1998 OPEL FRONTERA fuel pressure

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–80
ENGINE DRIVEABILITY AND EMISSIONS
Circuit Description
The electronic Ignition system uses a coil-at-plug method
of spark distribution. In this type of ignition system, the
powertrain control module (PCM) triggers the correct
driver inside the ignition coil, which then triggers the
correct ignition coil based on the 58X signal received from
the crankshaft position sensor (CKP). The spark plug
connected to the coil fires when the ICM opens the ground
circuit for the coil’s primary circuit.
During crank, the PCM monitors the CKP 58X signal. The
CKP signal is used to determine which cylinder will fire
first. After the CKP 58X signal has been processed by the
PCM, it will command all six injectors to allow a priming
shot of fuel for all the cylinders. After the priming, the
injectors are left “OFF” during the next six 58X 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 PCM. The CMP signal allows the
PCM to operate the injectors sequentially based on
camshaft position. If the camshaft position signal is not
present at start-up, the PCM will begin sequential fuel
delivery with a 1-in-6 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 wire
broken inside the insulation. Check for the following
items:
Poor connection or damaged harness – Inspect the
PCM harness and connectors for improper mating,
broken locks, improperly formed or damaged
terminals, poor terminal-to-wire connection, and
damaged harness.
Faulty engine coolant temperature sensor – Using
Tech 2, compare engine coolant temperature with
intake air temperature on a completely cool engine.
Engine coolant temperature should be within 10
C of
intake air temperature. If not, replace the ECT sensor.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
5. An obvious cause of low fuel pressure would be an
empty fuel tank.
6. 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.
7. A blinking test light verifies that the PCM is
monitoring the 58X crankshaft reference signal and
is capable of activating the injectors. If there is an
open or shorted driver circuit, DTCs 201-206 should
be set.
19.By using a spark tester, each ignition coil’s ability to
produce 25,000 volts is verified.
25.If there is an open or shorted driver circuit, DTCs
201-206 should be set. All six injector driver circuits
can be checked at one time without removing the
intake manifold if a 5-8840-2636-0 test light is
available. This is the alternative procedure:
With the ignition “OFF,” disconnect the gray
connector located at the rear of the air filter, attached
to a bracket on the purge canister.
Connect test light 5-8840-2636-0 to the connector.
Do any of the light constantly illuminate or fail to blink
when the engine is cranked? If so, repair the short or
open circuit, or replace the PCM if indicated.
This procedure only tests the driver circuit as far as the
test connection, so step 31 is added to test the circuit all
the way to the injector.

6E–81 ENGINE DRIVEABILITY AND EMISSIONS
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 ignition coil fuse, the 15 A engine fuse,
and the 30 A PCM 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—
41. Ignition “OFF,” install a fuel pressure gauge at the
test fitting on the fuel supply line in the engine
compartment. (Use a shop cloth to absorb any fuel
leakage while making the connection.)
2. Ignition “ON,” observe the fuel pressure.
Is the fuel pressure within the specified values, and
does it hold steady?
285-376 kPa
(43-55 psi)
Go to Step 6Go to Step 5
5Is any fuel pressure indicated?
—
Go to Fuel
System
Electrical TestGo to Fuel
System
Diagnosis
6Install an injector switch box to the injector test
connector, and attempt to operate the injector.
Did the fuel pressure drop when the injector is
operated?
—Go to Step 7Go to Step 12
7Install an injector test light at the #2 cylinder injector
harness connector.
Does the light blink when the engine is cranked?
—Go to Step 8Go to Step 18
81. Ignition “ON.”
2. While the coil connectors are disconnected, touch
each coil connector’s ignition feed terminal with a
grounded test light (the ignition feed wire is black
with orange tracer).
Did the test light illuminate?
—Go to Step 10Go to Step 9
9Repair the open ignition feed circuit.
Is the action complete?
—Verify repair—
10While the coil connectors are disconnected, touch
each connector’s secondary ground terminal with a
test light to B+. (The ground wires are black.)
Did the test light illuminate at each coil connector?
—Go to Step 12Go to Step 11
11Repair the open secondary ground circuit.
Is the action complete?
—Verify repair—
121. Test the fuel for contamination.
2. If a problem is found, clean the fuel system and
correct the contaminated fuel condition as
necessary. Replace the fuel filter and replace any
injectors that are not delivering fuel (see Injector
Balance Test).
Was a problem found?
—Verify repairGo to Step 13

6E–85 ENGINE DRIVEABILITY AND EMISSIONS
Fuel System Electrical Test
D06RW101
Circuit Description
When the ignition switch is first turned “ON,” the
powertrain control module (PCM) energizes the fuel
pump relay which applies power to the in-tank fuel pump.
The fuel pump relay will remain “ON” as long as the
engine is running or cranking and the PCM is receiving
58X crankshaft position pulses. If no 58X crankshaft
position pulses are present, the PCM de-energizes the
fuel pump relay within 2 seconds after the ignition is
turned “ON” or the engine is stopped.
The fuel pump delivers fuel to the fuel rail and injectors,
then to the fuel pressure regulator. The fuel pressure
regulator controls fuel pressure by allowing excess fuel to
be returned to the fuel tank. With the engine stopped and
ignition “ON,” the fuel pump can be turned “ON” by using a
command by Tech 2.
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
PCM 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 fuel pump is operating but incorrect pressure is
noted, the fuel pump wiring is OK and the “Fuel
System Pressure Test” chart should be used for
diagnosis.

6E–86
ENGINE DRIVEABILITY AND EMISSIONS
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.
Fuel System Electrical Test
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. Read the “Caution” above.
2. Relieve the fuel system pressure and install the fuel
pump pressure gauge to the test fitting.
3. Use Tech 2 to command the fuel pump “ON.”
Is there an immediate pressure build-up which
indicates the pump is running?
—Go to Step 3Go to Step 4
31. Verify that the pump is not running by removing the
fuel filler cap and listening.
2. Command the pump “ON” with Tech 2.
Did the pump turn “OFF” after 2 seconds?
—
Te s t
completed
Go to Step 12
41. Ignition “OFF.”
2. Remove the fuel pump relay.
3. Using a test light connected to ground, probe the
battery feed to the relay.
Did the light illuminate?
—Go to Step 6Go to Step 5
5Repair short or open battery feed to fuel pump relay.
Is the action complete?
—Verify repair—
61. Connect a test light between the two wires that
connect to the fuel pump relay pull-in coil.
2. Ignition “ON.”
Did the test light illuminate for 2 seconds and then turn
off?
—Go to Step 12Go to Step 7
71. With a test light connected to battery (–), probe the
fuel pump relay connector at the wire which runs
from the relay pull-in coil to the PCM.
2. Ignition “ON.”
Did the test light illuminate for 2 seconds and then turn
off?
—Go to Step 8Go to Step 9
8Locate and repair open in the fuel pump relay ground
circuit.
Is the action complete?
—Verify repair—

6E–88
ENGINE DRIVEABILITY AND EMISSIONS
Fuel System Diagnosis
140RW020
Legend
(1) Fuel Filler Cap
(2) Fuel Tank
(3) Rollover Valve
(4) Fuel Pump and Sender Assembly
(5) Fuel Filter
(6) Fuel Rail Right
(7) Right Bank(8) Fuel Rail Left
(9) Left Bank
(10) Fuel Pressure Control Valve
(11) Common Chamber
(12) Duty Solenoid Valve
(13) Throttle Valve
(14) Canister
(15) Evapo Shut Off Valve
Circuit Description
When the ignition switch is turned “ON,” the powertrain
control module (PCM) will turn “ON” the in-tank fuel
pump. The in-tank fuel pump will remain “ON” as long as
the engine is cranking or running and the PCM is receiving
58X crankshaft position pulses. If there are no 58X
crankshaft position pulses, the PCM will turn the in-tank
fuel pump “OFF” 2 seconds after the ignition switch is
turned “ON” or 2 seconds after the engine stops running.
The in-tank fuel pump is an electric pump within an
integral reservoir. The in-tank fuel pump supplies fuel
through an in-line fuel filter to the fuel rail assembly. The
fuel pump is designed to provide fuel at a pressure above
the pressure needed by the fuel injectors. A fuel pressure
regulator, attached to the fuel rail, keeps the fuel available
to the fuel injectors at a regulated pressure. Unused fuel
is returned to the fuel tank by a separate fuel return line.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
2. Connect the fuel pressure gauge to the fuel feed line
as shown in the fuel system illustration. Wrap a
shop towel around the fuel pressure connection in
order to absorb any fuel leakage that may occur
when installing the fuel pressure gauge. With the
ignition switch “ON” and the fuel pump running, the
fuel pressure indicated by the fuel pressure gauge
should be 333-376 kPa (48-55 psi). This pressure
is controlled by the amount of pressure the spring
inside the fuel pressure regulator can provide.
3. A fuel system that cannot maintain a constant fuel
pressure has a leak in one or more of the following
areas:
The fuel pump check valve.
The fuel pump flex line.