1988 OPEL CALIBRA charging

Wiring diagrams 12•55
12
Key to wiring diagrams for 1992 and later models
NoDescriptionTrackNoDescriptionTrack
E1Left parking lamp506
E2Left tail lamp507, 745
E3Licence plate lamp513
E4Right parking lamp509
E5Right tail lamp510, 746
E6Engine compartment lamp515
E7Left high beam 535
E8Right high beam536
E9Left low beam537, 747
E10Right low beam538, 748
E11Instrument lights728, 729
E12Selector lever lamp 498, 499
E13Boot lamp585
E14Passenger compartment lamp587
E15Glove box lamp677
E16Cigarette lighter lamp676
E17Left reversing lamp597
E18Right reversing lamp598
E19Heated back window652
E20Left fog lamp553
E21Right fog lamp554
E24Left rear fog lamp548
E25Left front heating mat660
E27Left rear reading lamp680, 681
E28Right rear reading lamp683, 684
E30Right front heating mat664
E32Clock lamp863
E37Left mirror make-up lamp686
E38Computer lamp854
E39Right rear foglamp549
E40Right mirror make-up lamp688
E41Passenger compartment delay lamp 588 to 590
E50Driver door lamp866
E51Passenger door lamp884
F1 onFusesVarious
F35Voltage stabilizer702
G1Battery101
G2Alternator114
G6Diesel alternator 402 to 405
H1Radio784 to 798
H3Turn signal lamp telltale716, 718
H4Oil pressure telltale710
H5Brake fluid telltale712
H6Telltale hazard warning system570
H7Charging indicator lamp710
H8High beam telltale722
H9Left stop lamp561, 749
H10Right stop lamp562, 750
H11Left front turn signal lamp572
H12Left rear turn signal lamp573
H13Right front turn signal lamp581
H14Right rear turn signal lamp582
H15Fuel telltale705, 706
H16Preheating time telltale715
H17Trailer turn signal lamp telltale717
H18Horn670
H19Headlamps on warning buzzer594, 595
H21Parking brake telltale713
H23Airbag telltale719
H25Heated back window & mirror telltale642, 765
H26ABS telltale721
H27Safety checking warning buzzer996 to 998
H28Seat belt warning telltale723
H30Engine telltale724H33Left auxiliary turn signal lamp576
H34Right auxiliary turn signal lamp578
H36Additional stop lamp563
H37Left front loudspeaker788 to 790
H38Right front loudspeaker794 to 796
H39Left rear loudspeaker788, 789
H40Right rear loudspeaker791, 792
H42Automatic program power telltale725
H45Four wheel drive telltale727
H46Catalytic converter temperature telltale729
H47Anti-theft warning unit horn838
H48Horn671
H51Traction control telltale720
H52Left front tweeter787 to 791
H53Right front tweeter793 to 797
K3Starter relay anti-theft warning unit109, 110
K5Fog lamps relay554 to 555
K6Air conditioning relay901, 902
K7Four stage air conditioning blower relay904, 905
K8Windshield wiper interval relay603 to 606
K9Headlamps washer unit relay619, 620
K10Flasher unit567 to 569
K20Ignition coil module149, 150, 171, 172, 241, 242, 302 to 305,
361 to 364, 1001 to 1005, 1055 to 1061
K22Coolant pump relay133, 134, 969, 970
K25Glow time relay440 to 443
K26Radiator blower relays972 to 974
K27Radiator blower relay137 to 139
K30Back window wiper interval relay613 to 615
K31Airbag control unit1191 to 1198
K34Radiator blower time delay relay356 to 358, 956 to 958
K35Heated back window & mirror time delay relay650 to 652
K37Central locking control unit805 to 812
K51Radiator blower relay430, 431, 942, 943, 956, 957
K52Radiator blower relay145 to 147, 433,435,
982 to 984, 960 to 962
K57Multec unit control211 to 230, 244 to 262
K58Fuel pump relay231, 232, 262, 263
K59Running light relay520 to 525
K60Compressor relay931,932
K61Motronic control unit270 to 294, 307 to 337,
366 to 396, 1007 to 1037, 1063 to 1096
K63Horn relay671, 672
K641 stage air conditioning blower relay913, 914
K67Radiator blower relay142, 143, 436, 437, 948,
949, 964, 965, 986, 987
K68Fuel injection unit relay295 to 299, 393 to 397,
334 to 338, 1093 to 1097, 1034 to 1038
K73High beam relay (Calibra)530, 531
K76Glow time control unit413 to 417
K77Glow plugs relay419, 420
K78Preresistor relay (70A)422, 423
K79Charge indicator relay406 to 408
K80Filter heating relay426, 427, 452, 453
K82Engine revolution relay447, 448
K83Four wheel drive unit control342 to 349
K84EZ Plus control unit155 to 166, 177 to 191
K85Automatic transmission control unit473 to 496
K86Check control unit736 to 752
K87Radiator blower relay945, 946, 953, 954, 977, 978
K88Catalytic converter temperature control unit462 to 464
K89Rear fog lamp relay543 to 545
K90Compressor relay (automatic transmission only)930, 931
K94Anti-theft warning unit control unit833 to 847

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

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

test (refer to Chapter 2A) will provide valuable
information regarding the overall performance
of the main internal components. Such a test
can be used as a basis to decide on the
extent of the work to be carried out. If, for
example, a compression test indicates serious
internal engine wear, conventional
maintenance as described in this Chapter will
not greatly improve the performance of the
engine. It may also prove a waste of time and
money, unless extensive overhaul work is
carried out first.
The following series of operations are those
most often required to improve the
performance of a generally poor-running
engine:Primary operations
a)Clean, inspect and test the battery (See
“Weekly Checks”)
b)Check all the engine related fluids (See
“Weekly Checks”)
c)Check the condition and tension of the
auxiliary drivebelt (Sections 18 and 22, as
appropriate).
d)Renew the spark plugs (Sections 30 and
37, as appropriate).
e)Inspect the distributor cap, rotor arm and
HT leads, as applicable (Section 31).
f)Check the condition of the air filter, and
renew if necessary (Section 27).
g)Check the fuel filter (Section 29).
h)Check the condition of all hoses, and
check for fluid leaks (Section 4).i)Check the idle speed and mixture
settings, as applicable (Section 9).
5If the above operations do not prove fully
effective, carry out the following secondary
operations:
Secondary operations
All items listed under “Primary operations”,
plus the following:
a)Check the charging system (Chapter 5).
b)Check the ignition system (Chapter 5).
c)Check the fuel system (Chapters 4A and
4B).
d)Renew the distributor cap and rotor arm
(Section 31).
e)Renew the ignition HT leads (Section 31).
3Engine oil and filter - renewal
2
1Ideally, the oil should be drained with the
engine hot, just after the vehicle has been
driven.
2On DOHC models, remove the engine
undershield to expose the sump drain plug
and the oil filter.
3Place a container beneath the oil drain plug
at the rear of the sump.
4Remove the oil filler cap from the camshaft
cover, then using a socket or spanner,
unscrew the oil drain plug, and allow the oil to
drain (see illustration). Take care to avoid
scalding if the oil is hot.
5Allow ten to fifteen minutes for the oil to
drain completely, then move the container
and position it under the oil filter.6On 1.8 and 2.0 litre models, improved
access to the oil filter can be gained by
jacking up the front of the vehicle and
removing the right-hand roadwheel (see
illustration). Ensure that the handbrake is
applied, and that the vehicle is securely
supported on axle stands (see “Jacking and
Vehicle Support”). Note that further oil may
drain from the sump as the vehicle is raised.
7Using a strap wrench or a filter removal tool
if necessary, slacken the filter and unscrew it
from the mounting. Alternatively, if the filter is
very tight, a screwdriver can be driven
through the filter casing and used as a lever.
Discard the filter.
8Wipe the mating face on the filter mounting
with a lint-free rag, then smear the sealing ring
of the new filter with clean engine oil of the
specified grade.
9Screw the new filter into position and
tighten it by hand only, do not use any tools.
10Where applicable, refit the roadwheel and
lower the vehicle to the ground. Fully tighten
the roadwheel bolts with the vehicle resting on
its wheels.
11Examine the condition of the oil drain plug
sealing ring and renew if necessary, then refit
the drain plug and tighten it to the specified
torque. 12Refill the engine through the filler on the
camshaft cover, using the specified grade and
quantity of oil. Fill until the level reaches the
“MAX” mark on the dipstick, allowing time for
the oil to drain through the engine to the
sump.
13Refit the oil filler cap, then start the engine
and check for leaks. Note that the oil pressure
warning lamp may stay illuminated for a few
seconds when the engine is started as the oil
filter fills with oil.
14Stop the engine and recheck the oil level,
topping-up if necessary.
15On DOHC models, refit the engine
undershield.
16Dispose of the old engine oil safely; do not
pour it down a drain.
4Hose and fluid leak check
1
1Visually inspect the engine joint faces,
gaskets and seals for any signs of water or oil
leaks. Pay particular attention to the areas
around the camshaft cover, cylinder head, oil
filter and sump joint faces. Remember that,
over a period of time, some very slight
seepage from these areas is to be expected -
what you are really looking for is any
indication of a serious leak. Should a leak be
found, renew the offending gasket or oil seal
by referring to the appropriate Chapters in this
manual.
Every 9000 miles or 12 months 1•9
3.6 Oil filter viewed through right-hand
wheel arch - SOHC model3.4 Sump drain plug location -
2.0 litre DOHC model
(engine undershield removed)
1
Basic service, every 9000 miles (15 000 km) or 12 months
As the drain plug releases
from the threads, move it
away quickly so the stream
of oil, running out of the
sump, goes into the container not up
your sleeve (see illustration).
Note: It is
antisocial and
illegal to dump oil
down the drain.
To find the
location of your
local oil recycling
bank, call this
number free.

Note:For problems associated with the starting system, refer to the
faults listed under “Engine” earlier in this Section.
Battery will not hold a charge for more than a few
days
MBattery defective internally (Chapter 5).
MBattery terminal connections loose or corroded (Chapter 1).
MAuxiliary drivebelt worn or incorrectly adjusted (Chapter 1).
MAlternator not charging at correct output (Chapter 5).
MAlternator or voltage regulator faulty (Chapter 5).
MShort-circuit causing continual battery drain (Chapters 5 and 12).
Ignition/no-charge warning light remains
illuminated with engine running
MAuxiliary drivebelt broken, worn, or incorrectly adjusted (Chapter 1).
MAlternator brushes worn, sticking, or dirty (Chapter 5).
MAlternator brush springs weak or broken (Chapter 5).
MInternal fault in alternator or voltage regulator (Chapter 5).
MBroken, disconnected, or loose wiring in charging circuit
(Chapter 5).
Ignition/no-charge warning light fails to come on
MWarning light bulb blown (Chapter 12).
MBroken, disconnected, or loose wiring in warning light circuit
(Chapter 12).
MAlternator faulty (Chapter 5).
Lights inoperative
MBulb blown (Chapter 12).
MCorrosion of bulb or bulbholder contacts (Chapter 12).
MBlown fuse (Chapter 12).
MFaulty relay (Chapter 12).
MBroken, loose, or disconnected wiring (Chapter 12).
MFaulty switch (Chapter 12).
Instrument readings inaccurate or erratic
Instrument readings increase with engine speed
MFaulty voltage regulator (Chapter 12).
Fuel or temperature gauges give no reading
MFaulty gauge sender unit (Chapters 3, 4A and 4B).
MWiring open-circuit (Chapter 12).
MFaulty gauge (Chapter 12).
Fuel or temperature gauges give continuous maximum
reading
MFaulty gauge sender unit (Chapters 3, 4A and 4B).
MWiring short-circuit (Chapter 12).
MFaulty gauge (Chapter 12). MIncorrect front wheel alignment (Chapter 10).
MSteering rack or column bent or damaged (Chapter 10).
Excessive play in steering
MWorn steering column intermediate shaft universal joint
(Chapter 10).
MWorn steering track rod end balljoints (Chapters 1 and 10).
MWorn rack-and-pinion steering gear (Chapter 10).
MWorn steering or suspension joints, bushes or components
(Chapters 1 and 10).
Lack of power assistance
MBroken or incorrectly adjusted auxiliary drivebelt (Chapter 1).
MIncorrect power steering fluid level (Chapter 1).
MRestriction in power steering fluid hoses (Chapter 1).
MFaulty power steering pump (Chapter 10).
MFaulty rack-and-pinion steering gear (Chapter 10).
Tyre wear excessive
Tyres worn on inside or outside edges
MTyres under-inflated (wear on both edges), (Chapter 1).
MIncorrect camber or castor angles (wear on one edge only),
(Chapter 10).
MWorn steering or suspension joints, bushes or components
(Chapters 1 and 10).
MExcessively hard cornering.
MAccident damage.
Tyre treads exhibit feathered edges
MIncorrect toe setting (Chapter 10).
Tyres worn in centre of tread
MTyres over-inflated (Chapter 1).
Tyres worn on inside and outside edges
MTyres under-inflated (Chapter 1).
Tyres worn unevenly
MTyres/wheels out of balance (Chapter 1).
MExcessive wheel or tyre run-out (Chapter 1).
MWorn shock absorbers (Chapters 1 and 10).
MFaulty tyre (Chapter 1).
REF•18Fault Finding
Electrical system
Suspension and steering (continued)