1988 OPEL VECTRA engine oil capacity

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

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

4B
cruising and accelerating. The injector earth is
also switched off on the overrun to improve
fuel economy and reduce exhaust emissions.
Additionally, on the X16 SZ engine, the ECU
also controls the operation of the charcoal
canister purge valve in the evaporative
emission control system.
10The oxygen sensor screwed into the
exhaust manifold provides the ECU with a
constant feedback signal. This enables it to
adjust the mixture (closed-loop control) to
provide the best possible conditions for the
catalytic converter to operate effectively.
11Until the oxygen sensor is fully warmed up
it gives no feedback so the ECU uses
pre-programmed values (open-loop control) to
determine the correct injector pulse width.
When the sensor reaches its normal operating
temperature, its tip (which is sensitive to
oxygen) sends the ECU a varying voltage
depending on the amount of oxygen in the
exhaust gases. If the inlet air/fuel mixture is too
rich, the exhaust gases are low in oxygen so the
sensor sends a low-voltage signal. The voltage
rises as the mixture weakens and the amount of
oxygen rises in the exhaust gases. Peak
conversion efficiency of all major pollutants
occurs if the inlet air/fuel mixture is maintained
at the chemically correct ratio for the complete
combustion of petrol of 14.7 parts (by weight) of
air to 1 part of fuel (the “stoichiometric” ratio).
The sensor output voltage alters in a large step
at this point, the ECU using the signal change
as a reference point and correcting the inlet
air/fuel mixture accordingly by altering the fuel
injector pulse width.
12In addition, the ECU senses battery
voltage, incorporates diagnostic capabilities,
and can both receive and transmit information
by way of the diagnostic connector, thus
permitting engine diagnosis and tuning by
Vauxhall’s TECH1, test equipment.
Motronic system
13The Motronic type is available in several
different versions, depending on model. The
system is under the overall control of the
Motronic engine management system (Chapter
5), which also controls the ignition timing.
14Fuel is supplied from the rear-mounted
fuel tank by an electric fuel pump mounted
under the rear of the vehicle, through a
pressure regulator, to the fuel rail. The fuel rail
acts as a reservoir for the four fuel injectors,
which inject fuel into the cylinder inlet tracts,
upstream of the inlet valves. On SOHC
engines, the fuel injectors receive an electrical
pulse once per crankshaft revolution, which
operates all four injectors simultaneously. On
DOHC engines, sequential fuel injection is
used, whereby each injector receives an
individual electrical pulse allowing the four
injectors to operate independently, which
enables finer control of the fuel supply to each
cylinder. The duration of the electrical pulse
determines the quantity of fuel-injected, and
pulse duration is computed by the Motronic
module, based on the information received
from the various sensors.15On SOHC engines, inlet air passes from
the air cleaner through a vane type airflow
meter, before passing to the cylinder inlet
tracts through the throttle valve. A flap in the
vane airflow meter is deflected in proportion
to the airflow; this deflection is converted into
an electrical signal, and passed to the
Motronic module. A potentiometer screw
located on the airflow meter provides the
means of idle mixture adjustment, by altering
the reference voltage supplied to the Motronic
module.
16On DOHC engines, inlet air passes from
the air cleaner through a hot wire type air
mass meter, before passing to the cylinder
inlet tracts through a two-stage throttle body
assembly. The electrical current required to
maintain the temperature of the hot wire in the
air mass meter is directly proportional to the
mass flow rate of the air trying to cool it. The
current is converted into a signal, which is
passed to the Motronic module. The throttle
body contains two throttle valves that open
progressively, allowing high torque at part
throttle, and full-throttle, high-speed
“breathing” capacity. A potentiometer screw
located on the air mass meter provides the
means of idle mixture adjustment, by altering
the reference voltage supplied to the Motronic
module.
17A throttle position sensor enables the
Motronic module to compute the throttle
position, and on certain models, its rate of
change. Extra fuel can thus be provided for
acceleration when the throttle is opened
suddenly. Information from the throttle
position sensor is also used to cut off the fuel
supply on the overrun, thus improving fuel
economy and reducing exhaust gas
emissions.
18Idle speed is controlled by a variable-
orifice solenoid valve, which regulates the
amount of air bypassing the throttle valve. The
valve is controlled by the Motronic module;
there is no provision for direct adjustment of
the idle speed.
19Additional sensors inform the Motronic
module of engine coolant temperature, air
temperature, and on models fitted with a
catalytic converter, exhaust gas oxygen
content.
20A fuel filter is incorporated in the fuel
supply line, to ensure that the fuel supplied to
the injectors is clean.
21A fuel pump cut-off relay is controlled by
the Motronic module, which cuts the power to
the fuel pump should the engine stop with the
ignition switched on, if there is an accident. All
1993-onwards models equipped with
Motronic systems, have their fuel pump
located inside the fuel tank.
22The later M2.8 system is basically the
same as the earlier M2.5 system apart from
the following:
a)Hot Film Mass Airflow Meter - The hot
wire type unit used previously is replaced
on the M2.8 system by a hot film mass
airflow meter. The operation is the sameexcept that a thin, electrically heated plate
rather than a wire is used. The plate is
maintained at a constant temperature by
electric current as the inlet air mass
passing over the plate tries to cool it. The
current required to maintain the
temperature of the plate is directly
proportional to the mass flow rate of the
inlet air. The current is converted to a
signal that is passed to the Motronic
module.
b)Inlet Air Temperature Sensor -The sensor
is located in the hose between the hot
film mass airflow meter and the air cleaner
for precise monitoring of inlet air
temperature. Signals from the sensor are
used in conjunction with other sensors to
indicate the occurrence of a hot start
condition. The Motronic module then
interprets these signals to alter injector
duration accordingly.
c)Throttle Valve Potentiometer -On the
M2.8 system a throttle valve
potentiometer replaces the throttle valve
switch used previously.
Simtec system
23An increased amount of electronic
components are used 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.
24The 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).
25The ignition coil is replaced by a dual
spark ignition coil, which is switched directly
by the output stages in the control unit.
26A 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.
27The ‘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.
28The air inlet temperature sensor (NTC), is
fitted in the air inlet duct between the air
cleaner and the hot mass air flow meter.
29A 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.
30A knock control system is also fitted. This
eliminates the need for octane number
adjustment, as it is performed automatically
through the control unit.
Fuel and exhaust systems - fuel injection models 4B•3

Valves and guidesInletExhaust
Overall length - production (mm):
20 XEJ and C20 XE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105.0105.0
X20 XEV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102.092.0
Overall length - service (mm):
20 XEJ and C20 XE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104.6104.6
X20 XEV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101.791.8
Head diameter (mm):
20 XEJ and C20 XE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33.0 ±0.129.0 ±0.1
X20 XEV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32.0 ±0.129.0 ±0.1
Stem diameter (mm):
20 XEJ and C20 XE
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.955 to 6.9706.945 to 6.960
0.075 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.030 to 7.0457.020 to 7.035
0.150 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.105 to 7.1207.095 to 7.110
0.250 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.205 to 7.2207.195 to 7.210
X20 XEV
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.955 to 5.9705.945 to 5.960
0.075 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.030 to 6.0456.020 to 6.035
0.150 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.105 to 6.1206.095 to 6.110
Valve guide bore (mm):
20 XEJ and C20 XE
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.000 to 7.015
0.075 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.075 to 7.090
0.150 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.150 to 7.165
0.250 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.400 to 7.415
X20 XEV
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.000 to 6.012
0.075 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.075 to 6.090
0.150 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.150 to 6.165
Valve seat angle (all models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44°40’
Lubrication system
Lubricant capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .See Chapter 1 Specifications
Oil pressure at idle (engine warm):
20 XEJ and C20 XE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.5 bar
X20 XEV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.5 bar
Torque wrench settingsNmlbf ft
Note: Use new bolts (or nuts, if applicable), where asterisked (*).
Alternator to cylinder block bracket . . . . . . . . . . . . . . . . . . . . . . . . . . . .3526
Brake servo line to inlet manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2015
Camshaft bearing cap to cylinder head (M6) . . . . . . . . . . . . . . . . . . . . .107
Camshaft bearing cap to cylinder head (M8) . . . . . . . . . . . . . . . . . . . . .2015
Camshaft bearing cap to head (X20 XEV) . . . . . . . . . . . . . . . . . . . . . . .86
Camshaft pulley to camshaft (1993-on models):
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5037
Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Angle tighten by 60°
Stage 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Angle tighten by 15°
Coolant pipe to cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2015
Cover to cylinder head (M6 bolts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
Cover to cylinder head (M8 nuts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2216
Cover to exhaust manifold (X20 XEV) . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Crankshaft pulse pick-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
Exhaust manifold to cylinder head * . . . . . . . . . . . . . . . . . . . . . . . . . . . .2216
Exhaust pipe to adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129
Inlet manifold support to cylinder block . . . . . . . . . . . . . . . . . . . . . . . . .2518
Intermediate shaft bracket to cylinder block . . . . . . . . . . . . . . . . . . . . .5541
Knock sensor to cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2014
Oil cooler lines to adapter/oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . .3022
Oil filter to oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1511
Oil dipstick flange to cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
Oil pump safety valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3022
Oil pump, threaded adapter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2317
Power steering pump to support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
Spark plug lead cover to cylinder head cover:
20 XEJ and C20 XE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
X 20 XEV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64
2B•2DOHC engine procedures

18 SV, C18 NZ, 20 NE, C20 NE and 20 SEH:
New belt, cold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.5
New belt, warm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.5
Used belt, cold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.5
Used belt, warm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.0
Valves and guidesInletExhaust
Overall length - production (mm):
14 NV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105.0105.0
16 SV, X 16 SZ and C16 NZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101.5101.5
C16 NZ2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104.2104.2
18 SV, C18 NZ, 20 NE, C20 NE and 20 SEH . . . . . . . . . . . . . . . . . . .104.2104.0
Overall length - service (mm):
14 NV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104.6104.6
16 SV, X 16 SZ and C16 NZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101.1101.1
C16 NZ2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103.8103.8
18 SV, C18 NZ, 20 NE, C20 NE and 20 SEH . . . . . . . . . . . . . . . . . . .103.8103.6
Head diameter (mm):
14 NV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33.029.0
16 SV, X 16 SZ, C16 NZ and C16 NZ2 . . . . . . . . . . . . . . . . . . . . . . . .38.031.0
18 SV, C18 NZ, 20 NE, C20 NE and 20 SEH . . . . . . . . . . . . . . . . . . .41.836.5
Stem diameter (mm), (all engines):
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.998 to 7.0126.978 to 6.992
0.075 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.073 to 7.0877.053 to 7.067
0.150 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.148 to 7.1627.128 to 7.142
0.250 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.248 to 7.2627.228 to 7.242
Valve guide bore (mm), (all engines):
Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.030 to 7.050
0.075 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.105 to 7.125
0.150 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.180 to 7.200
0.250 mm oversize . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.280 to 7.300
Valve clearance in guide (mm), (all engines):
Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.018 to 0.052
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.038 to 0.072
Valve seat angle:
All models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44º
Valve clearances:
All models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Automatic adjustment by hydraulic lifters
Flywheel
Maximum permissible lateral run-out of starter ring gear (all models) . .0.5 mm
Refinishing limit -maximum depth of material that may be removed
from clutch friction surface (all models) . . . . . . . . . . . . . . . . . . . . . . .0.3 mm
Lubrication system
Lubricant type/specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .See Lubricants and fluids in “Weekly checks”
Lubricant capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .See Chapter 1 Specifications
Oil pump clearances:
Inner-to-outer gear teeth clearance (backlash) (all models) . . . . . . . .0.0 to 0.2 mm
Gear-to-housing clearance (endfloat):
14 NV, 16 SV, C16 NZ and X 16 SZ . . . . . . . . . . . . . . . . . . . . . . . .0.08 to 0.15 mm
C16 NZ2, 18 SV, C18 NZ, 20 NE, C20 NE and 20 SEH . . . . . . . . .0.03 to 0.10 mm
Oil pressure at idle (engine warm) (all models) . . . . . . . . . . . . . . . . . . . .1.5 bar (21.8 lbf/in2
)
Torque wrench settingsNmlbf ft
Note:Use new bolts where asterisked (*). The torque settings stated for the cylinder head are only applicable to latest specification bolts, available
from Vauxhall. Earlier type or alternative make, head bolts may require different torques. Consult your supplier.
Air inlet pre-heat to exhaust manifold . . . . . . . . . . . . . . . . . . . . . . . . . .86
Alternator and inlet manifold to brackets:
1.4 and 1.6 litre, (except C16 NZ2) . . . . . . . . . . . . . . . . . . . . . . . . . . .2015
C16 NZ2, 1.8 and 2.0 litre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1813
Alternator to bracket (M8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3022
Alternator to bracket (M10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4030
Alternator to shackle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
Big-end bearing cap: *
1.4 and 1.6 litre, (except C16 NZ2)
Stage 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2518
Stage 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Angle tighten by 30º
SOHC engine procedures 2A•5
2A

Tools and Working Facilities REF•7
REF
Special tools
The tools in this list are those which are not
used regularly, are expensive to buy, or which
need to be used in accordance with their
manufacturers’ instructions. Unless relatively
difficult mechanical jobs are undertaken
frequently, it will not be economic to buy
many of these tools. Where this is the case,
you could consider clubbing together with
friends (or joining a motorists’ club) to make a
joint purchase, or borrowing the tools against
a deposit from a local garage or tool hire
specialist. It is worth noting that many of the
larger DIY superstores now carry a large
range of special tools for hire at modest rates.
The following list contains only those tools
and instruments freely available to the public,
and not those special tools produced by the
vehicle manufacturer specifically for its dealer
network. You will find occasional references
to these manufacturers’ special tools in the
text of this manual. Generally, an alternative
method of doing the job without the vehicle
manufacturers’ special tool is given. However,
sometimes there is no alternative to using
them. Where this is the case and the relevant
tool cannot be bought or borrowed, you will
have to entrust the work to a dealer.
MValve spring compressor
MValve grinding tool
MPiston ring compressor
MPiston ring removal/installation tool
MCylinder bore hone
MBalljoint separator
MCoil spring compressors (where applicable)
MTwo/three-legged hub and bearing puller
MImpact screwdriver
MMicrometer and/or vernier calipers
MDial gauge
MStroboscopic timing light
MDwell angle meter/tachometer
MUniversal electrical multi-meter
MCylinder compression gauge
MHand-operated vacuum pump and gauge
MClutch plate alignment set
MBrake shoe steady spring cup removal tool
MBush and bearing removal/installation set
MStud extractors
MTap and die set
MLifting tackle
MTrolley jack
Buying tools
Reputable motor accessory shops and
superstores often offer excellent quality tools
at discount prices, so it pays to shop around.
Remember, you don’t have to buy the most
expensive items on the shelf, but it is always
advisable to steer clear of the very cheap
tools. Beware of ‘bargains’ offered on market
stalls or at car boot sales. There are plenty of
good tools around at reasonable prices, but
always aim to purchase items which meet the
relevant national safety standards. If in doubt,
ask the proprietor or manager of the shop for
advice before making a purchase.
Care and maintenance of tools
Having purchased a reasonable tool kit, it is
necessary to keep the tools in a clean and
serviceable condition. After use, always wipe
off any dirt, grease and metal particles using a
clean, dry cloth, before putting the tools away.
Never leave them lying around after they have
been used. A simple tool rack on the garage
or workshop wall for items such as
screwdrivers and pliers is a good idea. Store
all normal spanners and sockets in a metal
box. Any measuring instruments, gauges,
meters, etc, must be carefully stored where
they cannot be damaged or become rusty.
Take a little care when tools are used.
Hammer heads inevitably become marked,
and screwdrivers lose the keen edge on their
blades from time to time. A little timely
attention with emery cloth or a file will soon
restore items like this to a good finish.
Working facilities
Not to be forgotten when discussing tools
is the workshop itself. If anything more than
routine maintenance is to be carried out, a
suitable working area becomes essential.
It is appreciated that many an owner-
mechanic is forced by circumstances to
remove an engine or similar item without the
benefit of a garage or workshop. Having done
this, any repairs should always be done under
the cover of a roof.
Wherever possible, any dismantling should
be done on a clean, flat workbench or table at
a suitable working height.
Any workbench needs a vice; one with a jaw
opening of 100 mm is suitable for most jobs.
As mentioned previously, some clean dry
storage space is also required for tools, as well
as for any lubricants, cleaning fluids, touch-up
paints etc, which become necessary.
Another item which may be required, and
which has a much more general usage, is an
electric drill with a chuck capacity of at least 8
mm. This, together with a good range of twist
drills, is virtually essential for fitting
accessories.
Last, but not least, always keep a supply of
old newspapers and clean, lint-free rags
available, and try to keep any working area as
clean as possible.
Stroboscopic timing light Stud extractor setCompression tester
Dial test indicator (“dial gauge”)Micrometer set