1988 OPEL CALIBRA air suspension

16 SV engine
Idle speed
Manual transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .925 ±25 rpm
Automatic transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .825 ±25 rpm (in ‘park’ or ‘neutral’)
Idle mixture (CO content) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.5 to 1.5%
Fast idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2000 to 2400 rpm
Choke valve gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.5 to 3.5 mm
Choke pull-down gap:
Up to 1990:
“Small” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.3 to 1.7 mm
“Large” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.9 to 2.3 mm
From 1990:
“Small” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.5 to 1.7 mm
“Large” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.0 to 2.2 mm
Idle fuel jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Idle air bleed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132.5
PrimarySecondary
Venturi diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20.0 mm24.0 mm
Main jet:
Up to 1990 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .X95X105
From 1990 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .X92.5X105
18 SV engine
Idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .925 ±25 rpm
Idle mixture (CO content) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.5 to 1.5%
Fast idle speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1900 to 2300 rpm
Choke valve gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.5 to 3.5 mm
Choke pull-down gap:
“Small” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.2 ±0.2 mm
“Large” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.3 ±0.2 mm
Idle fuel jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42.5
Idle air bleed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132.5
PrimarySecondary
Main jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107.5125
Torque wrench settingsNmlbf ft
Exhaust manifold nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2216
Exhaust downpipe-to-manifold bolts . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
Exhaust fixings except flexible joint bolts . . . . . . . . . . . . . . . . . . . . . . . .2518
Exhaust flexible joint bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129
Fuel pump bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1813
Fuel tank mounting strap bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2015
Inlet manifold nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2216
1General description
The fuel system on all carburettor models
comprises a fuel tank, a fuel pump, a vapour
separator (1.6 and 1.8 litre models only), a
downdraught carburettor, and a thermostati-
cally-controlled air cleaner.
The fuel tank is mounted under the rear of
the vehicle, forward of the rear suspension.
The tank is ventilated to the atmosphere, and
has a simple filler pipe and a fuel gauge
sender unit.
The fuel pump is a mechanical diaphragm
type, actuated by a pushrod bearing on the
camshaft.
The fuel vapour separator is used to
stabilise the fuel supply to the carburettor.
Vapour is purged from the carburettor fuel
supply, thus improving hot starting qualities.
The carburettor is a Pierburg 2E3 type, a full
description of which is given in Section 12.The air cleaner has a wax or vacuum-
controlled air inlet supplying a blend of hot
and cold air to suit the prevailing engine
operating conditions. A fuller description is
given in Section 4.
All engines available within the Cavalier
range can be operated on unleaded petrol -
see Chapter 5.
2Fuel system - precautions
1Certain adjustment points in the fuel system
are protected by tamperproof caps, plugs or
seals. In some territories, it is an offence to
drive a vehicle with broken or missing
tamperproof seals. Before disturbing a
tamperproof seal, check that no local or
national laws will be broken by doing so, and
fit a new tamperproof seal after adjustment is
complete, where required by law. Do not
break tamperproof seals on a vehicle that is
still under warranty.2When working on fuel system components,
scrupulous cleanliness must be observed,
and care must be taken not to introduce any
foreign matter into fuel lines or components.
Carburettors in particular are delicate
instruments, and care should be taken not to
disturb any components unnecessarily.
Before attempting work on a carburettor,
ensure that the relevant spares are available.
Full overhaul procedures for carburettors have
not been given in this Chapter. Complete
stripdown of a carburettor is unlikely to cure a
fault that is not immediately obvious, without
introducing new problems. If persistent
problems are met, it is recommended that the
advice of a Vauxhall dealer or carburettor
specialist is sought. Most dealers will be able
to provide carburettor re-setting and servicing
facilities, and if necessary it should be
possible to buy a reconditioned carburettor.
3Refer to Chapter 5, for precautions to be
observed when working on vehicles fitted with
an engine management system.
4A•2Fuel and exhaust systems - carburettor models

4Unscrew the two securing bolts, and
withdraw the pump from the camshaft
housing (see illustration).
5Recover the plastic insulating block.
Refitting
6Refitting is a reversal of removal, but ensure
that the fuel hoses are reconnected to their
correct locations as noted during removal,
and tighten the securing bolts to the specified
torque.
7Run the engine and check for leaks on
completion. If leakage is evident, stop the
engine immediately and rectify the problem
without delay. Note that the engine may take
a longer time than usual to start when the
pump has been removed, as the pump refills
with fuel.
7Fuel tank - removal,
examination and refitting
4
Note: Refer to Section 2 before proceeding
Removal
1Disconnect the battery negative lead.
2Siphon out any remaining fuel in the tank
through the filler pipe. Siphon the fuel into a
clean metal container that can be sealed.
3Chock the front wheels, then jack up the
rear of the vehicle, and support securely on
axle stands (see “Jacking and Vehicle
Support”) placed under the body side
members.
4Disconnect the exhaust system front
flexible joint. Suspend the front section of the
exhaust system with wire or string from the
underbody.
5Disconnect the rear section of the exhaust
system from its rubber mountings, and allow it
to rest on the rear suspension torsion beam. It
is advisable to support the rear section of the
exhaust at its front end, with wire or string
from the underbody, to avoid straining the
system.
6Unclip the handbrake cable from the
bracket on the left-hand fuel tank securing
strap.
7Disconnect the fuel hoses from the fuel
level sender unit located in the right-hand side
of the fuel tank. Make a note of the hosepositions for use when refitting. Be prepared
for fuel spillage, and take adequate fire
precautions. Plug the open ends of the hoses,
to prevent dirt ingress and further fuel loss.
8Disconnect the wiring plug from the fuel
level sender unit.
9Disconnect the filler and vent hoses from
the rear of the fuel tank.
10Support the weight of the fuel tank on a
jack with an interposed block of wood.
11Unscrew the securing bolts from the tank
mounting straps, then remove the straps and
lower the tank sufficiently to enable the
disconnection of the remaining vent hose.
12With the aid of an assistant, withdraw the
tank sideways from the right-hand side of the
vehicle. Note that as the tank is withdrawn,
some residual fuel may be released.
Examination
13If the tank contains sediment or water, it
may be cleaned out using two or three rinses
with clean fuel. Shake vigorously using
several changes of fuel, but before doing so,
remove the fuel level sender unit, as
described in Section 8. This procedure should
be carried out in a well-ventilated area, and it
is vital to take adequate fire precautions -
refer to the “Safety first!” Section at the
beginning of this manual for further details.
14Any repairs to the fuel tank should be
carried out by a professional. Do not under
any circumstances attempt to weld or solder a
fuel tank. Removal of all residual fuel vapour
requires several hours of specialist cleaning.
Refitting
15Refitting is a reversal of removal, ensuring
that all hoses are reconnected to their correct
locations as noted during removal.
16On completion, fill the fuel tank, then run
the engine and check for leaks. If leakage is
evident, stop the engine immediately and
rectify the problem without delay. Note that
the engine may take a longer time than usual
to start when the fuel tank has been removed,
as the pump refills with fuel.
8Fuel level sender unit -
removal and refitting
3
Note: Refer to Section 2 before proceeding
Removal
1Disconnect the battery negative lead.
2Siphon out any remaining fuel in the tank
through the filler pipe. Siphon the fuel into a
clear metal container that can be sealed.
3Chock the front wheels, then jack up the rear
of the vehicle, and support securely on axle
stands (see “Jacking and Vehicle Support”)
placed under the body side members.
4The sender unit is located in the right-hand
side at the fuel tank.
5Make alignment marks on the sender unit
and the fuel tank, so that the sender unit can
be refitted in its original position.6Disconnect the fuel hoses from the sender
unit. Be prepared for fuel spillage, and take
adequate fire precautions. Plug the open ends
of the hoses, to prevent dirt ingress and
further fuel loss.
7Disconnect the wiring plug from the fuel
level sender unit.
8To remove the sender unit, engage a flat
piece of metal as a lever between two of the
slots on the sender unit rim, and turn it anti-
clockwise.
9Withdraw the unit carefully, to avoid
bending the float arm.
10Recover the sealing ring.
Refitting
11Refitting is a reversal of removal,
remembering the following points.
12Examine the condition of the sealing ring,
and renew if necessary.
13Ensure that the marks made on the
sender unit and fuel tank before removal are
aligned.
14Ensure that the hoses are reconnected to
their correct locations as noted during
removal.
15On completion, fill the fuel tank, then run
the engine and check for leaks. Also check
that the fuel gauge reads correctly. If leakage
is evident, stop the engine immediately and
rectify the problem without delay. Note that
the engine may take a longer time than usual
to start when the sender unit has been
removed, as the fuel pump refills with fuel.
9Fuel vapour separator (1.6
and 1.8 litre models) -
removal and refitting
3
Note: Refer to Section 2 before proceeding
Removal
1The fuel vapour separator is located on a
bracket attached to the side of the
carburettor.
2Note the locations of the three fuel hoses,
labelling them if necessary for use when
refitting, then disconnect the hoses from the
vapour separator. Be prepared for fuel
spillage, and take adequate fire precautions.
Plug the open ends of the hoses, to prevent
dirt ingress and further fuel spillage.
3Remove the two securing screws, and lift
the vapour separator from its bracket.
4Check the body of the separator for cracks
or leaks before refitting, and renew if
necessary.
Refitting
5Refitting is a reversal of removal, but ensure
that the three fuel hoses are connected to
their correct locations as noted during
removal.
6Run the engine and check the hose
connections for leaks on completion. If
leakage is evident, stop the engine
immediately and rectify the problem without
delay.
4A•4Fuel and exhaust systems - carburettor models
6.4 Withdrawing the fuel pump and plastic
insulating block - 1.6 litre model

12•22Body electrical systems
Explanations of abbreviations used in wiring diagrams
ABSAnti-lock braking system
ACAir conditioning
AZVTrailer hitch
ATAutomatic transmission
ATCAutomatic temperature control
BRTrip (on-board) computer
CCCheck control system
CRCCruise control
DDiesel
DSTheft protection
DTTurbo Diesel
DWAAnti-theft warning system
DZMTachometer
EFCElectric folding roof (Convertible)
EKSPinch guard (electric windows)
EMPRadio
EUREuronorm (emission control standard)
engine
EZ + ElPlus ignition system (with self-
diagnosis)
EZVEcotronic
FHElectric windows
GBGreat Britain
HSHeated rear window
HWRear window wiper
HZGHeating
HRLLuggage compartment lampINSInstrument panel
IRLCourtesy lamps
KATCatalytic converter
KBSWiring harness
KVContact breaker distributor
L3.1Bosch Jetronic fuel injection system
LCDLiquid crystal display (LCD)
instruments
LHDLeft-hand drive
4WDFour-wheel-drive
LWRHeadlamp aim adjustment
M1.5Bosch Motronic M1.5 engine
management system
M2.5Bosch Motronic M2.5 engine
management system
MOTMotronic (general)
MTManual gearbox
MULMultec fuel injection system
NNorway
NSFront foglamps
NSLRear foglamps
OELOil level/pressure check system
OPTOptional equipment
PBSLPark and brake shift block
(automatic transmission, selector
lever in position ‘P’)P/NPark/neutral (automatic transmission)
POTPotentiometer
RCRear suspension level control
system
RFSReversing lamps
RHDRight-hand drive
SSweden
SDSunroof
SHHeated seats
SRAHeadlamp washers and wipers
TANKFuel level sender unit
TDTurbo Diesel
TEMPTemperature gauge
TFLDaytime driving lamps
TKSCourtesy lamp (door pillar) switches
TSZITransistorised ignition (inductive-
triggered) system
VGSCarburettor
WEGOdometer frequency/roadspeed
sensor
WHRRear suspension level control
system
WSWarning buzzer
ZVCentral locking
ZYLCylinder
Colour codes
BLBlue
HBLLight blue
BRBrown
GEYellow
GRGrey
GNGreenRTRed
WSWhite
SWBlack
LILilac
VIViolet
Wiring identification
Example: GEWS 1.5
GE -Wire basic colour
WS -Wire tracer colour
1.5 -Wire cross-section in mm
2
Note: Not all items shown are fitted to all models. Refer to Section 62 (Chapter 12) for details of diagram usage.

2When the starter switch is operated, current
flows from the battery to the solenoid that is
mounted on the starter body. The plunger in
the solenoid moves inwards, so causing a
centrally pivoted lever to push the drive pinion
into mesh with the starter ring gear. When the
solenoid plunger reaches the end of its travel,
it closes an internal contact and full starting
current flows to the starter field coils. The
armature is then able to rotate the crankshaft,
so starting the engine.
3A special freewheel clutch is fitted to the
starter driven pinion, so that when the engine
fires and starts to operate on its own it does
not drive the starter motor.
4When the starter switch is released, the
solenoid is de-energised, and a spring moves
the plunger back to its rest position. This
operates the pivoted lever to the withdraw the
drive pinion from engagement with the starter
ring.
13Starter motor - testing
3
Note: Refer to Section 3 before proceeding
Testing
1If the starter motor fails to turn the engine
when the switch is operated, and engine
seizure is not the problem, there are several
other possible reasons:
a)The battery is faulty
b)The electrical connections between the
switch, solenoid battery and starter motor
are somewhere failing to pass the
necessary current from the battery
through the starter to earth
c)The solenoid switch is faulty
d)The starter motor is mechanically or
electrically defective
e)The starter motor pinion and/or flywheel
ring gear is badly worn, and in need of
replacement
2To check the battery, switch on the
headlamps. If they dim after a few seconds,
then the battery is in a discharged state. If the
lamps glow brightly, operate the starter switch
and see what happens to the lamps. If theydim, then power is reaching the motor, but
failing to turn it. If the starter turns slowly, go
on to the next check.
3If, when the starter switch is operated, the
lamps stay bright, then insufficient power is
reaching the motor. Disconnect the battery
and the starter/solenoid power connections,
and the engine earth strap, then thoroughly
clean them and refit them. Smear petroleum
jelly around the battery connections to
prevent corrosion. Corroded connections are
the most frequent cause of electrical system
malfunctions.
4If the preceding checks and cleaning tasks
have been carried out without success, a
clicking noise will probably have been heard
each time the starter switch was operated.
This indicates that the solenoid switch was
operating, but it does not necessarily follow
that the main contacts were closing properly
(if no clicking has been heard from the
solenoid, it is certainly defective). The
solenoid can be checked by connecting a
voltmeter across the main cable connection
on the solenoid and earth. When the switch is
operated, these should be a reading on the
voltmeter. If there is no reading, the solenoid
unit is faulty, and should be renewed.
5If the starter motor operates, but does not
turn the engine, then it is likely that the starter
pinion and/or flywheel ring gear are badly
worn. If this is the case, the starter motor will
normally be noisy in operation.
6Finally, if it is established that the solenoid
is not faulty, and 12 volts are reaching the
starter, then the motor itself is faulty, and
should be removed for inspection.
14Starter motor - removal and
refitting
3
Note: Refer to Section 3 before proceeding
Removal
1Disconnect the battery negative lead.
2Apply the handbrake, then jack up the front
of the vehicle, and support securely on axle
stands (see “Jacking and Vehicle Support”)
positioned under the body side members.3On DOHC models, remove the engine
undershield, as described in Chapter 11.
4Note the wiring connections on the
solenoid, then disconnect them (see
illustration).
5Where applicable, unscrew the bolt
securing the exhaust bracket and the starter
motor mounting bracket to the cylinder block
(see illustration).
6Unscrew the two starter motor mounting
bolts. Note that the top bolt on some models
are fitted from the transmission side, and
secures a wiring harness bracket (see
illustration).
7Withdraw the starter motor.
Refitting
8Refitting is a reversal of removal, but where
applicable, ensure that the wiring harness
bracket is in place on the top mounting bolt,
and tighten all bolts to the specified torque.
15Starter motor - overhaul
5
If the starter motor is thought to be suspect,
it should be removed from the vehicle and
taken to an auto-electrician for testing. Most
auto-electricians will be able to supply and fit
brushes at a reasonable cost. However, check
on the cost of repairs before continuing as it
may prove more economical to obtain a new
or exchange motor.
16Ignition coil - removal, testing
and refitting
3
Note: Refer to Section 3 before proceeding.
An ohmmeter will be required to test the coil
Removal
1The ignition coil is either a cylindrical metal
canister or a moulded plastic unit. It is
clamped or bolted to the left-hand inner wing
panel, near the suspension strut top mounting
(under the power steering fluid reservoir, on
Engine electrical systems 5•9
14.6 Starter motor securing bolts
(arrowed) - 1.6 litre model
(engine removed)14.5 Starter motor mounting
bracket/exhaust bracket securing bolt
(arrowed) - 1.6 litre model14.4 Starter motor and solenoid viewed
from underneath the vehicle. Solenoid
wiring connections arrowed
5

11
Torque wrench settingNm lbf ft
Front seat rails to floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 15
Seat belt fixings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 26
1 General description
The bodyshell and floorpan are of pressed
steel, and form an integral part of the vehicle’s
structure, without the need for a separate
chassis.
Various areas are strengthened, to provide
for suspension, steering and engine mounting
points, and load distribution.
Extensive corrosion protection is applied to
all new vehicles. Various anti-corrosion
preparations are used, including galvanising
and PVC under-sealing. Protective wax is
injected into the box sections and other
hollow cavities.
Extensive use is made of plastic for
peripheral components, such as the radiator
grille, bumpers and wheel trims, and for much
of the interior trim.Interior fittings are to a high standard on all
models, and a wide range of optional
equipment is available throughout the range.
Except for the rear quarter windows, all
fixed glass is bonded in position, using a
special adhesive. Any work in this area should
be entrusted to a Vauxhall dealer or glass
replacement specialist.
2 Bodywork and underframe -
maintenance
1
The general condition of a vehicle’s
bodywork is the one thing that significantly
affects its value. Maintenance is easy but
needs to be regular. Neglect, particularly after
minor damage, can lead quickly to further
deterioration and costly repair bills. It is
important also to keep watch on those partsof the vehicle not immediately visible, for
instance the underside, inside all the wheel
arches and the lower part of the engine
compartment.
The basic maintenance routine for the
bodywork is washing preferably with a lot of
water, from a hose. This will remove all the
loose solids that may have stuck to the
vehicle. It is important to flush these off in
such a way as to prevent grit from scratching
the finish. The wheel arches and underframe
need washing in the same way to remove any
accumulated mud that will retain moisture and
tend to encourage rust. Oddly enough, the
best time to clean the underframe and wheel
arches is in wet weather when the mud is
thoroughly wet and soft. In very wet weather
the underframe is usually cleaned of large
accumulations automatically and this is a
good time for inspection.
Periodically, except on vehicles with a
Chapter 11
Bodywork and fittings
Bodywork and underframe - maintenance . . . . . . . . . . . . . . . . . . . . . .2
Bonnet - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Bonnet lock components - removal and refitting . . . . . . . . . . . . . . . . .7
Bonnet lock release cable - removal and refitting . . . . . . . . . . . . . . . .8
Boot lid (Saloon models) - removal and refitting . . . . . . . . . . . . . . . . .9
Boot lid lock (Saloon models) - removal and refitting . . . . . . . . . . . . .10
Boot lid lock cylinder (Saloon models) - removal and refitting . . . . . .11
Bumpers - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Centre console - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . .38
Door - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Door check arm - removal and refitting . . . . . . . . . . . . . . . . . . . . . . .22
Door exterior handle - removal and refitting . . . . . . . . . . . . . . . . . . . .19
Door inner trim panel - removal and refitting . . . . . . . . . . . . . . . . . . .17
Door interior handle - removal and refitting . . . . . . . . . . . . . . . . . . . .18
Door lock - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Door lock barrel - removal and refitting . . . . . . . . . . . . . . . . . . . . . . .20
Door mirror - removal, overhaul and refitting . . . . . . . . . . . . . . . . . . .27
Door window - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . .25
Door window regulator - removal and refitting . . . . . . . . . . . . . . . . . .26
Engine undershield (DOHC models) - removal and refitting . . . . . . . .32
Facia panels - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . .37
Fuel filler flap - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . .33General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Headlining - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Interior trim panels - general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Interior trim panels - removal and refitting . . . . . . . . . . . . . . . . . . . . .36
Major body damage - repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Minor body damage - repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Radiator grille panel - removal and refitting . . . . . . . . . . . . . . . . . . . .29
Rear quarter windows - removal and refitting . . . . . . . . . . . . . . . . . .24
Seat belts - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Seat belt tensioners - general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Seats (without tensioners) - removal and refitting . . . . . . . . . . . . . . .40
Seats, front (with seat belt tensioners) - removal and refitting . . . . . .43
Sunroof - removal and refitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Tailgate (Hatchback models) - removal and refitting . . . . . . . . . . . . .12
Tailgate lock (Hatchback models) - removal and refitting . . . . . . . . .13
Tailgate lock cylinder (Hatchback models) - removal and refitting . .14
Tailgate strut (Hatchback models) - removal and refitting . . . . . . . . .15
Upholstery and carpets - maintenance . . . . . . . . . . . . . . . . . . . . . . . .3
Wheel arch liners - general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Windscreen and rear window - removal and refitting . . . . . . . . . . . . .23
Windscreen cowl panel - removal and refitting . . . . . . . . . . . . . . . . .30
11•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

Aluminium or plastic mesh, or glass fibre
matting, is probably the best material to use
for a large hole. Cut a piece to the
approximate size and shape of the hole to be
filled, then position it in the hole so that its
edges are below the level of the surrounding
bodywork. It can be retained in position by
several blobs of filler paste around its
periphery.
Aluminium tape should be used for small or
very narrow holes. Pull a piece off the roll and
trim it to the approximate size and shape
required. Then pull off the backing paper (if
used) and stick the tape over the hole. It can
be overlapped if the thickness of one piece is
insufficient. Burnish down the edges of the
tape with the handle of a screwdriver or
similar, to ensure that the tape is securely
attached to the metal underneath.
Bodywork repairs filling and
re-spraying
Before using this Section, see the Sections
on dent, deep scratch, rust holes and gash
repairs.
Many types of bodyfiller are available, but
generally those proprietary kits that contain a
tin of filler paste and a tube of resin hardener
are best for this type of repair. These can be
used directly from the tube. A wide, flexible
plastic or nylon applicator will be found
invaluable for imparting a smooth and well-
contoured finish to the surface of the filler.
Mix up a little filler on a clean piece of card
or board - measure the hardener carefully
(follow the maker’s instructions on the pack)
otherwise the filler will set too rapidly or too
slowly. Using the applicator apply the filler
paste to the prepared area; draw the
applicator across the surface of the filler to
achieve the correct contour and to level the
filler surface. When a contour that
approximates to the correct one is achieved,
stop working the paste - if you carry on too
long the paste will become sticky and begin to
“pick up” on the applicator. Continue to add
thin layers of filler paste at twenty-minute
intervals until the level of the filler is just proud
of the surrounding bodywork.
Once the filler has hardened, excess can be
removed using a metal plane or file. From then
on, progressively finer grades of abrasive
paper should be used, starting with a 40
grade production paper and finishing with 400
grade wet-and-dry paper. Always wrap the
abrasive paper around a flat rubber, cork, or
wooden block otherwise the surface of the
filler will not be completely flat. During the
smoothing of the filler surface the wet-and-dry
paper should be periodically rinsed in water.
This will ensure that a very smooth finish is
imparted to the filler at the final stage.
At this stage the “dent” should be
surrounded by a ring of bare metal, which in
turn should be encircled by the finely
“feathered” edge of the good paintwork.
Rinse the repair area with clean water, until all
the dust produced by the rubbing-down
operation has gone.Spray the whole repair area with a light coat
of primer. This will show up any imperfections
in the surface of the filler. Repair these
imperfections with fresh filler paste or
bodystopper, and again smooth the surface
with abrasive paper. If bodystopper is used, it
can be mixed with cellulose thinners to form a
thin paste that is ideal for filling small holes.
Repeat this spray and repair procedure until
you are satisfied that the surface of the filler,
and the feathered edge of the paintwork are
perfect. Clean the repair area with clean water
and allow to dry fully.
The repair area is now ready for final
spraying. Paint spraying must be carried out
in a warm, dry, windless and dust free
atmosphere. This condition can be created
artificially if you have access to a large indoor
working area, but if you are forced to work in
the open, you will have to pick your day very
carefully. If you are working indoors, dousing
the floor in the work area with water will help
to settle the dust that would otherwise be in
the atmosphere. If the repair area is confined
to one body panel, mask off the surrounding
panels; this will help to minimise the effects of
a slight miss-match in paint colours.
Bodywork fittings (e.g. chrome strips, door
handles, etc.), will also need to be masked off.
Use genuine masking tape and several
thicknesses of newspaper for the masking
operations.
Before beginning to spray, agitate the
aerosol can thoroughly, then spray a test area
(an old tin, or similar) until the technique is
mastered. Cover the repair area with a thick
coat of primer; the thickness should be built
up using several thin layers of paint rather
than one thick one. Using 400 grade
wet-and-dry paper, rub down the surface of
the primer until it is smooth. While doing this,
the work area should be thoroughly doused
with water, and the wet-and-dry paper
periodically rinsed in water. Allow to dry
before spraying on more paint.
Spray on the top coat, again building up the
thickness by using several thin layers of paint.
Start spraying in the centre of the repair area
and then work outwards, with a side-to-side
motion, until the whole repair area and about
2 inches of the surrounding original paintwork
is covered. Remove all masking material 10 to
15 minutes after spraying on the final coat of
paint.
Allow the new paint at least two weeks to
harden, then using a paintwork renovator or a
very fine cutting paste, blend the edges of the
paint into the existing paintwork. Finally, apply
wax polish.
Plastic components
With the use of more and more plastic body
components (e.g. bumpers, spoilers, and in
some cases major body panels), repair of
more serious damage to such items has
become a matter of either entrusting repair
work to a specialist in this field, or renewing
complete components. Repair of suchdamage by the DIY owner is not feasible
owing to the cost of the equipment and
materials required for effecting such repairs.
The basic technique involves making a groove
along the line of the crack in the plastic using
a rotary burr in a power drill. The damaged
part is then welded back together by using a
hot air gun to heat up and fuse a plastic filler
rod into the groove. Any excess plastic is then
removed and the area rubbed down to a
smooth finish. It is important that a filler rod of
the correct plastic is used, as body
components can be made of a variety of
different types (e.g. polycarbonate, ABS,
polypropylene).
Damage of a less serious nature (abrasions,
minor cracks, etc.), can be repaired by the DIY
owner using a two-part epoxy filler repair
material. Once mixed in equal proportions this
is used in similar fashion to the bodywork filler
used on metal panels. The filler is usually
cured in twenty to thirty minutes, ready for
sanding and painting.
If the owner is renewing a complete
component himself, or if he has repaired it
with epoxy filler, he will have a problem of
finding a paint for finishing which is
compatible with the type of plastic used. At
one time the use of a universal paint was not
possible owing to the complex range of
plastics come across in body component
applications. Standard paints, generally, will
not bond to plastic or rubber satisfactorily, but
special paints are available to match any
plastic or rubber finish can be obtained from
dealers. However, it is now possible to obtain
a plastic body parts finishing kit that consists
of a pre-primer treatment, a primer and
coloured top coat. Full instructions are
normally supplied with a kit, but the method of
use is to first apply the pre-primer to the
component concerned and allow it to dry for
up to 30 minutes. Then the primer is applied
and left to dry for about an hour before finally
applying the special coloured top coat. The
result is a correctly coloured component
where the paint will flex with the plastic or
rubber, a property that standard paint does
not normally possess.
5Major body damage - repair
5
Major impact or rust damage should only
be repaired by a Vauxhall dealer or other
competent specialist. Alignment jigs are
needed for successful completion of such
work, superficially effective repairs may leave
dangerous weaknesses in the structure.
Distorted components can also impose
severe stresses on steering and suspension
components with consequent premature
failure.
Bodywork and fittings 11•3
11

4Front disc pads - inspection,
removal and refitting
3
Note: When working on the brake
components, take care not to disperse brake
dust into the air, or to inhale it, since it may
contain asbestos, which can damage your
health.
Inspection
1Where applicable, remove the wheel trims,
then loosen the front roadwheel bolts and
apply the handbrake. Jack up the front of the
vehicle, and support on axle stands (see
“Jacking and Vehicle Support”) positioned
under the body side members.
2Remove the roadwheels. Turn the steering to
full right-hand lock, and check the wear of the
friction material on the right-hand brake pads.
Check that the thickness of the friction material
(including the backing plate) is not less than the
minimum given in the Specifications.
3Turn the steering to full left-hand lock, and
check the left-hand brake pads in the same
way.
4If any brake pad is worn below the specified
minimum thickness, renew all the front pads
as a set.
5If the pads require renewal, continue as
follows according to model.
Removal
1.4, 1.6 and 1.8 litre models
6Note how the anti-rattle springs are located
(see illustration), then drive the upper and
lower pad retaining pins out from the inboard
side of the caliper, using a pin punch.
7Remove the anti-rattle springs (see
illustration).
8Push the pads away from the disc slightly,
then using a pair of pliers, withdraw the
outboard pad (see illustration).
9Withdraw the inboard pad, and the shim
that fits between the pad and the caliper
piston (see illustration).
Refitting
10Brush the dust and dirt from the caliper,
but take care not to inhale it. Carefully remove
any rust from the edge of the brake disc.11To accommodate the new thicker pads,
the caliper piston must be depressed fully into
its cylinder bore, using a flat bar of metal such
as a tyre lever. The action of depressing the
piston will cause the fluid level in the reservoir
to rise, so to avoid spillage, syphon out some
fluid using an old hydrometer or a teat pipette.
Refer to the note at the beginning of Section 3.
Do not lever between the piston and disc to
depress the piston.
12Check that the cutaway recesses in the
piston are positioned vertically. If necessary,
carefully turn the piston to its correct position.
13Apply a little brake grease to the top and
bottom edges of the backplates on the new
brake pads.
14Locate the new pads in the caliper,
ensuring that the shim is in place between the
inboard pad and the piston. Ensure that the
friction material faces the disc, and check that
the pads are free to move slightly.
15Locate the anti-rattle springs on the pads,
then insert the pad retaining pins from the
outboard side of the caliper, while depressing
the springs. Tap the pins firmly into the caliper
(see illustration).
16Repeat the operations on the remaining
side of the vehicle.
17Refit the roadwheels and lower the vehicle
to the ground. Do not fully tighten the
roadwheel bolts until the vehicle is resting on
its wheels.
18Apply the footbrake hard several times to
position the pads against the discs.
19Check and if necessary top-up the brake
fluid level.20New brake pads should be carefully
bedded in and, where possible, heavy braking
should be avoided during the first 100 miles
(160 km) or so after fitting new pads.
2.0 litre models
Removal
21Where applicable, pull the pad wear
sensor from the inboard pad, and disconnect
the wiring at the connector under the wheel
arch, next to the suspension strut (see
illustration). Note the wire routing.
22Using a screwdriver, prise the pad
retaining clip from the outboard edge of the
caliper, noting how it is located (see
illustration).
23Prise out the two guide bolt dust caps
from the inboard edge of the caliper, then
using a Allen key or hexagon bit, unscrew the
9•4Braking system
4.6 Front disc pad anti-rattle springs
(arrowed) - models with solid discs
4.8 Withdrawing the outboard disc pad -
models with solid discs
4.21 Withdrawing the pad wear sensor
from the inboard pad - DOHC model4.15 Fitting a disc pad retaining pin -
models with solid discs4.9 Withdrawing the inboard disc pad and
shim - models with solid discs
4.7 Removing an anti-rattle spring -
models with solid discs

1
Chapter 1
Routine maintenance and servicing
Air cleaner element - renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Air inlet temperature control check . . . . . . . . . . . . . . . . . . . . . . . . . .28
Alternator V-belt check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Automatic transmission check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Automatic transmission fluid level check . . . . . . . . . . . . . . . . . . . . . . .7
Automatic transmission fluid renewal . . . . . . . . . . . . . . . . . . . . . . . . .38
Bodywork check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Brake fluid renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Brake pad check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Brake shoe check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Clutch cable check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Coolant renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Distributor and HT lead check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Door lock key battery - replacement . . . . . . . . . . . . . . . . . . . . . . . . .24
Driveshaft gaiter check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Engine oil and filter - renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Exhaust system check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Fuel filter renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Handbrake linkage check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16Headlamp alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Hose and fluid leak check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Idle speed and mixture - adjustment . . . . . . . . . . . . . . . . . . . . . . . . . .9
Ignition timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Intensive maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Lock and hinge check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Manual transmission fluid check . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Power steering fluid check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Power steering pump drivebelt check . . . . . . . . . . . . . . . . . . . . . . . .18
Radiator inspection and cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Rear suspension level control system check . . . . . . . . . . . . . . . . . . .19
Road test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Spark plug renewal (SOHC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Spark plug renewal (DOHC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Steering and suspension check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Throttle linkage maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Timing belt renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Wiring check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
1•1
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