1998 OPEL FRONTERA Electrical

6E–335 ENGINE DRIVEABILITY AND EMISSIONS
General Description
General Description (PCM and
Sensors)
58X Reference PCM Input
The powertrain control module (PCM) uses this signal
from the crankshaft position (CKP) sensor to calculate
engine RPM and crankshaft position at all engine speeds.
The PCM also uses the pulses on this circuit to initiate
injector pulses. If the PCM receives no pulses on this
circuit, DTC P0337 will set. The engine will not start and
run without using the 58X reference signal.
A/C Request Signal
This signal tells the PCM when the A/C mode is selected
at the A/C control head. The PCM uses this to adjust the
idle speed before turning “ON” the A/C clutch. The A/C
compressor will be inoperative if this signal is not
available to the PCM.
Refer to
A/C Clutch Circuit Diagnosis for A/C wiring
diagrams and diagnosis for the A/C electrical system.
Crankshaft Position (CKP) Sensor
The crankshaft position (CKP) sensor provides a signal
used by the powertrain control module (PCM) to calculate
the ignition sequence. The CKP sensor initiates the 58X
reference pulses which the PCM uses to calculate RPM
and crankshaft position.
Refer to
Electronic Ignition System for additional
information.
0013
Camshaft Position (CMP) Sensor and
Signal
The camshaft position (CMP) sensor sends a CMP signal
t o t h e P C M . T h e P C M u s e s t h i s s i g n a l a s a “ s y n c p u l s e ” t otrigger the injectors in the proper sequence. The PCM
uses the CMP signal to indicate the position of the #1
piston during its power stroke. This allows the PCM to
calculate true sequential fuel injection (SFI) mode of
operation. If the PCM detects an incorrect CMP signal
while the engine is running, DTC P0341 will set. If the
CMP signal is lost while the engine is running, the fuel
injection system will shift to a calculated sequential fuel
injection mode based on the last fuel injection pulse, and
the engine will continue to run. As long as the fault is
present, the engine can be restarted. It will run in the
calculated sequential mode with a 1-in-6 chance of the
injector sequence being correct.
Refer to
DTC P0341 for further information.
0014
Engine Coolant Temperature (ECT) Sensor
The engine coolant temperature (ECT) sensor is a
thermistor (a resistor which changes value based on
temperature) mounted in the engine coolant stream. Low
coolant temperature produces a high resistance of
100,000 ohms at –40
C (–40F). High temperature
causes a low resistance of 70 ohms at 130
C (266F).
The PCM supplies a 5-volt signal to the ECT sensor
through resistors in the PCM and measures the voltage.
The signal voltage will be high when the engine is cold and
low when the engine is hot. By measuring the voltage, the
PCM calculates the engine coolant temperature. Engine
coolant temperature affects most of the systems that the
PCM controls.
Tech 2 displays engine coolant temperature in degrees.
After engine start-up, the temperature should rise steadily
to about 85
C (185F). It then stabilizes when the
thermostat opens. If the engine has not been run for
several hours (overnight), the engine coolant
temperature and intake air temperature displays should
be close to each other. A hard fault in the engine coolant
sensor circuit will set DTC P0177 or DTC P0118. An
intermittent fault will set a DTC P1114 or P1115.

6E–336
ENGINE DRIVEABILITY AND EMISSIONS
0016
Electrically Erasable Programmable Read
Only Memory (EEPROM)
The electrically erasable programmable read only
memory (EEPROM) is a permanent memory chip that is
physically soldered within the PCM. The EEPROM
contains the program and the calibration information that
the PCM needs to control powertrain operation.
Unlike the PROM used in past applications, the EEPROM
is not replaceable. If the PCM is replaced, the new PCM
will need to be programmed. Equipment containing the
correct program and calibration for the vehicle is required
to program the PCM.
Fuel Control Heated Oxygen Sensors
The fuel control heated oxygen sensors (Bank 1 HO2S 1
and Bank 2 HO2S 1) are mounted in the exhaust stream
where they can monitor the oxygen content of the exhaust
gas. The oxygen present in the exhaust gas reacts with
the sensor to produce a voltage output. This voltage
should constantly fluctuate from approximately 100 mV to
900 mV. The heated oxygen sensor voltage can be
monitored with Tech 2. By monitoring the voltage output
of the oxygen sensor, the PCM calculates the pulse width
command for the injectors to produce the proper
combustion chamber mixture.
Low HO2S voltage is a lean mixture which will result in
a rich command to compensate.
High HO2S voltage is a rich mixture which will result in
a lean command to compensate.
An open Bank 1 HO2S 1 signal circuit will set a DTC
P0134 and Tech 2 will display a constant voltage between
400-500 mV. A constant voltage below 300 mV in the
sensor circuit (circuit grounded) will set DTC P0131. A
constant voltage above 800 mV in the circuit will set DTC
P0132. Faults in the Bank 2 HO2S 1 signal circuit will
cause DTC 0154 (open circuit), DTC P0151 (grounded
circuit), or DTC P0152 (signal voltage high) to set.
0012
Intake Air Temperature (IAT) Sensor
The intake air temperature (IAT) sensor is a thermistor
which changes its resistance based on the temperature of
air entering the engine. Low temperature produces a high
resistance of 100,000 ohms at –40
C (–40F). High
temperature causes low resistance of 70 ohms at 130
C
(266
F) . The PCM supplies a 5-volt signal to the sensor
through a resistor in the PCM and monitors the signal
voltage. The voltage will be high when the incoming air is
cold. The voltage will be low when the incoming air is hot.
By measuring the voltage, the PCM calculates the
incoming air temperature. The IAT sensor signal is used
to adjust spark timing according to the incoming air
density.
Tech 2 displays the temperature of the air entering the
engine. The temperature should read close to the
ambient air temperature when the engine is cold and rise
as underhood temperature increases. If the engine has
not been run for several hours (overnight), the IAT sensor
temperature and engine coolant temperature should read
close to each other. A fault in the IAT sensor circuit will set
DTC P0112 or DTC P0113.

6E–340
ENGINE DRIVEABILITY AND EMISSIONS
the TP sensor is low. As the throttle valve opens, the
output increases so that at wide open throttle (WOT), the
output voltage should be above 4 volts.
The PCM calculates fuel delivery based on throttle valve
angle (driver demand). A broken or loose TP sensor may
cause intermittent bursts of fuel from an injector and
unstable idle because the PCM thinks the throttle is
moving. A hard failure in the TP sensor 5-volt reference
or signal circuits will set a DTC P0123. A hard failure with
the TP sensor ground circuit may set DTC P0123. Once
a DTC is set, the PCM will use an artificial default value
based on engine RPM and mass air flow for the throttle
position, and some vehicle performance will return. A
high idle may result when DTC P0123 is set. The PCM
can also detect a shifted TP sensor. The PCM monitors
throttle position and compares the actual TP sensor
reading to a predicted TP value calculated from engine
speed. If the PCM detects an out-of-range condition,
DTC P0121 will be set.
0021
Transmission Fluid Temperature (TFT)
Sensor
The transmission fluid temperature sensor is a thermistor
which changes its resistance based on the temperature of
the transmission fluid. For a complete description of the
TFT sensor, refer to
4L30-E Automatic Transmission
Diagnosis
.
A failure in the TFT sensor or associated wiring will cause
DTC P0712 or DTC P0713 to set. In this case, engine
coolant temperature will be substituted for the TFT
sensor value and the transmission will operate normally.
Transmission Range Switch
IMPORTANT:The vehicle should not be driven with the
transmission range switch disconnected; idle quality will
be affected.
The four inputs from the transmission range switch
indicate to the PCM which position is selected by the
transmission selector lever. This information is used for
ignition timing, EVAP canister purge, EGR and IAC valve
operation.For more information on the transmission on the
transmission range switch, refer to
4L30-E Automatic
Transmission
.
Vehicle Speed Sensor (VSS)
The PCM determines the speed of the vehicle by
converting a plusing voltage signal from the vehicle speed
sensor (VSS) into miles per hour. The PCM uses this
signal to operate the cruise control, speedometer, and the
TCC and shift solenoids in the transmission. For more
information on the TCC and shift solenoids, refer to
4L30-E Automatic Transmission.
0008
Use of Circuit Testing Tools
Do not use a test light to diagnose the powertrain
electrical systems unless specifically instructed by the
diagnostic procedures. Use Connector Test Adapter Kit J
35616 whenever diagnostic procedures call for probing
connectors.
Aftermarket Electrical and Vacuum
Equipment
Aftermarket (add-on) electrical and vacuum equipment is
defined as any equipment which connects to the vehicle’s
electrical or vacuum systems that is installed on a vehicle
after it leaves the factory. No allowances have been
made in the vehicle design for this type of equipment.
NOTE: No add-on vacuum equipment should be added
to this vehicle.
NOTE: Add-on electrical equipment must only be
connected to the vehicle’s electrical system at the battery
(power and ground).
Add-on electrical equipment, even when installed to
these guidelines, may still cause the powertrain system to
malfunction. This may also include equipment not
connected to the vehicle electrical system such as
portable telephones and radios. Therefore, the first step
in diagnosing any powertrain problem is to eliminate all
aftermarket electrical equipment from the vehicle. After

6E–343 ENGINE DRIVEABILITY AND EMISSIONS
constant measuring and adjusting of the air/fuel ratio, the
fuel injection system is called a “closed loop” system.
The PCM monitors signals from several sensors in order
to determine the fuel needs of the engine. Fuel is
delivered under one of several conditions called “modes.”
All modes are controlled by the PCM.
Fuel Pressure Regulator
The fuel pressure regulator is a diaphragm-operated
relief valve mounted on the fuel rail with fuel pump
pressure on one side and manifold pressure on the other
side. The fuel pressure regulator maintains the fuel
pressure available to the injector at three times
barometric pressure adjusted for engine load. It may be
serviced separate.
If the pressure is too low, poor performance and a DTC
P0131, DTC P0151,DTC P0171 or DTC P1171 will be the
result. If the pressure is too high, excessive odor and/or a
DTC P0132, DTC P0152,DTC P0172 or DTC P0175 will
be the result. Refer to
Fuel System Diagnosis for
information on diagnosing fuel pressure conditions.
0011
Fuel Pump Electrical Circuit
When the key is first turned “ON,” the PCM energizes the
fuel pump relay for two seconds to build up the fuel
pressure quickly. If the engine is not started within two
seconds, the PCM shuts the fuel pump off and waits until
the engine is cranked. When the engine is cranked and
the 58 X crankshaft position signal has been detected by
the PCM, the PCM supplies 12 volts to the fuel pump relay
to energize the electric in-tank fuel pump.
An inoperative fuel pump will cause a “no-start” condition.
A fuel pump which does not provide enough pressure will
result in poor performance.
Fuel Rail
The fuel rail is mounted to the top of the engine and
distributes fuel to the individual injectors. Fuel is
delivered to the fuel inlet tube of the fuel rail by the fuel
lines. The fuel goes through the fuel rail to the fuel
pressure regulator. The fuel pressure regulator maintainsa constant fuel pressure at the injectors. Remaining fuel
is then returned to the fuel tank.
055RW009
Idle Air Control (IAC) Valve
The purpose of the idle air control (IAC) valve is to control
engine idle speed, while preventing stalls due to changes
in engine load. The IAC valve, mounted in the throttle
body, controls bypass air around the throttle plate. By
moving the conical valve (pintle) in (to decrease air flow)
or out (to increase air flow), a controlled amount of air can
move around the throttle plate. If the RPM is too low, the
PCM will retract the IAC pintle, resulting in more air
moving past the throttle plate to increase the RPM. If the
RPM is too high, the PCM will extend the IAC pintle,
allowing less air to move past the throttle plate,
decreasing the RPM.
The IAC pintle valve moves in small steps called counts.
During idle, the proper position of the IAC pintle is
calculated by the PCM based on battery voltage, coolant
temperature, engine load, and engine RPM. If the RPM
drops below a specified value, and the throttle plate is
closed, the PCM senses a near-stall condition. The PCM
will then calculate a new IAC pintle valve position to
prevent stalls.
If the IAC valve is disconnected and reconnected with the
engine running, the idle RPM will be wrong. In this case,
the IAC must be reset. The IAC resets when the key is
cycled “ON” then “OFF.” When servicing the IAC, it
should only be disconnected or connected with the
ignition “OFF.”
The position of the IAC pintle valve affects engine start-up
and the idle characteristics of the vehicle. If the IAC pintle
is fully open, too much air will be allowed into the manifold.
This results in high idle speed, along with possible hard
starting and a lean air/fuel ratio. DTC P0507 or DTC
P1509 may set. If the IAC pintle is stuck closed, too little
air will be allowed in the manifold. This results in a low idle
speed, along with possible hard starting and a rich air/fuel
ratio. DTC P0506 or DTC P1508 may set. If the IAC
pintle is stuck part-way open, the idle may be high or low
and will not respond to changes in the engine load.

6E–345 ENGINE DRIVEABILITY AND EMISSIONS
0014
Crankshaft Position (CKP) Sensor
The crankshaft position (CKP) sensor provides a signal
used by the powertrain control module (PCM) to calculate
the ignition sequence. The sensor initiates the 58X
reference pulses which the PCM uses to calculate RPM
and crankshaft position. Refer to
Electronic Ignition
System
for additional information.
Electronic Ignition
The electronic ignition system controls fuel combustion
by providing a spark to ignite the compressed air/fuel
mixture at the correct time. To provide optimum engine
performance, fuel economy, and control of exhaust
emissions, the PCM controls the spark advance of the
ignition system. Electronic ignition has the following
advantages over a mechanical distributor system:
No moving parts.
Less maintenance.
Remote mounting capability.
No mechanical load on the engine.
More coil cooldown time between firing events.
Elimination of mechanical timing adjustments.
Increased available ignition coil saturation time.
0013
Ignition Coils
A separate coil-at-plug module is located at each spark
plug. The coil-at-plug module is attached to the engine
with two screws. It is installed directly to the spark plug by
an electrical contact inside a rubber boot. A three-way
connector provides 12-volt primary supply from the
15-amp ignition fuse, a ground-switching trigger line from
the PCM, and a ground.
0001
Ignition Control
The ignition control (IC) spark timing is the PCM’s method
of controlling the spark advance and the ignition dwell.
The IC spark advance and the ignition dwell are
calculated by the PCM using the following inputs:
Engine speed.

6E–349 ENGINE DRIVEABILITY AND EMISSIONS
Damage during re-gapping can happen if the gapping
tool is pushed against the center electrode or the
insulator around it, causing the insulator to crack.
When re-gapping a spark plug, make the adjustment
by bending only the ground side terminal, keeping the
tool clear of other parts.
”Heat shock” breakage in the lower insulator tip
generally occurs during several engine operating
conditions (high speeds or heavy loading) and may be
caused by over-advanced timing or low grade fuels.
Heat shock refers to a rapid increase in the tip
temperature that causes the insulator material to
crack.
Spark plugs with less than the recommended amount of
service can sometimes be cleaned and re-gapped , then
returned to service. However, if there is any doubt about
the serviceability of a spark plug, replace it. Spark plugs
with cracked or broken insulators should always be
replaced.
A/C Clutch Diagnosis
A/C Clutch Circuit Operation
A 12-volt signal is supplied to the A/C request input of the
PCM when the A/C is selected through the A/C control
switch.
The A/C compressor clutch relay is controlled through the
PCM. This allows the PCM to modify the idle air control
position prior to the A/C clutch engagement for better idle
quality. If the engine operating conditions are within their
specified calibrated acceptable ranges, the PCM will
enable the A/C compressor relay. This is done by
providing a ground path for the A/C relay coil within the
PCM. When the A/C compressor relay is enabled,
battery voltage is supplied to the compressor clutch coil.
The PCM will enable the A/C compressor clutch
whenever the engine is running and the A/C has been
requested. The PCM will not enable the A/C compressor
clutch if any of the following conditions are met:
The throttle is greater than 90%.
The engine speed is greater than 6315 RPM.
The ECT is greater than 119C (246F).
The IAT is less than 5C (41F).
The throttle is more than 80% open.
A/C Clutch Circuit Purpose
The A/C compressor operation is controlled by the
powertrain control module (PCM) for the following
reasons:
It improvises idle quality during compressor clutch
engagement.
It improvises wide open throttle (WOT) performance.
It provides A/C compressor protection from operation
with incorrect refrigerant pressures.
The A/C electrical system consists of the following
components:
The A/C control head.
The A/C refrigerant pressure switches.
The A/C compressor clutch.
The A/C compressor clutch relay.
The PCM.
A/C Request Signal
This signal tells the PCM when the A/C mode is selected
at the A/C control head. The PCM uses this to adjust the
idle speed before turning on the A/C clutch. The A/C
compressor will be inoperative if this signal is not
available to the PCM.
Refer to
A/C Clutch Circuit Diagnosis for A/C wiring
diagrams and diagnosis for A/C electrical system.
General Description (Exhaust Gas
Recirculation (EGR) System)
EGR Purpose
The exhaust gas recirculation (EGR) system is use to
reduce emission levels of oxides of nitrogen (NOx). NOx
emission levels are caused by a high combustion
temperature. The EGR system lowers the NOx emission
levels by decreasing the combustion temperature.
057RW002
Linear EGR Valve
The main element of the system is the linear EGR valve.
The EGR valve feeds small amounts of exhaust gas back
into the combustion chamber. The fuel/air mixture will be
diluted and combustion temperatures reduced.
Linear EGR Control
The PCM monitors the EGR actual positron and adjusts
the pintle position accordingly. The uses information from
the following sensors to control the pintle position:
Engine coolant temperature (ECT) sensor.
Throttle position (TP) sensor.
Mass air flow (MAF) sensor.
Linear EGR Valve Operation and Results
of Incorrect Operation
The linear EGR valve is designed to accurately supply
EGR to the engine independent of intake manifold
vacuum. The valve controls EGR flow from the exhaust

ENGINE MECHANICAL 6A – 13
VALVE CLEARANCE ADJUSTMENT
1. Install 2.80 mm valve adjuster (shim) first when
reassembling the engine.
Thickness mark faces down.
2. Measure the valve clearance after installing cam
carrier assy with camshafts.
3. Change the adjuster using a special tool when the
clearance is out of tolerance.
Valve Clearance Adjusting Tool: 5-8840-2590-0
VALVE CLEARANCE (When cold condition)
Inlet 0.15 ± 0.05 mm
Exh 0.25 ± 0.05 mm
COMPRESSION PRESSURE
MEASUREMENT
1. Start the engine and allow it to idle until the coolant
temperature reaches 70 – 80°C (158 – 176°F).
2. Remove the following parts.
Glow plugs
Fuel cut solenoid connector
QOS (Quick-On Start System) fuse in the fuse
box.
3. Set the adapter and compression gauge to the No.
1 cylinder glow plug hole.
Compression Gauge
(with Adapter): 5-8840-2008-0
4. Turn the engine over with the starter motor and take
the compression gauge reading.
Compression Pressure at 200 rpm
Standard: 3038 kPa (31 kg/cm
2/441 psi)
Limit: 2157 kPa (22 kg/cm
2/313 psi)
5. Repeat the procedure (Steps 3 and 4) for the
remaining cylinders.
QUICK-ON START 4 SYSTEM
Quick-On Start System Inspection Procedure
1. Disconnect the ECT-sensor connection around the
thermostat outlet pipe.
2. Turn the starter switch to the “ON” position.
If the Quick-On Start 4 System is operating
properly, the glow relay will make a clicking sound
within seven seconds after the starter switch is
turned on.
3. Measure the glow plug terminal voltage with a
circuit tester immediately after turning the starter
switch to the “ON” position.
Glow Plug Terminal Voltage: 8 – 9V
NOTE: Electrical power to the quick-on start system will
be cut after the starter has remained in the “ON”
position for twenty seconds.
Turn the starter switch to the “OFF” position and back
to the “ON” position.
This will reset the Quick-On Start 4 System.
014RW150

ENGINE MECHANICAL 6A – 17
Engine Electricals
Nꞏm (kgꞏm/lbꞏft)
025RW026
20(2.0/14.5)
13(1.3/9.4)
9(0.9/6.5)
30(3.1/22) 19(1.9/14)
4(0.4/3.0)
20(2.0/14.5)