1998 OPEL FRONTERA ECU

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–1 4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
4JX1–TC 3.0L ENGINE
DRIVEABILITY AND EMISSIONS
CONTENTS
Specification 6E–7. . . . . . . . . . . . . . . . . . . . . . . . . .
Tightening Specifications 6E–7. . . . . . . . . . . . . . .
Diagrams and Schematics 6E–8. . . . . . . . . . . . . . . .
ECM Wiring Diagram (1 of 6) 6E–8. . . . . . . . . . . .
ECM Wiring Diagram (2 of 6) 6E–9. . . . . . . . . . . .
ECM Wiring Diagram (3 of 6) 6E–10. . . . . . . . . . . .
ECM Wiring Diagram (4 of 6) 6E–11. . . . . . . . . . . .
ECM Wiring Diagram (5 of 6) 6E–12. . . . . . . . . . . .
ECM Wiring Diagram (6 of 6) 6E–13. . . . . . . . . . . .
ECM Pinouts 6E–14. . . . . . . . . . . . . . . . . . . . . . . . . . .
ECM Pinout Table, 32-Way Connector – J1
RED – Upper 6E–14. . . . . . . . . . . . . . . . . . . . . . . . .
ECM Pinout Table, 32-Way Connector – J1
RED – Lower 6E–15. . . . . . . . . . . . . . . . . . . . . . . . .
ECM Pinout Table, 32-Way Connector – J2
BLUE – Upper 6E–16. . . . . . . . . . . . . . . . . . . . . . . .
ECM Pinout Table, 32-Way Connector – J2
BLUE – Lower 6E–17. . . . . . . . . . . . . . . . . . . . . . . .
ECM Pinout Table, 5-Way Connector – J3 6E–18
Component Locator 6E–19. . . . . . . . . . . . . . . . . . . . .
Sensors and Miscellaneous Component
Locators 6E–21. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Abbreviations Charts 6E–23. . . . . . . . . . . . . . . . . . . .
Diagnosis 6E–24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Strategy-Based Diagnostics 6E–24. . . . . . . . . . . . .
Strategy-Based Diagnostics 6E–24. . . . . . . . . . . . .
DTC Stored 6E–24. . . . . . . . . . . . . . . . . . . . . . . . . . .
No DTC 6E–24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
No Matching Symptom 6E–24. . . . . . . . . . . . . . . . .
Intermittents 6E–24. . . . . . . . . . . . . . . . . . . . . . . . . .
No Trouble Found 6E–24. . . . . . . . . . . . . . . . . . . . .
Verifying Vehicle Repair 6E–24. . . . . . . . . . . . . . . .
General Service Information 6E–25. . . . . . . . . . . . . .
Serviceability Issues 6E–25. . . . . . . . . . . . . . . . . . .
Visual/Physical Engine Compartment
Inspection 6E–25. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Basic Knowledge of Tools Required 6E–25. . . . . .
Serial Data Communications 6E–25. . . . . . . . . . . . . .
Class II Serial Data Communications 6E–25. . . . .
On-Board Diagnostic (OBD) 6E–25. . . . . . . . . . . . . .
On-Board Diagnostic Tests 6E–25. . . . . . . . . . . . .
Comprehensive Component Monitor
Diagnostic Operation 6E–25. . . . . . . . . . . . . . . . . .
Common OBD Terms 6E–26. . . . . . . . . . . . . . . . . .
The Diagnostic Executive 6E–26. . . . . . . . . . . . . . .
DTC Types 6E–26. . . . . . . . . . . . . . . . . . . . . . . . . . .
Verifying Vehicle Repair 6E–27. . . . . . . . . . . . . . . . Reading Flash Diagnostic Trouble Codes 6E–27.
Reading Diagnostic Trouble Codes Using
a TECH 2 6E–28. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tech 2 Scan Tool 6E–29. . . . . . . . . . . . . . . . . . . . . .
Getting Started 6E–30. . . . . . . . . . . . . . . . . . . . . . . .
DTC Modes 6E–32. . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC Information Mode 6E–32. . . . . . . . . . . . . . . . .
Injector Test 6E–32. . . . . . . . . . . . . . . . . . . . . . . . . .
EGR Valve Test 6E–32. . . . . . . . . . . . . . . . . . . . . . .
Rail Pressure Control Valve Test 6E–32. . . . . . . . .
Injector Balance Test 6E–32. . . . . . . . . . . . . . . . . . .
Data Programming in Case of ECM Change 6E–32
Rail Pressure Sensor Programming 6E–33. . . . . .
Injector Group Sign Programming
(Injector Change) 6E–33. . . . . . . . . . . . . . . . . . . . .
On-Board Diagnostic (OBD) System Check 6E–35.
Circuit Description 6E–37. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E–37. . . . . . . . . . . . . . . . . . . . . . . .
Engine Control Module ECM Diagnosis 6E–39. . . .
Multiple ECM Information Sensor DTCS Set 6E–39
Circuit Description 6E–39. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E–39. . . . . . . . . . . . . . . . . . . . . . . .
EGR (Exhaust Gas Recirculation) Diagnosis 6E–41
Tech 2 Data Definitions and Ranges 6E–41. . . . . . .
Typical Scan Data Values 6E–41. . . . . . . . . . . . . . . .
Test Conditions 6E–41. . . . . . . . . . . . . . . . . . . . . . . .
4JX1-TC Engine (Automatic and Manual
Transmission) 6E–42. . . . . . . . . . . . . . . . . . . . . . . .
No Malfunction Indicator Lamp (MIL) 6E–44. . . . . . .
Circuit Description 6E–44. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E–44. . . . . . . . . . . . . . . . . . . . . . . .
Malfunction Indicator Lamp (MIL) “ON”
Steady 6E–47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Circuit description 6E–47. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E–47. . . . . . . . . . . . . . . . . . . . . . . .
Engine Cranks But Will Not Run 6E–49. . . . . . . . . . .
Circuit Description 6E–49. . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 6E–49. . . . . . . . . . . . . . . . . . . . . . . .
Exhaust Gas Recirculation (EGR) System
Check 6E–52. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Circuit Description 6E–52. . . . . . . . . . . . . . . . . . . . .
ECM Diagnostic Trouble Codes 6E–54. . . . . . . . . . .
ECM Diagnostic Trouble Codes 6E–54. . . . . . . . .
Diagnostic Trouble Code (DTC) P0107
(Flash DTC 34)
MAP Sensor Circuit Low Voltage 6E–56. . . . . . . . . .

6E–25 4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
General Service Information
Serviceability Issues
Non-OEM Parts
All of the OBD diagnostics have been calibrated to run
with OEM parts. Accordingly, if commercially sold sensor
or switch is installed, it makes a wrong diagnosis and turn
on the MIL (“Check Engine” lamp).
Aftermarket electronics, such as cellular phones,
stereos, and anti-theft devices, may radiate EMI into the
control system if they are improperly installed. This may
cause a false sensor reading and turn on the MIL (“Check
Engine” lamp).
Poor Vehicle Maintenance
The sensitivity of OBD diagnostics will cause the MIL
(“Check Engine” lamp) to turn on if the vehicle is not
maintained properly. Restricted oil filters, fuel filters, and
crankcase deposits due to lack of oil changes or improper
oil viscosity can trigger actual vehicle faults that were not
previously monitored prior to OBD. Poor vehicle
maintenance can not be classified as a “non-vehicle
fault”, but with the sensitivity of OBD diagnostics, vehicle
maintenance schedules must be more closely followed.
Related System Faults
Many of the OBD system diagnostics will not run if the
ECM detects a fault on a related system or component.
Visual/Physical Engine Compartment
Inspection
Perform a careful visual and physical engine
compartment inspection when performing any diagnostic
procedure or diagnosing the cause of an emission test
failure. This can often lead to repairing a problem without
further steps. Use the following guidelines when
performing a visual/physical inspection:
Inspect all vacuum hoses for punches, cuts,
disconnects, and correct routing.
Inspect hoses that are difficult to see behind other
components.
Inspect all wires in the engine compartment for proper
connections, burned or chafed spots, pinched wires,
contact with sharp edges or contact with hot exhaust
manifolds or pipes.
Basic Knowledge of Tools Required
NOTE: Lack of basic knowledge of this powertrain when
performing diagnostic procedures could result in an
incorrect diagnosis or damage to powertrain
components. Do not attempt to diagnose a powertrain
problem without this basic knowledge.
A basic understanding of hand tools is necessary to effec-
tively use this section of the Service Manual.
Serial Data Communications
Class II Serial Data Communications
This vehicle utilizes the “Class II” communication system.
Each bit of information can have one of two lengths: longor short. This allows vehicle wiring to be reduced by
transmitting and receiving multiple signals over a single
wire. The messages carried on Class II data streams are
also prioritized. If two messages attempt to establish
communications on the data line at the same time, only
the message with higher priority will continue. The device
with the lower priority message must wait.
On this vehicle the Tech 2 displays the actual values for
vehicle parameters. It will not be necessary to perform
any conversions from coded values to actual values.
On-Board Diagnostic (OBD)
On-Board Diagnostic Tests
A diagnostic test is a series of steps, the result of which is
a pass or fail reported to the diagnostic executive. When
a diagnostic test reports a pass result, the diagnostic
executive records the following data:
The diagnostic test has been completed since the last
ignition cycle.
The diagnostic test has passed during the current
ignition cycle.
The fault identified by the diagnostic test is not
currently active.
When a diagnostic test reports a fail result, the diagnostic
executive records the following data:
The diagnostic test has been completed since the last
ignition cycle.
The fault identified by the diagnostic test is currently
active.
The fault has been active during this ignition cycle.
The operating conditions at the time of the failure.
Comprehensive Component Monitor
Diagnostic Operation
Comprehensive component monitoring diagnostics are
required to operate engine properly.
Input Components:
Input components are monitored for circuit continuity and
out-of-range values. This includes rationality checking.
Rationality checking refers to indicating a fault when the
signal from a sensor does not seem reasonable. Accel
Position (AP) sensor that indicates high throttle position
at low engine loads or MAP voltage. Input components
may include, but are not limited to the following sensors:
Intake Air Temperature (IAT) Sensor
Crankshaft Position (CKP) Sensor
Intake throttle Position (ITP) Sensor
Engine Coolant Temperature (ECT) Sensor
Camshaft Position (CMP) Sensor
Manifold absolute Pressure (MAP) Sensor
Accel Position Sensor
Fuel Temp Sensor
Rail Pressure Sensor
Oil Temp Sensor
EGR Pressure Sensor
Vehicle Speed Sensor

6E–26
4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
Output Components:
Output components are diagnosed for proper response to
control module commands. Components where
functional monitoring is not feasible will be monitored for
circuit continuity and out-of-range values if applicable.
Output components to be monitored include, but are not
limited to, the following circuit:
EGR VSV
EGR EVRV
Electronic Transmission controls
Injector
Intake throttle
Glow plug
MIL control
Refer to ECM and Sensors in General Descriptions.
Passive and Active Diagnostic Tests
A passive test is a diagnostic test which simply monitors a
vehicle system or component. Conversely, an active test,
actually takes some sort of action when performing
diagnostic functions, often in response to a failed passive
test.
Intrusive Diagnostic Tests
This is any on-board test run by the Diagnostic
Management System which may have an effect on
vehicle performance or emission levels.
Warm-Up Cycle
A warm-up cycle means that engine at temperature must
reach a minimum of 70
C (160F) and rise at least 22C
(40
F) over the course of a trip.
Freeze Frame
Freeze Frame is an element of the Diagnostic
Management System which stores various vehicle
information at the moment an emissions-related fault is
stored in memory and when the MIL is commanded on.
These data can help to identify the cause of a fault. Refer
to
Storing And Erasing Freeze Fame Data for more
detailed information.
Failure Records
Failure Records data is an enhancement of the OBD
Freeze Frame feature. Failure Records store the same
vehicle information as does Freeze Frame, but it will store
that information for any fault which is stored in on-board
memory, while Freeze Frame stores information only for
emission-related faults that command the MIL on.
Common OBD Terms
Diagnostic
When used as a noun, the word diagnostic refers to any
on-board test run by the vehicle’s Diagnostic
Management System. A diagnostic is simply a test run on
a system or component to determine if the system or
component is operating according to specification. There
are many diagnostics, shown in the following list:
EGR
engine speed
vehicle speed
ECT
MAP
VSV
IAT
ITP
AP
FT (Fuel Temp)
RP (Rail Pressure)
OT (Oil Temp)
EGR EVRV
Idle SW
Brake SW
The Diagnostic Executive
The Diagnostic Executive is a unique segment of
software which is designed to coordinate and prioritize
the diagnostic procedures as well as define the protocol
for recording and displaying their results. The main
responsibilities of the Diagnostic Executive are listed as
follows:
Commanding the MIL (“Check Engine” lamp) on and
off
DTC logging and clearing
Freeze Frame data for the first emission related DTC
recorded
Current status information on each diagnostic
Diagnostic Information
The diagnostic charts and functional checks are designed
to locate a faulty circuit or component through a process
of logical decisions. The charts are prepared with the
requirement that the vehicle functioned correctly at the
time of assembly and that there are not multiple faults
present.
There is a continuous self-diagnosis on certain control
functions. This diagnostic capability is complemented by
the diagnostic procedures contained in this manual. The
language of communicating the source of the malfunction
is a system of diagnostic trouble codes. When a
malfunction is detected by the control module, a
diagnostic trouble code is set and the Malfunction
Indicator Lamp (MIL) (“Check Engine” lamp) is
illuminated.
Malfunction Indicator Lamp (MIL)
The Malfunction Indicator Lamp (MIL) looks the same as
the MIL you are already familiar with “Check Engine”
lamp.
Basically, the MIL is turned on when the ECM detects a
DTC that will impact the vehicle emissions.
When the MIL remains “ON” while the engine is
running, or when a malfunction is suspected due to a
driveability or emissions problem, a Powertrain
On-Board Diagnostic (OBD) System Check must be
performed. The procedures for these checks are
given in On-Board Diagnostic (OBD) System Check.
These checks will expose faults which may not be
detected if other diagnostics are performed first.
DTC Types
Characteristic of Code

6E–28
4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
in the ECM’s memory, the DTC(s) will be output from the
lowest to the highest, with each DTC being displayed
three times.
The DTC display will continue as long as the DLC is
shorted.
Reading Diagnostic Trouble Codes Using
a TECH 2
The procedure for reading diagnostic trouble code(s) is to
used a diagnostic Tech 2. When reading DTC(s), follow
instructions supplied by Tech 2 manufacturer.
For the 1998 model year, Isuzu dealer service
departments will continue to use Tech 2.
Clearing Diagnostic Trouble Codes
IMPORTANT:Do not clear DTCs unless directed to do
so by the service information provided for each diagnostic
procedure. When DTCs are cleared, the Freeze Frame
and Failure Record data which may help diagnose an
intermittent fault will also be erased from memory.
If the fault that caused the DTC to be stored into memory
has been corrected, the Diagnostic Executive will begin to
count the “warm-up” cycles with no further faults
detected, the DTC will automatically be cleared from the
ECM memory.To clear Diagnostic Trouble Codes (DTCs), use the Tech
2 “clear DTCs” or “clear information” function. When
clearing DTCs follow instructions supplied by the Tech 2
manufacturer.
When a Tech 2 is not available, DTCs can also be cleared
by disconnecting
one of the following sources for at least
thirty (30) seconds.
NOTE: To prevent system damage, the ignition key must
be “OFF” when disconnecting or reconnecting battery
power.
The power source to the control module. Examples:
fuse, pigtail at battery ECM connectors etc.
The negative battery cable. (Disconnecting the
negative battery cable will result in the loss of other
on-board memory data, such as preset radio tuning).
060RW169

6E–31 4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
060RW120
Menu
The following table shows, which functions are used
the available equipment versions.
F0: Diagnostic Trouble Codes
F0: Read DTC Info Ordered By Priority
F1: Read DTC Info As Stored By ECU
F2: Clear DTC Information
F3: Freeze Frame / Failure Records
F1: Data Display
F2: Snapshot
F3: Actuator Tests
F0: Checklight
F1: Glow Time Lamp
F2: EGR Switching Valve
F3: Exhaust Switching Valve 1
F4: Exhaust Switching Valve 2
F4: Miscellaneous Tests
F0: Throttle Motor Control
F1: Rail Pressure Control
F2: EGR Regulating Valve Control
F3: Rail Pressure Control Valve
F4: Injector Balance Test
F5: Programming
F0: Injector Calibration
(F1: Rail Pressure Calibration)

6E–33 4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
Tech–2 must be used. After ECM change, the recorded
group sign should be programmed. Oil pressure sensor
data also should be programmed.
Group Sign Confirmation Procedure
1 Connect Tech–2 to vehicle DLC.
2 Turn Ignition Switch to the “ON” position.
3 Select “DIAGNOSIS” from the main menu.
4 Select programming.
5 Select Read/store Trim Data.
6 Confirm and record the group sign of injector.
ECM Change
Programming Procedure for Injector Group Sign
1 Connect Tech–2 to vehicle DLC.
2 Turn Ignition Switch to the “ON” position.
3 Select “DIAGNOSIS” from the main menu.
4 Select programming.
5 Select ECM change.
6 Select cylinder.
7 Program Injector Group Sign.
8 Confirm the completion of Injector programming.
Programming Procedure for Oil Pressure Sensor
1 Connect Tech–2 to vehicle DLC.
2 Turn Ignition Switch to the “ON” position.
3 Select “DIAGNOSIS” from the main menu.
4 Select programming.
Rail Pressure Sensor Programming
Rail pressure sensor replacement must be programmed.
This programming needs Tech–2.
Programing Procedure
1. Connect Tech–2 to vehicle DLC.
2. Turn Ignition Switch to the “ON” position.
3. Select “DIAGNOSIS” from the main menu.
4. Select Programming.
5. Select Oil Pressure Sensor change.
6. Execute Oil Pressure Sensor Program.
7. Confirm the completion of Oil Pressure Sensor
Program.
Injector Group Sign Programming (Injector
Change)
In case of Injector change, injector group sign must be
programmed.
This programming needs Tech–2.
Programing Procedure
1. Connect Tech–2 to vehicle DLC.
2. Turn Ignition Switch to the “ON” position.
3. Select “DIAGNOSIS” from the main menu.
4. Select Programming.
5. Select Injector change.
6. Select the cylinder changed.
7. Appoint and select Injector Group Sign.
8. Confirm the completion of Injector programming.

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