1998 OPEL FRONTERA key

6E–136
ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC) P0123 TP Sensor Circuit High Voltage
D06RW028
Circuit Description
The throttle position (TP) sensor circuit provides a voltage
signal that changes relative to throttle blade angle. The
signal voltage will vary from about 0.6 volts at closed
throttle to about 4.5 volts at wide open throttle (WOT).
The TP signal is one of the most important inputs used by
the powertrain control module (PCM) for fuel control and
many of the PCM-controlled outputs.
Conditions for Setting the DTC
The ignition is “ON.”
TP sensor signal voltage is greater than 4.88 volts for
a total of 0.78 second over a 1.5-second period.
Action Taken When the DTC Sets
The PCM will illuminate the malfunction indicator lamp
(MIL) the first time the fault is detected.
The PCM will store conditions which were present
when the DTC was set as Freeze Frame and in the
Failure Records data.
The PCM will use a default throttle position based on
mass air flow and RPM.
Conditions for Clearing the MIL/DTC
DTC P0123 can be cleared by using the Tech 2 “Clear
Info” function or by disconnecting the PCM battery
feed.
Diagnostic Aids
Check for the following conditions:
Check intermittent codes.
The TP sensor shares a 5 Volt reference with the EGR
position sensor. Check the 5 Volt reference if these
DTCs are also set.
The TP sensor shares a ground with the IAT sensor
and the EGR position sensor. Check the ground if
these other DTCs are also set.
Poor connection at PCM – Inspect harness connectors
for backed-out terminals, improper mating, broken
locks, improperly formed or damaged terminals, and
poor terminal-to-wire connection.
Damaged harness – Inspect the wiring harness for
damage. If the harness appears to be OK, observe the
TP sensor display on the Tech 2 while moving
connectors and wiring harnesses related to the TP
sensor. A change in the display will indicate the
location of the fault.
Faulty TP sensor – With the ignition key “ON,” engine
“OFF,” observe the TP sensor display on the Tech 2
while slowly depressing the accelerator to wide open
throttle. If a voltage over 4.88 volts is seen at any point
in normal accelerator travel, replace the TP sensor.
If DTC P0123 cannot be duplicated, the information
included in the Failure Records data can be useful in
determining vehicle mileage since the DTC was last set.
Test Description
Number (s) below refer to the step number(s) on the
Diagnostic Chart.
7. Components that share the TP sensor 5 volt reference
“A” circuit include the following device:
EGR valve

6E–143 ENGINE DRIVEABILITY AND EMISSIONS
An intermittent TP sensor output will cause the system
to go rich due to a false indication of the engine
accelerating.
Shorted Heated Oxygen Sensor (HO2S) –If the HO2S
is internally shorted, the HO2S voltage displayed on
the Tech 2 will be over 1 volt. Try disconnecting the
affected HO2S with the key “ON,” engine “OFF.” If the
displayed HO2S voltage changes from over 1000 mV
to around 450 mV, replace the HO2S. Silicon
contamination of the HO2S can also cause a high
HO2S voltage to be indicated. This condition is
indicated by a powdery white deposit on the portion of
the HO2S exposed to the exhaust stream. If
contamination is noticed, replace the affected HO2S.
Open HO2S Signal Circuit or Faulty HO2S–A poor
connection or open in the HO2S signal circuit can
cause the DTC to set during deceleration fuel mode.
A n H O 2 S w h i c h i s f a u l t y a n d n o t a l l o w i n g a f u l l v o l t a g e
swing between the rich and lean thresholds can also
cause this condition. Operate the vehicle by
monitoring the HO2S voltage with a Tech 2. If theHO2S voltage is limited within a range between 300
mV to 600 mV, check the HO2S signal circuit wiring
and associated terminal conditions.
If none of the above conditions are present, replace the
affected HO2S.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
3. DTC P0132 failing during “deceleration fuel cutoff
mode” operation may indicate a condition described
in the “Diagnostic Aids” above. If the DTC P0132
test passes while the Failure Records conditions are
being duplicated, an intermittent condition is
indicated.
Reviewing the Failure Records vehicle mileage since the
diagnostic test last failed may help determine how often
the condition that caused the DTC to be set occurs. This
may assist in diagnosing the condition.
DTC P0132 – HO2S Circuit High Voltage Bank 1 Sensor 1
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. Install the Tech 2.
2. Run the engine at operating temperature.
3. Operate the vehicle within parameters specified
under “Conditions for Setting the DTC” included in
Diagnostic Support.
4. Using a Tech 2, monitor Bank 1 HO2S 1 voltage.
Does the Bank 1 HO2S 1 voltage remain above the
specified value?
952 mV (500
mV in
deceleration
fuel cutoff
mode)
Go to Step 4Go to Step 3
31. Ignition “ON,” review and record Tech 2 Failure
Records data.
2. Operate the vehicle within Failure Records
conditions as noted.
3. Using a Tech 2, monitor “Specific DTC” info for DTC
P0132 until the DTC P0132 test runs.
4. Note the test result.
Does the Tech 2 indicate DTC P0132 failed this
ignition?
—Go to Step 4
Refer to
Diagnostic
Aids
41. Ignition “OFF.”
2. Disconnect Bank 1 HO2S 1.
3. Ignition “ON.”
4. At HO2S Bank 1 Sensor 1 connector (PCM side)
use a DVM to measure voltages at the high and low
signal terminals.
Are the voltages in the specified range?
3-4 VGo to Step 5Go to Step 6
5Repair short to voltage in signal circuit.
Is the action complete?
—Verify repair—

6E–152
ENGINE DRIVEABILITY AND EMISSIONS
MAF sensor – The system can go rich if the MAF
sensor signal indicates an engine airflow
measurement that is not correct. Disconnect the MAF
sensor to see if rich condition is corrected. If so,
replace MAF sensor.
Check for leaking fuel pressure regulator diaphragm by
checking vacuum line to regulator for the presence of
fuel. There should be no fuel in the vacuum line.
TP sensor – An intermittent TP sensor output will
cause the system to go rich, due to a false indication
of the engine accelerating.
Shorted Heated Oxygen Sensor (HO2S)– If the HO2S
is internally shorted, the HO2S voltage displayed on
Tech 2 will be over 1 volt. Try disconnecting the
affected HO2S with the key “ON,” engine “OFF.” If the
displayed HO2S voltage changes from over 1000 mV
to around 450mV, replace the HO2S. Silicon
contamination of the HO2S can cause a high HO2S
voltage to be indicated. This condition is indicated by
powdery white deposit on the portion of the HO2S
exposed to the exhaust stream. If contamination is
noticed, replace the affected HO2S.
Open HO2S Signal Circuit of Faulty HO2S– A poor
connection or open in the HO2S signal circuit can
cause the DTC to set during deceleration fuel mode.An HO2S which is faulty and not allowing a full voltage
switch between the rich and lean thresholds can also
cause the condition. Operate the vehicle while
monitoring the HO2S voltage with Tech 2. If the HO2S
is limited within a range between 300 mV to 600 mV,
check the HO2S signal circuit wiring and associated
terminal connections.
If none of the above conditions are present, replace the
affected HO2S.
Test Description
Number(s) below refer to the step number(s) on the
Diagnostic Chart.
3. DTC P0152 failing during deceleration fuel cutoff
mode operation may indicate a condition described
in the “Diagnostic Aids” above. If the DTC P0152
test passes while the Failure Records conditions are
being duplicated, an intermittent condition is
indicated.
Reviewing the Failure Records vehicle mileage since the
diagnostic test last failed may help determine how often
the condition that caused the DTC to be set occurs. This
may assist in diagnosing the condition.
DTC P0152 – HO2S Circuit High Voltage Bank 2 Sensor 1
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. Install Tech 2.
2. Engine is at operating temperature.
3. Operate the vehicle within the parameters specified
under “Conditions for Setting the DTC” criteria
included in Diagnostic Support.
4. Using Tech 2, monitor Bank 2 HO2S 1 voltage.
Does the Bank 2 HO2S 1 voltage remain above the
specified value?
952 mV
(500 mV in
deceleration
fuel cut-off
mode)
Go to Step 4Go to Step 3
31. Ignition “ON.”
2. Review and record Tech 2 Failure Records data.
3. Operate the vehicle within Failure Records
conditions as noted.
4. Using Tech 2, monitor “Specific DTC” info for DTC
P0152 until the DTC P0152 test runs.
5. Note the test result.
Does Tech 2 indicate DTC P0152 failed this ignition?
—Go to Step 4
Refer to
Diagnostic
Aids
41. Ignition “OFF.”
2. Disconnect Bank 2 HO2S 1.
3. Ignition “ON.”
4. At HO2S Bank 2 Sensor 1 connector (PCM side)
use a DVM to measure voltages at the high and low
signal terminals.
Are the voltages in the specified range?
3-4 VGo to Step 5Go to Step 6
5Repair short to voltage in signal circuit.
Is the action complete?
—Verify repair—

6E–279 ENGINE DRIVEABILITY AND EMISSIONS
Dieseling, Run-On Symptom
StepActionVa l u e ( s )Ye sNo
1DEFINITION:
Engine continues to run after key is turned “OFF,” but
runs very rough. If engine runs smooth, check ignition
switch and adjustment.
Was the “On-Board Diagnostic (OBD) System Check”
performed?
—Go to Step 2
Go to OBD
System
Check
21. Perform a bulletin search.
2. If a bulletin that addresses the symptom is found,
correct the condition as instructed in the bulletin.
Was a bulletin found that addresses the symptom?
—Verify repairGo to Step 3
3Was a visual/physical check performed?
—Go to Step 4
Go to
Visual/Physic
al Check
41. Check for a short between B+ and any of the ignition
feed circuits.
2. If a problem is found, repair as necessary.
Was a problem found?
—Verify repairGo to Step 5
51. Review all diagnostic procedures within this table.
2. If all procedures have been completed and no
malfunctions have been found, review/inspect the
following:
Visual/physical inspection
Te c h 2 d a t a
Freeze Frame data/Failure Records butter
All electrical connections within a suspected
circuit and/or system
3. If a problem is found, repair as necessary.
Was a problem found?
—Verify repair
Contact
Te c h n i c a l
Assistance

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.

6A – 54 ENGINE MECHANICAL
15. High pressure oil pump
1) Remove oil pump gear fixing bolt then remove
oil pump.
Legend
(1) O-Ring
(2) High Pressure Oil Pump Gear
(3) Bolt
(4) Timing Mark
16. Remove balance shaft gear LH. and RH.
17. Remove crankshaft gear.
INSTALLATION
1. Crankshaft gear
1) Force key into the crankshaft and insert
crankshaft gear with the crankshaft gear key
groove set on the key.Legend
(1) Crankshaft Gear Installer
(2) Crankshaft Gear
2. Balance shaft gear
1) Install the balance shaft gear RH to balance
shaft, tighten center bolt to the specified torque.
Torque : 32 Nꞏm (3.2 kgꞏm/23 lb ft)
2) Install thrust plate for balance shaft LH before
installing the balance shaft gear LH.
Torque : 25 Nꞏm (2.5 kgꞏm/18 lb ft)
3) Install balance shaft gear LH to balance shaft,
tighten center bolt to the specified torque.
Torque : 32 Nꞏm (3.2 kgꞏm/23 lb ft)
Legend
(1) Center Bolt
(2) Plate
(3) Balance Shaft Gear RH
(4) Timing Mark
4
GEAR:O/PUMP
IDLE GEAR A
1
2
3
040RW005
12
2
012RW066
3
4 2
1
014RW173

6A – 58 ENGINE MECHANICAL
14. Camshaft pulley
1) Align TDC mark with crankshaft pulley and gear
case cover.
2) Set camshaft stopper on the end of intake and
exhaust camshaft.
Camshaft Stopper: 5-8840-2592-0
3) Install key to camshaft and install camshaft
pulley.
4) Apply engine oil to camshaft pulley fixing bolt
and tighten bolt with angular tightening method.
First step: 40 Nꞏm (4.0 kgꞏm / 29 lb ft)
Second step: 60° to 90°
15. Timing belt
1) Install tensioner and tighten the bolt temporarily.
2) Align timing mark with camshaft pulley timing
mark and timing gear case timing mark.
3) Set No.1 cylinder TDC position.4) Install the timing belt in the following order
camshaft pulley, oil pump pulley, tensioner.
NOTE:
1) It is recommended for easy installation that the belt
be secured with a double clip after it is installed to
each pulley.
2) The “ISUZU” mark should be read from the front of
the engine when installing the timing belt.
5) Install the belt tensioner.
6) Conform not phase difference each pulley.
7) Tension the timing belt with two turns of the
crankshaft.
8) Tighten the tensioner bolt in order A to B to the
specified torque.
Torque: Bolt A 5 Nꞏm (0.5 kgꞏm/3.6 lb ft)
Bolt B 2 Nꞏm (0.2 kgꞏm/1.4 lb ft)
Legend
(1) Align Mark
(2) Camshaft Pulley
(3) Timing Belt
(4) Oil Pump Pulley
(5) Bolt B
(6) Tensioner Assy
(7) Tensioner Bolt A
(8) Tensioner Spring
16. CMP sensor bracket
1) Install CMP sensor bracket and tighten bolt to
the specified torque.
Torque: 20 Nꞏm (2.0 kgꞏm / 14.5 lb ft)
17. Timing belt cover
1) Install timing belt cover and tighten bolt to the
specified torque.
Torque: 9 Nꞏm (0.9 kgꞏm / 6.5 lb ft)
2) Tighten CMP sensor to the specified torque.
Torque: 9 Nꞏm (0.9 kgꞏm / 6.5 lb ft)
012RW036
012RW099
1
2
3
8
67
4 5
F06RW055

ENGINE MECHANICAL 6A – 59
18. Crankshaft damper pulley
1) Insert damper pulley with the crankshaft key
groove set on the key.
2) Tighten damper pulley bolt to the specified
torque.
Torque: 220 Nꞏm (22 kgꞏm / 159 lb ft)19. Cooling fan Assembly
1) Install the cooling fan assembly to the fan pulley,
tighten the nuts to the specified torque.
Torque: 8 Nꞏm (0.8 kgꞏm / 5.8 lb ft)
20. AC generator drive belt.
1) Temporarily tighten generator fixing bolts and
belt tensioner adjustment plate.
2) Tension the generator drive belt then tighten the
generator fixing bolt.
Torque: 40 Nꞏm (4.0 kgꞏm / 29 lb ft)
3) Tighten the belt tensioner adjustment plate bolt.
Torque: 20 Nꞏm (2.0 kgꞏm / 14.5 lb ft)
012RW039
014RW163
012RW032