1998 OPEL FRONTERA lock

6D – 6 ENGINE ELECTRICAL
RELATION BETWEEN STARTER SWITCH AND STARTER
M
Key
PositionB1 B2 ACCIG1 IG2 ST
LOCKKey
Removed
Inserted OFF
ACC
ON
START
BSBattery
5 +-
2
16
3
4
Legend
(1) Starter Switch
(2) To Generator
(3) To QOS4 Control(4) Starter Relay
(5) Magnetic Switch
(6) Battery
065RW036

ENGINE ELECTRICAL 6D – 13
Pinion
1) Check by hand to see if the pinion rotates smoothly
in the dirve direction, or if it is locked when it is
rotated reversely.
If not, replace the pinion.
Yoke assembly
1) Check the magnet inside the yoke.
Replace the yoke assembly if it is broken.
REASSEMBLY
To install, follow the removal steps in the reverse order,
noting the following points:
Grease application places
1) Gears in reduction gear
2) Shift lever operating portion
3) Sliding potion of pinion
4) Plunger sliding portion of magnetic switch
Pinion jump-out dimension
1) Connect the (+) cable of battery to terminal S and
the (–) cable to terminal M. Turn the switch on, and
measure pinion travel dimension “L” in thrust
direction from the jump-out position.
In measuring the dimension, pull the pinion out a little in
the arrow direction.
Dimension L: 0.3 – 1.5 mm (0.01 – 0.06 in)If the measured value is out of standard, adjust the of
shims.
Legend
(1) Shim
065RW048
S
+
L M
065RW054
1
065RW053

6D – 22 ENGINE ELECTRICAL
1. Using a press with a socket wrench attached,
reassemble rotor and rear end cover assembly in
the front cover.2. Install pulley on the rotor.
Secure the pulley directly in the vise between two
copper plates, and tighten nut to the specified
torque.
Torque: 111 Nꞏm (82 lb ft)
066RS022
066RS010
MAIN DATA AND SPECIFICATIONS
General Specifications
Model LR160-734B LR-170-760
Battery voltage V 12
Rated output A 60 70
Direction of rotation Clockwise
(as viewed from pulley side)
Rated rotation speed rpm 5,000
Maximum speed rpm 18,000

6E–37 4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
D Group
060RW134
Circuit Description
The on-board diagnostic system check is the starting
point for any driveability complaint diagnosis. Before
using this procedure, perform a careful visual/physical
check of the ECM and engine grounds for cleanliness and
tightness.
The on-board diagnostic system check is an organized
approach to identifying a problem created by an
electronic engine control system malfunction.
Diagnostic Aids
An intermittent may be caused by a poor connection,
rubbed-through wire insulation or a wire broken inside the
insulation. Check for poor connections or a damaged
harness. Inspect the ECM harness and connector for
improper mating, broken locks, improperly formed or
damaged terminals, poor terminal-to-wire connection,
and damaged harness.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart:
1. The MIL (“Check Engine” lamp) should be “ON”
steady with the ignition “ON”/engine “OFF.” If not,
Chart A-1 should be used to isolate the malfunction.
2. Checks the Class 2 data circuit and ensures that the
ECM is able to transmit serial data.
3. This test ensures that the ECM is capable of
controlling the MIL (“Check Engine” lamp) and the
MIL (“Check Engine” lamp) driver circuit is not
shorted to ground.
4. If the engine will not start, the
Cranks But Will Not
Run
chart should be used to diagnose the condition.
7. A Tech 2 parameter which is not within the typical
range may help to isolate the area which is causing
the problem.
9. When the ECM is replaced, the characteristic data of
injector and rail pressure sensor should be inputted.

6E–39 4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
Engine Control Module ECM
Diagnosis
To read and clear diagnostic trouble codes, use a Tech 2.
IMPORTANT:Use of a Tech 2 is recommended to clear
diagnostic trouble codes from the ECM memory.
Diagnostic trouble codes can also be cleared by turning
the ignition “OFF” and disconnecting the battery power
from the ECM for 30 seconds. Turning off the ignition and
disconnecting the battery power from the ECM will cause
all diagnostic information in the ECM memory to be
cleared. Therefore, all the diagnostic tests will have to be
re-run.
Since the ECM can have a failure which may affect only
one circuit, following the diagnostic procedures in this
section will determine which circuit has a problem and
where it is.
If a diagnostic chart indicates that the ECM connections
or the ECM is the cause of a problem, and the ECM is
replaced, but this does not correct the problem, one of the
following may be the reason:
There is a problem with the ECM terminal
connections. The terminals may have to be removed
from the connector in order to check them properly.
The problem is intermittent. This means that the
problem is not present at the time the system is being
checked. In this case, refer to the
Symptoms portion
of the manual and make a careful physical inspection
of all components and wiring associated with the
affected system.
There is a shorted solenoid, relay coil, or harness.
Solenoids and relays are turned “ON” and “OFF” by
the ECM using internal electronic switches called
drivers. A shorted solenoid, relay coil, or harness will
not damage the ECM but will cause the solenoid or
relay to be inoperative.
Multiple ECM Information Sensor
DTCS Set
Circuit Description
The Engine Control Module ECM monitors various
sensors to determine the engine operating conditions.
The ECM controls fuel delivery, spark advance,
transmission operation, and emission control device
operation based on the sensor inputs.
The ECM provides a sensor ground to all of the sensors.
The ECM applies 5 volts through a pull-up resistor, and
determines the status of the following sensors by
monitoring the voltage present between the 5-volt supply
and the resistor:
The fuel temperature (FT) sensor
The engine coolant temperature (ECT) sensor
The Intake air temperature (IAT) sensor
The ECM provides the following sensors with a 5-volt
reference and a sensor ground signal:
The Intake throttle position sensor
The manifold absolute pressure sensor
The rail pressure sensor
The accelerator position sensor
The oil temperature sensor
The camshaft position sensor
The crankshaft position sensor
The EGR pressure sensor
The ECM monitors the signals from these sensors in
order to determine their operating status.
Diagnostic Aids
IMPORTANT:Be sure to inspect ECM and engine
grounds for being secure and clean.
A short to voltage in one of the sensor input circuits may
cause one or more of the following DTCs to be set:
P0337
P0342
P1193
P1404
P1405
P1488
IMPORTANT:If a sensor input circuit has been shorted
to voltage, ensure that the sensor is not damaged. A
damaged sensor will continue to indicate a high or low
voltage after the affected circuit has been repaired. If the
sensor has been damaged, replace it.
An open in the sensor ground circuit between the ECM
and the splice will cause one or more of the following
DTCs to be set:
P0337
P0342
P0117
A short to ground in the 5-volt reference A or B circuit will
cause one or more of the following DTCs to be set:
P0112
P0117
P0182
P0197
An open in the 5-volt reference circuit A, between the
ECM and the splice will cause one or more of the following
DTCs to be set:
P0107
P0405
P1194
P0122
An open in the 5-volt reference circuit B, between the
ECM and the splice will cause one or more of the following
DTCs to be set:
P1485
Check for the following conditions:
Poor connection at ECM. Inspect the harness
connectors for backed-out terminals, improper
mating, broken locks, improperly formed or damage
terminals, and a poor terminal-to-wire connection.
Damaged harness. Inspect the wiring harness for
damage. If the harness is not damaged, observe an
affected sensor’s displayed value on the Tech 2 with
the ignition “ON” and the engine “OFF” while you
move the connectors and the wiring harnesses
related to the following sensors:
ECT Sensor

6E–44
4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
No Malfunction Indicator Lamp (MIL)
060RW136
Circuit Description
The “Check Engine” lamp (MIL) should always be
illuminated and steady with the ignition “ON” and the
engine stopped. Ignition feed voltage is supplied to the
MIL bulb through the meter fuse. The Engine Control
Module ECM turns the MIL “ON” by grounding the MIL
driver circuit.
Diagnostic Aids
An intermittent MIL may be cause by a poor connection,
rubbed-through wire insulation, or a wire broken inside
the insulation. Check for the following items:
Inspect the ECM harness and connections for
improper mating, broken locks, improperly formed or
damaged terminals, poor terminal-to-wire
connection, and damaged harness.
If the engine runs OK, check for a faulty light bulb, an
open in the MIL driver circuit, or an open in the
instrument cluster ignition feed.
If the engine cranks but will not run, check for an open
ECM ignition or battery feed, or a poor ECM to engine
ground.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
2. A “No MIL” condition accompanied by a no-start
condition suggests a faulty ECM ignition feed or
battery feed circuit.
9. Using a test light connected to B+, probe each of the
ECM ground terminals to ensure that a good ground
is present. Refer to
ECM Terminal End View for
terminal locations of the ECM ground circuits.
12.In this step, temporarily substitute a known good
relay for the ECM relay. The horn relay is nearby,
and it can be verified as “good” simply by honking
the horn. Replace the horn relay after completing
this step.

6E–47 4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
Malfunction Indicator Lamp (MIL) “ON” Steady
060RW136
Circuit description
The “Check Engine” lamp (MIL) should always be
illuminated and steady with ignition “ON” and the engine
stopped. Ignition feed voltage is supplied directly to the
MIL indicator. The Engine Control Module ECM turns the
MIL “ON” by grounding the MIL driver circuit.
The MIL should not remain “ON” with the engine running
and no DTC(s) set. A steady MIL with the engine running
and no DTC(s) suggests a short to ground in the MIL
driver circuit.
Diagnostic Aids
An intermittent may be caused by a poor connection,
rubbed–through wire insulation, or a wire broken inside
the insulation. Check for the following items:
Poor connection or damaged harness – Inspect the
ECM harness and connectors for improper mating,
broken locks, improperly formed or damaged
terminals, poor terminal-to-wire connection, and
damaged harness.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
2. If the MIL does not remain “ON” when the ECM is
disconnected, the MIL driver wiring is not faulty.
3. If the MIL driver circuit is OK, the instrument panel
cluster is faulty.

6E–49 4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
Engine Cranks But Will Not Run
Circuit Description
In this type of injector system, the Engine Control Module
(ECM) triggers the correct driver inside the injector, which
then triggers the correct injector based on the 57X signal
received from the crankshaft position sensor (CKP).
During crank, the ECM monitors the CKP 57X signal. The
CKP signal is used to determine which cylinder will fire
first. After the CKP 57X signal has been processed by the
ECM, it will command all four injectors to allow a priming
shot of fuel for all the cylinders. After the priming, the
injectors are left “OFF” during the next four 57X reference
pulses from the CKP. This allows each cylinder a chance
to use the fuel from the priming shot. During this waiting
period, a camshaft position (CMP) signal pulse will have
been received by the ECM. The CMP signal allows the
ECM to operate the injectors sequentially based on
camshaft position. If the camshaft position signal is not
present at start-up, the ECM will begin sequential fuel
delivery with a 1-in-4 chance that fuel delivery is correct.
The engine will run without a CMP signal, but will set a
DTC code.
Diagnostic Aids
An intermittent problem may be caused by a poor
connection, rubbed-through wire insulation or a wirebroken inside the insulation. Check for the following
items:
Poor connection or damaged harness – Inspect the
ECM harness and connectors for improper mating,
broken locks, improperly formed or damaged
terminals, poor terminal-to-wore connection, and
damaged harness.
Faulty engine coolant temperature sensor – Using a
Tech 2, compare engine coolant temperature with
manifold air temperature on a completely cool engine.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
4. An obvious cause of low fuel pressure would be an
empty fuel tank.
5. The engine will easily start and run if a few injectors
are disabled. It is not necessary to test all injectors
at this time since this step is only a test to verify that
all of the injectors have not been disabled by fuel
contamination.
8.If there is an open or shorted driver circuit, DTCs
0201-0204 should be set.
Engine Cranks But Will Not Run
StepActionVa l u e ( s )Ye sNo
1Was the “On-Board Diagnostic (OBD) System Check”
performed?
—Go to Step 2
Go to OBD
System
Check
2Check the 15 A injector fuse, the 15 A engine device
fuse, and the 15A ECM fuse.
Was a fuse blown?
—Go to Step 3Go to Step 4
3Check for a short to ground and replace the fuse.
Is the action complete?
—Verify repair—
4Is fuel tank empty?
—
Fill the fuel
tank
Go to Step 5
5Is the right fuel using?
—Go to Step 6
Replace the
fuel
6Is the right engine oil using?
—Go to Step 7
Replace the
engine oil
7Using the Tech–2.
Is DTC P0192 or P0193 set? (Check rail pressure
system)
—
Go to DTC
P0192 or
DTC P0193
Go to Step 8
8Using the Tech–2.
Is DTC P0201 – P0204 set? (Check inject circuit fault)
—
Go to DTC
P0201 –
P0204
Go to Step 9
9Using the Tech–2.
Is DTC P1657 set? (Check ECM Main relay)
—
Go to DTC
P1657
Go to Step 10