1998 OPEL FRONTERA ECO mode

6E–45 ENGINE DRIVEABILITY AND EMISSIONS
060RW218
Menu
The following table shows, which functions are used
the available equipment versions.
060RW228
DTC Modes
060RW229
On OBD passenger cars there are five options available
in Tech 2 DTC mode to display the enhanced information
available. A description of the new modes, DTC Info
follows. After selecting DTC, the following menu
appears:
DTC Info
Freeze Frame
Fail Records (not all applications)
Clear Info

6E–68
ENGINE DRIVEABILITY AND EMISSIONS
Exhaust Gas Recirculation (EGR)
Diagnosis (For except EXPORT and
SOUTH AFRICA)
Pintle position error diagnosis is covered by DTC P0402,
P0404, P1404, P0405, P0406. If EGR diagnostic trouble
codes P0402, P0404, P1404, P0405, P0406 are
encountered, refer to the DTC charts.
Engine Tech 2 Data Definitions and
Ranges
A/C CLUTCH – Tech 2 Displays ON or OFF –
Indicates whether the PCM has commanded the A/C
clutch ON. Used in A/C system diagnostic.
A/C REQUEST — Tech 2 Displays YES or NO —
Indicates the state of the A/C request input circuit from the
HVAC controls. The PCM uses the A/C request signal to
determine whether A/C compressor operation is being
requested.
AIR/FUEL RATIO — Tech 2 Range 0.0-25.5 —
Air/fuel ratio indicates the PCM commanded value. In
closed loop, the air/fuel ratio should normally be
displayed around “14.2-14.7.” A lower air/fuel ratio
indicates a richer commanded mixture, which may be
seen during power enrichment or TWC protection modes.
A higher air/fuel ratio indicates a leaner commanded
mixture. This can be seen during deceleration fuel mode.
BAROMETRIC PRESSURE — Tech 2 Range 10-105
kPa/0.00-5.00 Volts —
The barometric pressure reading is determined from the
MAP sensor signal monitored during key up and wide
open throttle (WOT) conditions. The barometric pressure
is used to compensate for altitude differences and is
normally displayed around “61-104” depending on
altitude and barometric pressure.
CHECK TRANS LAMP — AUTO TRANSMISSION —
Indicates the need to check for a DTC with the Tech 2
when the lamp is flashing 0.2 seconds ON and 0.2
seconds OFF.
CMP ACT. COUNTER – Cam Position Activity
DECEL FUEL MODE — Tech 2 Display ACTIVE or
INACTIVE —
“ACTIVE” displayed indicates that the PCM has detected
conditions appropriate to operate in deceleration fuel
mode. The PCM will command the deceleration fuel
mode when it detects a closed throttle position while the
vehicle is traveling over 20 mph. While in the deceleration
fuel delivered by entering open loop and decreasing the
injector pulse width.
DESIRED EGR POS. — Tech 2 Range 0%-100% —
Represents the EGR pintle position that the PCM is
commanding.
DESIRED IDLE — Tech 2 Range 0-3187 RPM —
The idle speed that the PCM is commanding. The PCM
will compensate for various engine loads based on engine
coolant temperature, to keep the engine at the desired
speed.ECT — (Engine Coolant Temperature) Tech 2
Range –40
C to 151C (–40F to 304F) —
The engine coolant temperature (ECT) is mounted in the
coolant stream and sends engine temperature
information to the PCM. The PCM applies 5 volts to the
ECT sensor circuit. The sensor is a thermistor which
changes internal resistance as temperature changes.
When the sensor is cold (high resistance), the PCM
monitors a high signal voltage and interprets that as a cold
engine. As the sensor warms (decreasing resistance),
the voltage signal will decrease and the PCM will interpret
the lower voltage as a warm engine.
EGR DUTY CYCLE — Tech 2 Range 0%-100% —
Represents the EGR valve driver PWM signal from the
PCM. A duty cycle of 0% indicates that no EGR flow is
being commanded; a 100% duty cycle indicates
maximum EGR flow commanded.
EGR FEEDBACK — Tech 2 Range 0.00-5.00 Volts —
Indicates the EGR pintle position sensor signal voltage
being monitored by the PCM. A low voltage indicates a
fully extended pintle (closed valve); a voltage near 5 volts
indicates a retracted pintle (open valve).
ENGINE LOAD — Tech 2 Range 0%-100% —
Engine load is calculated by the PCM from engine speed
and MAF sensor readings. Engine load should increase
with an increase in RPM or air flow.
ENGINE RUN TIME — Tech 2 Range
00:00:00-99:99:99 Hrs:Min:Sec —
Indicates the time elapsed since the engine was started.
If the engine is stopped, engine run time will be reset to
00:00:00.
ENGINE SPEED — Range 0-9999 RPM —
Engine speed is computed by the PCM from the 58X
reference input. It should remain close to desired idle
under various engine loads with engine idling.
FUEL PUMP — Tech 2 Displays ON or OFF —
Indicates the PCM commanded state of the fuel pump
relay driver circuit.
FUEL TRIM CELL — Tech 2 Range 0-21 —
The fuel trim cell is dependent upon engine speed and
MAF sensor readings. A plot of RPM vs. MAF is divided
into 22 cells. Fuel trim cell indicates which cell is currently
active.
FUEL TRIM LEARN — Tech 2 Displays NO or YES
—
When conditions are appropriate for enabling long term
fuel trim corrections, fuel trim learn will display “YES.”
This indicates that the long term fuel trim is responding to
the short term fuel trim. If the fuel trim learn displays
“NO,” then long term fuel trim will not respond to changes
in short term fuel trim.
HO2S BANK 1, SEN. 1 — Tech 2 Range 0-1132 mV
—
Represents the fuel control exhaust oxygen sensor
output voltage. Should fluctuate constantly within a range
between 10 mV (lean exhaust) and 1000 mV (rich
exhaust) while operating in closed loop.

6E–69 ENGINE DRIVEABILITY AND EMISSIONS
HO2S BANK2, SEN. 1—Tech 2 Range 0-1132 mV—
Represents the fuel control exhaust oxygen sensor
output voltage. Should fluctuate constantly within a range
between 10mV (lean exhaust) and 1000 mV (rich
exhaust) while operating in closed loop.
HO2S BANK 1, SEN. 1—Tech 2 Displays NOT
READY or READY—
Indicates the status of the exhaust oxygen sensor. The
Tech 2 will indicate that the exhaust oxygen sensor is
ready when the PCM detects a fluctuating HO2S voltage
sufficient to allow closed loop operation. This will not
occur unless the exhaust oxygen sensor is warmed up.
HO2S BANK 2, SEN. 1 — Tech 2 Displays NOT
READY or READY —
Indicates the status of the exhaust oxygen sensor. The
Tech 2 will indicate that the exhaust oxygen sensor is
ready when the PCM detects a fluctuating HO2S voltage
sufficient to allow closed loop operation. This will not
occur unless the exhaust oxygen sensor is warmed up.
HO2S WARM UP TIME BANK 1, SEN. 1/BANK 2
SEN. 1 — Tech 2 Range 00:00:00-99:99:99
HRS:MIN:SEC —
Indicates warm-up time for each HO2S. The HO2S
warm-up time is used for the HO2S heater test. The PCM
will run the heater test only after a cold start (determined
by engine coolant and intake air temperature at the time
of start-up) and only once during an ignition cycle. When
the engine is started the PCM will monitor the HO2S
voltage. When the HO2S voltage indicates a sufficiently
active sensor, the PCM looks at how much time has
elapsed since start-up. If the PCM determines that too
much time was required for the HO2S to become active,
a DTC will set. If the engine was warm when started,
HO2S warm-up will the display “00:00:00”.
IAC POSITION — Tech 2 Range 0-255 Counts —
Displays the commanded position of the idle air control
pintle in counts. A larger number of counts means that
more air is being commanded through the idle air
passage. Idle air control should respond fairly quickly to
changes in engine load to maintain desired idle RPM.
IAT (INTAKE AIR TEMPERATURE) — Tech 2 Range
–40
C to 151C (–40F to 304F) —
The PCM converts the resistance of the intake air
temperature sensor to degrees. Intake air temperature
(IAT) is used by the PCM to adjust fuel delivery and spark
timing according to incoming air density.
IGNITION 1 — Tech 2 Range 0-25.5 Volts —
This represents the system voltage measured by the
PCM at its ignition feed.
INJ. PULSE BANK 1/INJ. PULSE BANK 2 — Tech 2
Range 0-1000 msec. —
Indicates the amount of time the PCM is commanding
each injector “ON” during each engine cycle. A longer
injector pulse width will cause more fuel to be delivered.
Injector pulse width should increase with increased
engine load.KS NOISE CHANNEL (Knock Sensor) —
Indicates the output from the KS noise channel. There is
always some electrical noise in an engine compartment
and to avoid mistaking this as engine knock, the output
from the knock sensor is compared to the output from the
noise channel. A knock condition is not set unless the
knock sensor output is greater than the noise channel
output.
LONG TERM FUEL TRIM BANK 1/BANK 2 —
The long term fuel trim is derived from the short term fuel
trim values and represents a long term correction of fuel
delivery for the bank in question. A value of 0% indicates
that fuel delivery requires no compensation to maintain
the PCM commanded air/fuel ratio. A negative value
significantly below 0% indicates that the fuel system is
rich and fuel delivery is being reduced (decreased injector
pulse width). A positive value significantly greater than
0% indicates that a lean condition exists and the PCM is
compensating by adding fuel (increased injector pulse
width). Because long term fuel trim tends to follow short
term fuel trim, a value in the negative range due to
canister purge at idle should not be considered unusual.
Fuel trim values at maximum authority may indicate an
excessively rich or lean system.
LOOP STATUS — Tech 2 Displays OPEN or
CLOSED —
“CLOSED” indicates that the PCM is controlling fuel
delivery according to oxygen sensor voltage. In “OPEN”
the PCM ignores the oxygen sensor voltage and bases
the amount of fuel to be delivered on TP sensor, engine
coolant, and MAF sensor inputs only.
MAF — Tech 2 Range 0.0-512 gm/s —
MAF (mass air flow) is the MAF input frequency
converted to grams of air per second. This indicates the
amount of air entering the engine.
MAP — Tech 2 Range 10-105 kPa (0.00-4.97 Volts)
—
The manifold absolute pressure (MAP) sensor measures
the change in the intake manifold pressure from engine
load, EGR flow, and speed changes. As intake manifold
pressure increases, intake vacuum decreases, resulting
in a higher MAP sensor voltage and kPa reading. The
MAP sensor signal is used to monitor intake manifold
pressure changes during the EGR flow test, to update the
BARO reading, and as an enabling factor for several of
the diagnostics.
MIL — Tech 2 Displays ON or OFF —
Indicates the PCM commanded state of the malfunction
indicator lamp.
POWER ENRICHMENT — Tech 2 Displays ACTIVE
or INACTIVE —
“ACTIVE” displayed indicates that the PCM has detected
conditions appropriate to operate in power enrichment
mode. The PCM will command power enrichment mode
when a large increase in throttle position and load is
detected. While in power enrichment mode, the PCM will
increase the amount of fuel delivered by entering open
loop and increasing the injector pulse width. This is done
to prevent a possible sag or hesitation from occurring
during acceleration.

6E–71 ENGINE DRIVEABILITY AND EMISSIONS
3.2/3.5L V-6 Engine
Te c h 2
Parameter
Data ListUnits
DisplayedTypical Data
Values (IDLE)Typical Data
Va l u e s
(2500 RPM)Refer To
A/C ClutchEngineOn/OffOffOffGeneral Description and
Operation, A/C Clutch
Circuit Operation
A/C RequestEngineYe s / N oNoNoGeneral Description and
Operation, A/C Request
Signal
Air/Fuel RatioEngineRatio: _ to
114.714.7General Description and
Operation, Fuel System
Metering Purpose
Barometric
PressureEnginekPa61-104 (depends
on altitude and
barometric)61-104 (depends
on altitude and
barometric)General Description and
Operation
CMP Act.
Counter (Cam
Position Activity)EngineCounts0-255, always
increasing0-255, always
increasingDTC P0341 and P0342
Decel Fuel
ModeEngineActive/Inac
tiveInactiveInactiveGeneral Description and
Operation, Deceleration
Mode
Desired EGR
PositionEnginePercent0%0%General Description and
Operation, EGR Pintle
Position Sensor
Desired IdleEngineRPM750—General Description and
Operation, Idle Air Control
(IAC) Valve
ECT (Engine
Coolant Temp)EngineDegrees C,
Degrees F80-100C
(176-212
F)
80-100C
(176-212
F)
General Description and
Operation, Engine Coolant
Temperature (ECT) Sensor
EGR Closed
Valve Pintle
PositionEngineSteps20-4020-40General Description and
Operation, EGR Pintle
Position Sensor
EGR Duty CycleEnginePercent0%0%General Description and
Operation, Linear EGR
Operation and Results of
Incorrect Operation
EGR FeedbackEngineVo l t s0.45-0.800.45-0.80—
EGR
NormalizedEnginePercent0%0%—
Engine LoadEnginePercent2.0% - 5.5%8.0% - 16.0%General Description and
Operation, Mass Air Flow
(MAF) Sensor
Time From StartEngineSecVaries. Resets at
each engine
start.Varies. Resets at
each engine
start.
—
Engine SpeedEngineRPMWithin –50 to
+100 of “Desired
Idle”Actual engine
speedDTCs: P1508, P1509
Fuel PumpEngineOn/OffOnOnEngine Fuel
HO2S Bank 1
Sen.1 (millivolts)O2 Sensor
DataMillivolts50-950 changing
quickly50-950, always
changing quicklyGeneral Description and
Operation, Fuel control
HO2S

6E–72
ENGINE DRIVEABILITY AND EMISSIONS
Te c h 2
ParameterRefer To Typical Data
Va l u e s
(2500 RPM) Typical Data
Values (IDLE) Units
Displayed Data List
HO2S Bank 2
Sen.1 (millivolts)O2 Sensor
DataMillivolts50-950 changing
quickly50-950 changing
quicklyGeneral Description and
Operation, Fuel Control
HO2S
HO2S Bank 1
Sen.1
(ready/not
ready)O2 Sensor
DataReady
Ye s / N oReady
Ye sReady
Ye sGeneral Description and
Operation, Fuel Control
HO2S; DTC: P0135
HO2S Bank 2
Sen.1
(ready/not
ready)O2 Sensor
DataReady
Ye s / N oReady
Ye sReady
Ye sGeneral Description and
Operation, Fuel Control
HO2S
HO2S Warm-Up
Time Bank 1
Sen.1O2 Sensor
DataSeconds25-4525-45General Description and
Operation, Fuel Control
HO2S
HO2S Warm-Up
Time Bank 2
Sen.1O2 Sensor
DataSeconds25-4525-45General Description and
Operation, Fuel Control
HO2S
IAT (Intake Air
Te m p )EngineDegrees C,
Degrees F0-100C,
depends on
underhood0-80C, depends
on underhoodGeneral Description and
Operation, Intake Air
Temperature (IAT) Sensor
Ignition VoltageEngineVo l t s12.8-14.112.8-14.1General Description and
Operation, Electronic
Ignition System
Inj. Pulse Bank
1EngineMillisecond
s2.0-4.02.5-4.0General Description, Fuel
Metering, Fuel Injector
Inj. Pulse Bank
2EngineMillisecond
s2.0-4.02.5-4.0General Description, Fuel
Metering, Fuel Injector
KS Noise
Channel (Knock
Sensor)EngineVo l t s0.10-0.400.50-1.75General Description and
Operation, Knock Sensor
Purpose and Operation;
DTCs: P0352, P0327
Loop StatusEngineOpen/Clos
edClosedClosedGeneral Description and
Operation, Fuel Metering
System; DTCs:
P0125-P0155
MAF (Mass Air
Flow)EngineGrams per
second2.85-6.659.5-16.5General Description and
Operation, MAF; DTCs:
P101, P0102, P0103
MAP kPa
(Manifold
Absolute
Pressure)EngineKilopascals
——
General Description and
Operation, Manifold
Absolute Pressure (MAP)
Sensor; DTCs: P0106,
P0107, P0108
MILEngineOn/OffOffOffOn-Board Diagnostic
System Check
Power
EnrichmentEngineInactive/Ac
tiveInactiveInactiveGeneral Description and
Operation, Acceleration
Mode
Spark
(Advance)EngineDegrees
Before Top
Dead
Center15-2234-44General Description and
Operation, Electronic
Ignition System

6E–78
ENGINE DRIVEABILITY AND EMISSIONS
Malfunction Indicator Lamp (MIL) “ON” Steady
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
21. Ignition “OFF,” disconnect PCM.
2. Ignition “ON,” observe the MIL (Service Engine
Soon lamp).
Is the MIL “ON?”
—Go to Step 3Go to Step 5
31. Ignition “OFF,” disconnect the instrument panel
cluster.
2. Check the MIL driver circuit between the PCM and
the instrument panel cluster for a short to ground.
3. If a problem is found, repair as necessary.
Was the MIL driver circuit shorted to ground?
—
Go to OBD
System
Check
Go to Step 4
4Replace the instrument panel cluster.
Is the action complete?
—
Go to OBD
System
Check
—
51. Ignition “OFF,” reconnect the PCM.
2. Using Tech 2, select “Output Miscellaneous Test”
and command the MIL “OFF.”
Did the MIL turn “OFF?”
—
Go to OBD
System
Check
Go to Step 6
6Replace the PCM.
IMPORTANT:The replacement PCM must be
programmed. Refer to
UBS 98model year Immobilizer
Workshop Manual.
Is the action complete?—
Go to OBD
System
Check
—

6E–87 ENGINE DRIVEABILITY AND EMISSIONS
Fuel System Electrical Test
StepNo Ye s Va l u e ( s ) Action
9Check for short or open between the PCM and the fuel
pump relay.
Was a problem found?
—Verify repairGo to Step 10
101. Check the fuel pump relay circuit for a poor terminal
connection at the PCM.
2. If a problem is found, replace terminal as necessary.
Was a problem found?
—Verify repairGo to Step 11
11Replace the PCM.
IMPORTANT:The replacement PCM must be
programmed. Refer to
UBS 98model year Immobilizer
Workshop Manual.
Is the action complete?—Verify repair—
121. Reconnect the fuel pump relay.
2. Disconnect the fuel pump electrical connector at the
fuel tank.
3. Using a test light connected to ground, probe the
fuel pump feed wire (harness side).
4. Command the fuel pump “ON” with Tech 2.
Did the light illuminate for 2 seconds?
—Go to Step 15Go to Step 13
131. Honk the horn to verify that the horn relay is
functioning.
2. Substitute the horn relay for the fuel pump relay.
3. Leave the test light connected as in step 12.
4. Command the fuel pump “ON” with Tech 2.
Did the test light illuminate for 2 seconds when the fuel
pump was commanded “ON?”
—Go to Step 17Go to Step 14
141. Re-connect the horn relay in its proper location.
2. Check for a short circuit, blown fuse or open circuit
between the relay and the fuel tank.
Is the action complete?
—Verify repair—
151. With the fuel pump electrical connector at the fuel
tank disconnected, connect a test light between the
feed wire and the ground wire (harness side).
2. Command the fuel pump “ON” with Tech 2.
Did the test light illuminate for 2 seconds?
—Go to Step 18Go to Step 16
16Repair the open circuit in the fuel pump ground wire.
Is the action complete?
—Verify repair—
171. Re-connect the horn relay in its proper location.
2. Replace the fuel pump relay.
Is the action complete?
—Verify repair—
18Replace the fuel pump.
Is the action complete?
—Verify repair—

6E–89 ENGINE DRIVEABILITY AND EMISSIONS
The valve or valve seat within the fuel pressure
regulator.
The fuel injector(s).
4. Fuel pressure that drops off during acceleration,
cruise, or hard cornering may case a lean condition.
A lean condition can cause a loss of power, surging,
or misfire. A lean condition can be diagnosed using
a Tech II Tech 2. If an extremely lean condition
occurs, the oxygen sensor(s) will stop toggling. The
oxygen sensor output voltage(s) will drop below 500
mV. Also, the fuel injector pulse width will increase.
IMPORTANT:Make sure the fuel system is not
operating in the “Fuel Cut-Off Mode.”
When the engine is at idle, the manifold pressure is
low (high vacuum). This low pressure (high vacuum)
is applied to the fuel pressure regulator diaphragm.
The low pressure (high vacuum) will offset the
pressure being applied to the fuel pressure regulator
diaphragm by the spring inside the fuel pressure
regulator. When this happens, the result is lower fuel
pressure. The fuel pressure at idle will vary slightly as
the barometric pressure changes, but the fuel
pressure at idle should always be less than the fuel
pressure noted in step 2 with the engine “OFF.”
16.Check the spark plug associated with a particular
fuel injector for fouling or saturation in order to
determine if that particular fuel injector is leaking. If
checking the spark plug associated with a particular
fuel injector for fouling or saturation does not
determine that a particular fuel injector is leaking,
use the following procedure:
Remove the fuel rail, but leave the fuel lines and
injectors connected to the fuel rail. Refer to
Fuel Rail
Assembly
in On-Vehicle Service.
Lift the fuel rail just enough to leave the fuel injector
nozzles in the fuel injector ports.
CAUTION: In order to reduce the risk of fire and
personal injury that may result from fuel spraying on
the engine, verify that the fuel rail is positioned over
the fuel injector ports and verify that the fuel injector
retaining clips are intact.
Pressurize the fuel system by connecting a 10 amp
fused jumper between B+ and the fuel pump relay
connector.
Visually and physically inspect the fuel injector
nozzles for leaks.
17.A rich condition may result from the fuel pressure
being above 376 kPa (55 psi). A rich condition may
cause a DTC P0132 or a DTC P0172 to set.
Driveability conditions associated with rich
conditions can include hard starting (followed by
black smoke) and a strong sulfur smell in the
exhaust.20.This test determines if the high fuel pressure is due
to a restricted fuel return line or if the high fuel
pressure is due to a faulty fuel pressure regulator.
21.A lean condition may result from fuel pressure
below 333 kPa (48 psi). A lean condition may
cause a DTC P0131 or a DTC P0171 to set.
Driveability conditions associated with lean
conditions can include hard starting (when the
engine is cold ), hesitation, poor driveability, lack of
power, surging , and misfiring.
22.Restricting the fuel return line causes the fuel
pressure to rise above the regulated fuel pressure.
Command the fuel pump “ON” with Tech 2. The fuel
pressure should rise above 376 kPa (55 psi) as the
fuel return line becomes partially closed.
NOTE: Do not allow the fuel pressure to exceed 414 kPa
( 6 0 p s i ) . F u e l p r e s s u r e i n e x c e s s o f 4 1 4 k P a ( 6 0 p s i ) m a y
damage the fuel pressure regulator.
CAUTION: To reduce the risk of fire and personal
injury:
It is necessary to relieve fuel system pressure
before connecting a fuel pressure gauge. Refer to
Fuel Pressure Relief Procedure, below.
A small amount of fuel may be released when
disconnecting the fuel lines. Cover fuel line
fittings with a shop towel before disconnecting, to
catch any fuel that may leak out. Place the towel in
an approved container when the disconnect is
completed.
Fuel Pressure Relief Procedure
1. Remove the fuel cap.
2. Remove the fuel pump relay from the underhood
relay center.
3. Start the engine and allow it to stall.
4. Crank the engine for an additional 3 seconds.
Fuel Gauge Installation
1. Remove the shoulder fitting cap.
2. Install fuel gauge 5-8840-0378-0 to the fuel feed line
located in front of and above the right side valve train
cover.
3. Reinstall the fuel pump relay.