1998 OPEL FRONTERA check oil

6E–61 ENGINE DRIVEABILITY AND EMISSIONS
An erratic voltage reading (large fluctuations in
voltage that do not stabilize) indicates an
intermittent connection within the fuel injector.
5. Injector Specifications:
Highest Acceptable
Voltage Reading
Above/Below 35
C/10C
(95
F/50F)
Acceptable Subtracted
Va l u e
9.5 Volts0.6 Volts
7. The Fuel Injector Balance Test portion of this chart
(Step 7 through Step 11) checks the mechanical
(fuel delivery) portion of the fuel injector. An engine
cool-down period of 10 minutes is necessary in
order to avoid irregular fuel pressure readings due
to “Hot Soak” fuel boiling.
Injector Coil Test Procedure (Steps 1-6) and Injector Balance Test Procedure (Steps 7-11)
R262001
CYLINDER123456
1st Reading (1)296 kPa
(43 psi)296 kPa
(43 psi)296 kPa
(43 psi)296 kPa
(43 psi)296 kPa
(43 psi)296 kPa
(43 psi)
2nd Reading (2)131 kPa
(19 psi)11 7 k P a
(17 psi)124 kPa
(18 psi)145 kPa
(21 psi)131 kPa
(19 psi)130 kPa
(19 psi)
Amount of Drop (1st
Reading–2nd Reading)165 kPa
(24 psi)179 kPa
(26 psi)172 kPa
(25 psi)151 kPa
(22 psi)165 kPa
(24 psi)166 kPa
(24 psi)
Av.drop = 166 kPa/24 psi
10 kPa/1.5 psi
= 156 – 176 kPa or
22.5 – 25.5 psi
OKFaulty, Rich
(Too Much
Fuel Drop)OKFaulty, Lean
(Too Little
Fuel Drop)OKOK
NOTE: These figures are examples only.

6E–62
ENGINE DRIVEABILITY AND EMISSIONS
Injector Coil Test Procedure (Steps 1-6) and Injector Balance Test Procedure
(Steps 7-11)
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. Turn the engine “OFF.”
NOTE: In order to prevent flooding of a single cylinder
and possible engine damage, relieve the fuel pressure
before performing the fuel injector coil test procedure.
2. Relieve the fuel pressure. Refer to
Test Description
Number 2.
3. Connect the 5-8840-2638-0 Fuel Injector Tester to
B+ and ground, and to the 5-8840-2619-0 Injector
Switch Box.
4. Connect the injector switch box to the grey fuel
injector harness connector located on the front of
the EVAP canister bracket.
5. Set the amperage supply selector switch on the fuel
injector tester to the “Coil Test” 0.5 amp position.
6. Connect the leads from the 5-8840-0285-0 Digital
Voltmeter (DVM) to the injector tester. Refer to the
illustrations associated with the test description.
7. Set the DVM to the tenths scale (0.0).
8. Observe the engine coolant temperature.
Is the engine coolant temperature within the specified
values?
10C (50F)
to 35
C
(95
F)Go to Step 3Go to Step 5
31. Set injector switch box injector #1.
2. Press the “Push to Start Test” button on the fuel
injector tester.
3. Observe the voltage reading on the DVM.
IMPORTANT:The voltage reading may rise during the
test.
4. Record the lowest voltage observed after the first
second of the test.
5. Set the injector switch box to the next injector and
repeat steps 2, 3, and 4.
Did any fuel injector have an erratic voltage reading
(large fluctuations in voltage that did not stabilize) or a
voltage reading outside of the specified values?
5.7-6.6 VGo to Step 4Go to Step 7
4Replace the faulty fuel injector(s). Refer to Fuel
Injector.
Is the action complete?—Go to Step 7—

6E–64
ENGINE DRIVEABILITY AND EMISSIONS
Injector Coil Test Procedure (Steps 1-6) and Injector Balance Test Procedure
(Steps 7-11)
StepNo Ye s Va l u e ( s ) Action
91. Connect the 5-8840-2638-0 Fuel Injector Tester
and 5-8840-2619-0 Injector Switch Box the fuel
injector harness connector.
2. Set the amperage supply selector switch on the fuel
injector tester to the “Balance Test” 0.5–2.5 amp
position.
3. Using the scan tool turn the fuel pump “ON” then
“OFF” in order to pressurize the fuel system.
4. Record the fuel pressure indicated by the fuel
pressure gauge after the fuel pressure stabilizes.
This is the first pressure reading.
5. Energize the fuel injector by depressing the “Push
to Start Test” button on the fuel injector tester.
6. Record the fuel pressure indicated by the fuel
pressure gauge after the fuel pressure gauge
needle has stopped moving. This is the second
pressure reading.
7. Repeat steps 1 through 6 for each fuel injector.
8. Subtract the second pressure reading from the first
pressure reading for one fuel injector. The result is
the pressure drop value.
9. Obtain a pressure drop value for each fuel injector.
10.Add all of the individual pressure drop values. This
is the total pressure drop.
11. Divide the total pressure drop by the number of fuel
injectors. This is the average pressure drop.
Does any fuel injector have a pressure drop value that
is either higher than the average pressure drop or lower
than the average pressure drop by the specified value?
10 kPa
(1.5 psi)
Go to Step 10
Go to OBD
System
Check
10Re-test any fuel injector that does not meet the
specification. Refer to the procedure in step 11.
NOTE: Do not repeat any portion of this test before
running the engine in order to prevent the engine from
flooding.
Does any fuel injector still have a pressure drop value
that is either higher than the average pressure drop or
lower than the average pressure drop by the specified
value?
10 kPa
(1.5 psi)
Go to Step 11
Go to
Symptoms
11Replace the faulty fuel injector(s). Refer to Fuel
Injector.
Is the action complete?—Verify repair—

6E–65 ENGINE DRIVEABILITY AND EMISSIONS
Knock Sensor Diagnosis
The Tech 2 has two data displays available for diagnosing
the knock sensor (KS) system. The two displays are
described as follows:
“Knock Retard” indicates the number of degrees that
the spark timing is being retarded due to a knock
condition.
“KS Noise Channel” indicates the current voltage level
being monitored on the noise channel.
DTCs P0325 and P0327 are designed to diagnose the KS
module, the knock sensor, and the related wiring. The
problems encountered with the KS system should set a
DTC. However, if no DTC was set but the KS system is
suspect because of a detonation complaint, refer to
Detonation/Spark Knock in Symptoms.
Powertrain Control Module (PCM)
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 PCM memory.
Diagnostic trouble codes can also be cleared by turning
the ignition “OFF” and disconnecting the battery power
from the PCM for 30 seconds. Turning off the ignition and
disconnecting the battery power from the PCM will cause
all diagnostic information in the PCM memory to be
cleared. Therefore, all the diagnostic tests will have to be
re-run.
Since the PCM 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 PCM connections
or the PCM is the cause of a problem, and the PCM is
replaced, but this does not correct the problem, one of the
following may be the reason:
There is a problem with the PCM 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 p o r t i o n o f
the manual and make a careful physical inspection of
all component and wiring associated with the affected
system.
There is a shorted solenoid, relay coil, or harness.
S o l e n o i d s a n d r e l a y s a r e t u r n e d “ O N ” a n d “ O F F ” b y t h e
PCM using internal electronic switches called drivers.
A shorted solenoid, relay coil, or harness will not
damage the PCM but will cause the solenoid or relay to
be inoperative.
Multiple PCM Information Sensor
DTCS Set
Circuit Description
The powertrain control module (PCM) monitors various
sensors to determine the engine operating conditions.
The PCM controls fuel delivery, spark advance,
transmission operation, and emission control device
operation based on the sensor inputs.The PCM provides a sensor ground to all of the sensors.
The PCM 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 engine coolant temperature (ETC) sensor
The intake air temperature (IAT) sensor
The transmission fluid temperature (TFT) sensor
The PCM provides the following sensors with a 5-volt
reference and a sensor ground signal:
The exhaust gas recirculating (EGR) pintle position
sensor
The throttle position (TP) sensor
The manifold absolute pressure (MAP) sensor
The PCM monitors the separate feedback signals from
these sensors in order to determine their operating
status.
Diagnostic Aids
IMPORTANT:Be sure to inspect PCM 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:
P0108
P0113
P0118
P0123
P0560
P0712
P0406
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 PCM
and the splice will cause one or more of the following
DTCs to be set:
P0108
P0113
P0118
P0123
P0712
P0406
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:
P0107
P0122
In the 5-volt reference circuit A, between the PCM and the
splice, will cause one or more of the following DTCs to be
set:
P0122
In the 5-volt reference circuit B, between the PCM and the
splice, will cause one or more of the following DTCs to be
set:
P0107
Check for the following conditions:

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–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–105 ENGINE DRIVEABILITY AND EMISSIONS
The engine oil dip stick not fully seated.
The engine oil fill cap loose or missing.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
2. The MAF system performance or “rationality”
diagnostic uses the MAP sensor signal along with
other input to calculate an expected airflow rate that
is then compared to the actual measured airflow
from the MAF sensor. The first few steps of this
table verify that the MAP sensor is working properly.
6. Using Freeze Frame and/or Failure Records data
may aid in locating an intermittent condition. If the
DTC cannot be duplicated, the information included
in the Freeze Frame and/or Failure Records data
can be useful in determining how many miles since
the DTC set. The Fail Counter and Pass Counter
can also be used to determine how many ignition
cycles the diagnostic reported a pass and/or a fail.
Operate the vehicle within the same Freeze Frame
conditions (RPM, load, vehicle speed , temperature,
etc.) that were noted. This will isolate when the
DTC failed.For any test that requires back probing the PCM or
component harness connectors, use the Connector
Test Adapter Kit J 35616-A. Using this kit will
prevent any damage to the harness connector
terminals.
7. Any un-metered air may cause this DTC to set.
Check the PVC system for vacuum leaks. Also
inspect the dip stick for being pulled out. Check the
oil fill cap for being loose.
8. Verifies the signal circuit from the MAF sensor
electrical connector to the PCM.
9. Verifies whether a ground and B+ circuit is available.
10. Checks a signal circuit for an open.
11. Checks for a signal circuit shorted to B+.
DTC P0101 – MAF System Performance
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 “ON,” engine “OFF.”
2. Using a Tech 2, select “MAP” from the Engine 1
Data List.
Is the value displayed greater than the value shown?
85 kPaGo to Step 3Go toStep 13
31. Remove the MAP sensor from the intake manifold
but leave the electrical harness connected.
2. Connect a hand operated vacuum pump to the MAP
sensor.
3. Observe the MAP display while slowly applying
vacuum up to 20” Hg as indicated on the pump
gauge.
Each 1” of vacuum applied should result in a 3 to 4 kPa
drop in the MAP sensor value on the Tech 2 and the
value should change smoothly with each increase in
vacuum.
Did the MAP value change smoothly through the entire
range of the test without any erratic readings?
—Go to Step 13Go to Step 4
4With 20” Hg vacuum applied to the MAP sensor, is the
MAF sensor reading the same or less than the value
shown?
34 kPaGo to Step 5Go to Step 13
5Disconnect the vacuum source from the MAP sensor.
Does the MAP sensor reading return to its original
value?
—Go to Step 6Go to Step 13