Chapter.

HEI (High Energy Ignition)
system
5This comprises of a breakerless distributor
and an electronic switching/amplifier module
along with the coil and spark plugs.
6The electrical impulse that is required to
switch off the low tension circuit is generated
by a magnetic trigger coil in the distributor. A
trigger wheel rotates within a magnetic stator,
the magnetic field being provided by a
permanent magnet. The magnetic field across
the two poles (stator arm and trigger wheel) is
dependent on the air gap between the two
poles. When the air gap is at its minimum, the
trigger wheel arm is directly opposite the
stator arm, and this is the trigger point. As the
magnetic flux between the stator arm and
trigger wheel varies, a voltage is induced in the
trigger coil mounted below the trigger wheel.
This voltage is sensed and then amplified by
the electronic module, and used to switch off
the low tension circuit. There is one trigger arm
and one stator arm for each cylinder.
7The ignition advance is a function of the
distributor, and is controlled both
mechanically and by a vacuum-operated
system. The mechanical governor mechanism
consists of two weights that move out from
the distributor shaft due to centrifugal force as
the engine speed rises. As the weights move
outwards, they rotate the trigger wheel
relative to the distributor shaft and so
advance the spark. The weights are held in
position by two light springs, and it is the
tension of the springs that is largely
responsible for correct spark advancement.
8The vacuum control consists of a
diaphragm, one side of which is connected by
way of a small-bore hose to the carburettor,
and the other side to the distributor.
Depression in the inlet manifold and
carburettor, which varies with engine speed
and throttle position, causes the diaphragm to
move, so moving the baseplate and
advancing or retarding the spark. A fine
degree of control is achieved by a spring in
the diaphragm assembly.
MSTS-i (Microprocessor-
controlled Spark Timing System)
9This system comprises a “Hall-effect”
distributor (or a crankshaft speed/position
sensor on X 16 SZ models), a manifold pressure
sensor, an oil temperature sensor, and a
module, along with the coil and spark plugs.
10On 1.6 litre models, the electrical impulse
that is required to switch off the low tension
circuit is generated by a sensor in the
distributor. A trigger vane rotates in the gap
between a permanent magnet and the sensor.
The trigger vane has four cut-outs, one for
each cylinder. When one of the trigger vane
cut-outs is in line with the sensor, magnetic
flux can pass between the magnet and the
sensor. When a trigger vane segment is in line
with the sensor, the magnetic flux is diverted
through the trigger vane away from thesensor. The sensor senses the change in
magnetic flux, and sends an impulse to the
MSTS-i module, which switches off the low
tension circuit.
11On 1.8 litre models, the electrical impulse
that is required to switch off the low tension
circuit is generated by a crankshaft
speed/position sensor, which is activated by a
toothed wheel on the crankshaft. The toothed
wheel has 35 equally spaced teeth, with a gap
in the 36th position. The gap is used by the
sensor to determine the crankshaft position
relative to TDC (top dead centre) of No 1 piston.
12Engine load information is supplied to the
MSTS-i module by a pressure sensor, which
is connected to the carburettor by a vacuum
pipe. Additional information is supplied by an
oil temperature sensor. The module selects
the optimum ignition advance setting based
on the information received from the sensors.
The degree of advance can thus be constantly
varied to suit the prevailing engine conditions.
Multec, with MSTS-i
13The ignition system is fully electronic in
operation and incorporates the Electronic
Control Unit (ECU) mounted in the driver’s
footwell. A distributor (driven off the camshaft
left-hand end and incorporating the amplifier
module) as well as the octane coding plug,
the spark plugs, HT leads, ignition HT coil and
associated wiring.
14The ECU controls both the ignition system
and the fuel injection system, integrating the
two in a complete engine management
system. Refer to Chapters 4B and 4C for
further information that is not detailed here.
15For ignition the ECU receives information
in the form of electrical impulses or signals
from the distributor (giving it the engine speed
and crankshaft position), from the coolant
temperature sensor (giving it the engine
temperature) and from the manifold absolute
pressure sensor (giving it the load on the
engine). In addition, the ECU receives input
from the octane coding plug (to provide
ignition timing appropriate to the grade of fuel
used) and from, where fitted, the automatic
transmission control unit (to smooth gear
changing by retarding the ignition as changes
are made).
16All these signals are compared by the
ECU with set values pre-programmed
(mapped) into its memory. Considering this
information, the ECU selects the ignition
timing appropriate to those values and
controls the ignition HT coil by way of the
amplifier module accordingly.
17The system is so sensitive that, at idle
speed, the ignition timing may be constantly
changing; this should be remembered if trying
to check the ignition timing.
18The system fitted to C18 NZ models, is
similar to that described above, except that
the amplifier module is separate. The ECU
determines engine speed and crankshaft
position using a sensor mounted in the
right-hand front end of the engine’s cylinderblock; this registers with a 58-toothed disc
mounted on the crankshaft so that the gap left
by the missing two teeth provides a reference
point, so enabling the ECU to recognise TDC.
19Note that this simplifies the distributor’s
function, which is merely to distribute the HT
pulse to the appropriate spark plug; it has no
effect whatsoever on the ignition timing.
DIS (Direct Ignition System)
20On all X16 SZ engines, and on C20 XE
(DOHC) engines from 1993-on, a DIS (Direct
Ignition System) module is used in place of
the distributor and coil. On the X16 SZ engine
the DIS module is attached to the camshaft
housing in the position normally occupied by
the distributor. On the C20 XE engine, a
camshaft phase sensor is attached to the
cylinder head at the non-driven end of the
exhaust camshaft, in the position normally
occupied by the distributor. The DIS module
is attached, by a bracket, to the cylinder head
at the non-driven end of the inlet camshaft.
21The DIS module consists of two ignition
coils and an electronic control module housed
in a cast casing. Each ignition coil supplies
two spark plugs with HT voltage. One spark is
provided in a cylinder with its piston on the
compression stroke, and one spark is
provided to a cylinder with its piston on the
exhaust stroke. This means that a “wasted
spark” is supplied to one cylinder during each
ignition cycle, but this has no detrimental
effect. This system has the advantage that
there are no moving parts (therefore there is
no wear), and the system is largely
maintenance-free.
Motronic M4.1 and M1.5
22This system controls both the ignition and
the fuel injection systems.
23The Motronic module receives information
from a crankshaft speed/position sensor, an
engine coolant temperature sensor mounted
in the thermostat housing. A throttle position
sensor, an airflow meter, and on models fitted
with a catalytic converter, an oxygen sensor
mounted in the exhaust system (Chapter 4C).
24The module provides outputs to control
the fuel pump, fuel injectors, idle speed and
ignition circuit. Using the inputs from the
various sensors, the module computes the
optimum ignition advance, and fuel injector
pulse duration, to suit the prevailing engine
conditions. This system gives very accurate
control of the engine under all conditions,
improving fuel consumption and driveability,
and reducing exhaust gas emissions.
25Further details of the fuel injection system
components are given in Chapter 4B.
Motronic M2.5 and M2.8
26The system is similar to that described for
SOHC models, with the following differences.
27Along with the crankshaft speed/position
sensor, a “Hall-effect” distributor is used
(similar to that described in this Section, with
the MSTS-i system).
Engine electrical systems 5•3
5

28The system also incorporates a separate
ignition amplifier module that transmits
amplified signals from the main system
module to trigger the HT pulse from the
ignition coil. The module is mounted on the
ignition coil’s bracket/baseplate.
29Additionally, the Motronic module
receives information from a cylinder
block-mounted knock sensor, which senses
“knocking” (or pre-ignition) just as it begins to
occur, enabling the module to retard the
ignition timing, thus preventing engine
damage.
Simtec 56.1
30This system uses increased amount of
electronic components instead of mechanical
parts as sensors and actuators with the
Simtec engine management system. This
provides more precise operating data as well
as greater problem free motoring.
31The control unit is equipped with
electronic ignition control. Called ‘Micropro-
cessor Spark Timing System, inductive
triggered’, (or MSTS-i), and means that the
mechanical high voltage distributor is no
longer needed. It is located behind the trim
panel, on the right-hand side footwell (door
pillar).
32The ignition coil is replaced by a dual
spark ignition coil, which is switched directly
by the output stages in the control unit.
33A camshaft sensor will maintain
emergency operation, should the crankshaft
inductive pulse pick-up, malfunction. These
sense TDC (‘Top Dead Centre’), crankshaft
angle and engine speed. The signals are used
by the control unit to calculate ignition point
and for fuel injection.
34The ‘hot film airflow meter’ determines the
mass of air taken in by the engine. The system
uses this information to calculate the correct
amount of fuel needed for injection in the
engine.
35The air inlet temperature sensor (NTC), is
fitted in the air inlet duct between the air
cleaner and the hot mass air flow meter.
36A controlled canister purge valve is
actuated by the system. The tank ventilation is
monitored closely with the Lambda control (or
oxygen sensor) and adaptation by the
computer within the control unit.
37A knock control system is also fitted. This
eliminates the need for octane number
adjustment, as it is performed automatically
through the control unit.
3Electrical system -
precautions
1It is necessary to take extra care when
working on the electrical system, to avoid
damage to semi-conductor devices (diodes
and transistors), and to avoid the risk of
personal injury. Along with the precautions
given in the “Safety first!” Section at the
beginning of this manual, take note of the
following points when working on the system.
2Always remove rings, watches, etc. before
working on the electrical system. Even with
the battery disconnected, discharge could
occur if a component live terminal is earthed
through a metal object. This could cause a
shock or nasty burn.
3Do not reverse the battery connections.
Components such as the alternator, or any
other component having semi-conductor
circuitry, could be irreparably damaged.
4If the engine is being started using jump
leads and a slave battery, connect the
batteries positive to positive and negative to
negative. This also applies when connecting a
battery charger.
5Never disconnect the battery terminals, or
alternator multi-plug connector, when the
engine is running.
6The battery leads and alternator wiring
must be disconnected before carrying out any
electric welding on the vehicle.
7Never use an ohmmeter of the type
incorporating a hand-cranked generator for
circuit or continuity testing.
8Engine management modules are very
sensitive components, and certain
precautions must be taken, to avoid damage
to the module when working on a vehicle
equipped with an engine management
system, as follows.
9When carrying out welding operations on
the vehicle using electric welding equipment,
the battery and alternator should be
disconnected.
10Although underbonnet-mounted modules
will tolerate normal underbonnet conditions,
they can be adversely affected by excess heat
or moisture. If using welding equipment or
pressure washing equipment near the
module, take care not to direct heat, or jets of
water or steam, at the module. If this cannot
be avoided, remove the module from the
vehicle, and protect its wiring plug with a
plastic bag.
11Before disconnecting any wiring, or
removing components, always ensure that the
ignition is switched off.
12Do not attempt to improvise fault
diagnosis procedures using a test lamp or
multimeter, as irreparable damage could be
caused to the module.13After working on ignition/engine
management system components, ensure
that all wiring is correctly reconnected before
reconnecting the battery or switching on the
ignition.
14Any ignition system that uses a
“Hall-effect” generator in the distributor,
cannot be tested. Test equipment that uses
its own power source (e.g. an ohmmeter),
when connected to the distributor or the
“Hall-effect” generator, will be damaged.
4Ignition system testing -
general
3
Note: Refer to Section 3 before proceeding.
Always switch off the ignition before
disconnecting or connecting any component
and when using a multi-meter to check
resistances. Any voltmeter or multi-meter
used to test ignition system components must
have an impedance of 10 meg ohms or
greater
1Electronic ignition system components are
normally very reliable. Most faults are far more
likely to be due to loose or dirty connections,
or to “tracking” of HT voltage due to dirt,
dampness or damaged insulation than to
component failure. Always check all wiring
thoroughly before condemning an electrical
component and work methodically to
eliminate all other possibilities before deciding
that a particular component is faulty.
2The old practice of checking for a spark by
holding the live end of a HT lead a short
distance away from the engine is not
recommended. Not only is there a high risk of
a powerful electric shock, but the ignition coil
or amplifier module will be damaged.
Similarly, never try to “diagnose” misfires by
pulling off one HT lead at a time. Note also
that the ECU is at risk if the system is
triggered with an open (i.e., not properly
earthed) HT circuit; ECU’s are very expensive
to replace, so take care!
3If you are in any doubt as to your skill and
ability to test an ignition system component or
if you do not have the required equipment,
take the vehicle to a suitably equipped
Vauxhall dealer. It is better to pay the labour
charges involved in having the vehicle
checked by an expert than to risk damage to
the system or to yourself.
4If the engine either will not turn over at all,
or only turns very slowly, check the battery
and starter motor. Connect a voltmeter across
the battery terminals (meter positive probe to
battery positive terminal) and disconnect the
ignition coil HT lead from the distributor cap
and earth. Note the voltage reading obtained
while turning over the engine on the starter for
(no more than) ten seconds. If the reading
obtained is less than approximately 9.5 volts,
check the battery, battery connections, starter
motor and charging system.
5•4Engine electrical systems
Warning: The HT voltage
generated by an electronic
ignition system is extremely
high and, in certain
circumstances, could prove fatal. Take
care to avoid receiving electric shocks
from the HT side of the ignition system.
Do not handle HT leads, or touch the
distributor or coil, when the engine is
running. If tracing faults in the HT circuit,
use well-insulated tools to manipulate live
leads

5If the engine turns over at normal speed but
will not start, check the HT circuit by
connecting a timing light and turning the
engine over on the starter motor. If the light
flashes, voltage is reaching the spark plugs,
so these should be checked first. If the light
does not flash, check the HT leads
themselves followed by the distributor cap,
carbon brush and rotor arm.
6If there is a spark, check the fuel system for
faults as far as possible (Chapters 4A or 4B).
7If there is still no spark, check the voltage at
the ignition coil “+” or “15” terminal; it should
be the same as the battery voltage (i.e., at
least 11.7 volts). If the voltage at the coil is
more than 1 volt less than that at the battery,
check the connections back through the
ignition switch to the battery and its earth until
the fault is found. Note, however, that the
ECU controls the coil’s feed; do not attempt
to “test” the ECU with anything other than the
correct test equipment, which will be available
only to a Vauxhall dealer. If any of the wires
are to be checked which lead to the ECU,
always first unplug the relevant connector
from the ECU so that there is no risk of the
ECU being damaged by the application of
incorrect voltages from test equipment.
8If the feed to the ignition coil is sound,
check the coil’s primary and secondary
windings (refer to Section 16). Renew the coil
if faulty, but check the condition of the LT
connections themselves before doing so, to
ensure that the fault is not due to dirty or
poorly fastened connectors.
9If the ignition coil is in good condition, the
fault may be within the amplifier module or the
distributor on the C16 NZ and C16 NZ2
engines, or the amplifier or the crankshaft
speed/position sensor on the C18 NZ engine.
A quick check of these components can be
made by connecting a low-wattage bulb
across the ignition coil’s (disconnected) LT
terminals. If the bulb flickers or flashes when
the engine is turned over, the amplifier and
distributor (C16 NZ and C16 NZ2 engines), or
amplifier and crankshaft speed/position
sensor (C18 NZ engine), are sound.
10If this is the case, the entire LT circuit is in
good condition; the fault, if it lies in the
ignition system, must be in the HT circuit
components. These should be checked
carefully, as outlined above.
11If the indicator or bulb does not flash, the
fault is in either the amplifier or the distributor
(C16 NZ and C16 NZ2 engines), or the
amplifier or crankshaft speed/position sensor
(C18 NZ engine). Owners should note,
however, that by far the commonest cause of
“failure” of either of these is a poor
connection, either between the components
themselves or in the LT circuit wiring
connections. If such a fault is suspected, the
vehicle must be taken to a suitably equipped
Vauxhall dealer for testing; no information is
available to eliminate these components by
other means.12An irregular misfire suggests either a
loose connection or intermittent fault on the
primary circuit, or a HT fault on the coil side of
the rotor arm.
13With the ignition switched off, check
carefully through the system ensuring that all
connections are clean and securely fastened.
If the equipment is available, check the LT
circuit as described in paragraphs 7 to 11
above.
14Check that the HT coil, the distributor cap
and the HT leads are clean and dry. Check the
leads and the spark plugs (by substitution, if
necessary), then check the distributor cap,
carbon brush and rotor arm.
15Regular misfiring is almost certainly due to
a fault in the distributor cap, HT leads or spark
plugs. Use a timing light (paragraph 5, above)
to check whether HT voltage is present at all
leads.
16If HT voltage is not present on any
particular lead, the fault will be in that lead or
in the distributor cap. If HT is present on all
leads, the fault will be in the spark plugs;
check and renew them if there is any doubt
about their condition.
17If no HT voltage is present, check the
ignition coil; its secondary windings may be
breaking down under load.
18If all components have been checked for
signs of obvious faults but the system is still
thought to be faulty, take the vehicle to a
Vauxhall dealer for testing on special
equipment.
5Battery - testing and charging
2
Note: Refer to Section 3 before proceeding.
Testing
1Topping-up and testing of the electrolyte in
each cell is not possible. The condition of the
battery can therefore only be tested by
observing the battery condition indicator.
2The battery condition indicator is fitted in
the top of the battery casing, and indicates
the condition of the battery from its colour. If
the indicator shows green, then the battery is
in a good state of charge. If the indicator turns
darker, eventually to black, then the battery
requires charging, as described later in this
Section. If the indicator shows clear/yellow,
then the electrolyte level in the battery is too
low to allow further use, and the battery
should be renewed.
Charging
3Do not attempt to charge, load or jump start
a battery when the indicator shows
clear/yellow. If the battery is to be charged,
remove it from the vehicle and charge it as
follows.
4The maintenance-free type battery takes
considerably longer to fully recharge than the
standard type, the time taken being
dependent on the extent of discharge.5A constant-voltage type charger is required,
to be set, when connected, to 13.9 to 14.9
volts with a charger current below 25 amps.
6If the battery is to be charged from a fully
discharged state (less than 12.2 volts output),
have it recharged by a Vauxhall dealer or
battery specialist, as the charge rate will be
high and constant supervision during charging
is necessary.
6Battery - removal and refitting
2
Note: Refer to Section 3 before proceeding.
Removal
1The battery is located at the left-hand front
corner of the engine compartment.
2Disconnect the lead(s) at the negative
(earth) terminal by unscrewing the retaining
nut and removing the terminal clamp.
3Disconnect the positive terminal lead(s) in
the same way.
4Unscrew the clamp bolt sufficiently to
enable the battery to be lifted from its
location. Keep the battery in an upright
position, to avoid spilling electrolyte on the
bodywork.
Refitting
5Refitting is a reversal of removal, but smear
petroleum jelly on the terminals when
reconnecting the leads, and always connect
the positive lead first and the negative lead
last.
7Alternator - description
1A Delco-Remy or Bosch alternator may be
fitted, depending on model and engine
capacity. The maximum output of the
alternator varies accordingly.
2The alternator is belt-driven from the
crankshaft pulley. Cooling is provided by a
fan, mounted outside the casing on the end of
the rotor shaft. An integral voltage regulator is
incorporated, to control the output voltage.
3The alternator provides a charge to the
battery even at very low engine speed, and
consists of a coil-wound stator in which a
rotor rotates. The rotor shaft is supported in
ball-bearings, and slip rings are used to
conduct current to and from the field coils
through the carbon brushes.
4The alternator generates ac (alternating
current), which is rectified by an internal diode
circuit to dc (direct current) for supply to the
battery.
5Later models are fitted with a Delco-Remy,
‘compact’ series alternators (see illustration).
They use a ribbed V-belt type drivebelt with
automatic tensioner. They are rigidly mounted
to the engine.
Engine electrical systems 5•5
5

8Alternator drivebelt -
removal, refitting and adjusting
2
V-belt type (not-ribbed)
Removal
1Disconnect the air inlet trunking from the air
cleaner, and the air box or throttle body, as
applicable, and remove it for improved
access.
2Correct tensioning of the drivebelt will
ensure that it has a long life. Beware,
however, of overtightening, as this can cause
excessive wear in the alternator.
3The belt should be inspected regularly, and
if it is found to be worn, frayed or cracked, it
should be renewed as a precaution against
breakage in service. It is advisable to carry a
spare drivebelt of the correct type in the
vehicle always.
4On models with power steering, the
alternator drivebelt also drives the power
steering pump.
5To remove the belt, on 1.8 and 2.0 litre
models first remove the power steering pump
drivebelt, as described in Chapter 10.
6Loosen the two alternator mounting nuts
and bolts sufficiently to allow the alternator to
be pivoted in towards the engine.
7Slide the belt from the pulleys.
Refitting
8Ensure that the correct type of belt is used,
if it is being renewed. Fit the belt around the
pulleys. Take up the slack in the belt byswinging the alternator away from the engine
and lightly tightening the mounting nuts and
bolts.
Adjusting
9Although special tools are available for
measuring the belt tension, a good
approximation can be achieved if the belt is
tensioned so that there is approximately 13.0
mm (0.5 in) of free movement under firm
thumb pressure at the mid-point of the
longest run between pulleys.
10With the mounting bolts just holding the
unit, lever the alternator away from the engine
using a wooden lever at the mounting bracket
end until the correct tension is achieved. Then
tighten the mounting nuts and bolts. On no
account lever at the free end of the alternator,
as serious internal damage could be caused.11Where applicable, refit and tension the
power steering pump drivebelt, as described
in Chapter 10.
12Refit the air inlet trunking.
13When a new belt has been fitted, it will
probably stretch slightly when it is first run,
and the tension should be rechecked and if
necessary adjusted after approximately 250
miles (400 km).
Ribbed V-belt type
General
14Later models equipped with power
steering are fitted with a ribbed V-belt type
drivebelt in conjunction with an automatic
tensioning roller. Once the belt is installed, no
further adjustment is necessary as the correct
tension is maintained by the automatic
tensioning roller. Removal and refitting
procedures are as follows.
Removal
15For improved access, remove the air
cleaner assembly and air inlet trunking.
16If the original drivebelt is to be refitted, mark
the rotational direction on the belt with chalk.
17Using a spanner or socket on the
automatic tensioning roller hexagon, turn the
tensioning roller clockwise (as viewed from the
right-hand side of the car) and hold it in this
position. With the drivebelt tension released,
slip the drivebelt off the pulleys, then allow the
tensioner to return to its original position.
18Support the engine under the sump with a
jack and interposed block of wood.
19From under the car, unbolt the right-hand
engine mounting block from the body.
20Lower the engine support jack just
sufficiently to allow the drivebelt to be
withdrawn from between the mounting block
and the body.
Refitting
21Slip the new drivebelt between the
mounting block and body then raise the
engine, by means of the jack, to its original
position.
22Clean the threads of the mounting block
retaining bolts, apply locking fluid, and refit
the bolts. Tighten the bolts to the specified
torque (see Chapter 2A).
23Rotate the automatic tensioner roller anti-
clockwise and route the drivebelt around the
pulleys as shown (see illustration). With the
belt correctly positioned, release the tensioner
that will automatically apply the correct
tension to the belt.
24On completion, refit the air cleaner
assembly and the air inlet trunking.
5•6Engine electrical systems
7.5 Sectional view of the Delco-Remy
“compact” series alternator
1 Drive end bracket
2 Stator
3 Rotor4 Slip rings
5 Fan
6 Rectifier
8.23 Correct routing of the ribbed V-belt