1998 OPEL FRONTERA key battery

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–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.

6D – 6 ENGINE ELECTRICAL
RELATION BETWEEN STARTER SWITCH AND STARTER
M
Key
PositionB1 B2 ACCIG1 IG2 ST
LOCKKey
Removed
Inserted OFF
ACC
ON
START
BSBattery
5 +-
2
16
3
4
Legend
(1) Starter Switch
(2) To Generator
(3) To QOS4 Control(4) Starter Relay
(5) Magnetic Switch
(6) Battery
065RW036

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–75 4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC) P0123 (Flash DTC 21)
AP Sensor High Voltage
060RW134
Circuit Description
The accelerator position (AP) sensor circuit provides a
voltage signal that changes relative to throttle blade
angle.
The TP signal is one of the most important inputs used by
the Engine Control Module ECM for fuel volume control
and many of the ECM-controlled outputs.
Action Taken When the DTC Sets
The ECM will store conditions which were present
when the DTC was set as Freeze Frame and in the
Failure Records data.
Conditions for Clearing the MIL/DTC
DTC P0123 can be cleared by using the Tech 2 “Clear
Info” function or by disconnecting the ECM battery
feed.
Diagnostic Aids
Check for the following conditions:
Poor connection at ECM – Inspect harness connectors
for backed-out terminals, improper mating, brokenlocks, 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
AP 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 AP sensor – With the ignition key “ON,” engine
“OFF,” observe the AP 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 AP 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.
8. Components that share the AP sensor 5 volt reference
“A” circuit include the following device:

6E–146
4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC) P1486 (Flash DTC 74)
ITP (Intake Throttle Position) Sensor High Voltage
060RW134
Circuit Description
The intake throttle position (ITP) sensor circuit provides a
voltage signal that changes relative to throttle blade
angle.
Action Taken When the DTC Sets
The ECM will illuminate the malfunction indicator lamp
(MIL) the first time the fault is detected.
The ECM will store conditions which were present
when the DTC was set as Freeze Frame and in the
Failure Records data.
Conditions for Clearing the MIL/DTC
DTC P1486 can be cleared by using the Tech 2 “Clear
Info” function or by disconnecting the ECM battery
feed.
Diagnostic Aids
Check for the following conditions:
Poor connection at ECM – 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
ITP 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 DTC P1486 cannot be duplicated, the information
included in the Failure Records data can be useful in
determining vehicle mileage since the DTC was last set.

7A–30
AUTOMATIC TRANSMISSION (4L30–E)
Removal
1. Disconnect battery ground cable.
2. Remove transfer control lever knob.
3. Remove front console.
Disconnect wiring harness connectors from front
console.
4. Disconnect shift lock cable (1) from the selector lever
assembly side.
256RW012
5. Disconnect shift control rod (2) from the selector lever
assembly side.
256RW013
6. Disconnect wiring harness connectors from the
selector lever assembly.
7. Remove selector lever assembly.
Installation
To install, follow the removal steps in the reverse order,
noting the following points:
Adjustment of select lever and control rod
1. Place the vehicle on a level surface.
NOTE: If the vehicle is not on level surface, the shift
select cable set positions will vary with the movement of
engine. To prevent possible misadjustment of the cable,
the vehicle must be placed on a level surface.
2. Install the shift control rod (1) to the transmission
select lever (2), and then place the lever in the “N”
position.
3. Set select lever in the “N” position.
4. Push select lever forward (“R” position side) and
s e c u r e i t ( u s i n g a r u b b e r b a n d ( 3 ) , e t c . ) s o t h a t t h e p i n
comes into contact with the wall of the detent plate.
5. Install the shift control rod (1) to the selector lever arm
(4).
To r q u e : 3 2 N
m (3.3 kgꞏm/24 lb ft)
NOTE: Do not apply oil to the threaded portions.
256RW014
6. After adjustment, make sure that the selector lever
operates normally, and that each selector position is
properly indicated. (The red mark shows through the
window.)
Adjustment of shift lock cable
1. Set ignition key in “LOCK” position and selector lever
in “P” position.
2. Adjust cable screw cap on selector lever side to
provide a gap (slack for cable) of 1 – 2 mm between
rod on steering lock side and stopper.
Adjust cap as follows:
a. Pull screw cap (1) in arrow direction to remove
inner cable slack.
b. With cable kept as (a), adjust gap between nut (2)
and bracket to 5 mm (0.2 in).
c. Lock inner cable by turning nut (3) while holding nut
(2) in place.
Torque : 3.7 N
m (38 kgꞏcm/33 lb in)

7A–31 AUTOMATIC TRANSMISSION (4L30–E)
NOTE: Clean the cable threads, and do not apply oil to
them.
256RW015
3. Check the shift lock operation:
a. Selector lever should not move out of “P” position
with ignition key in “Lock” position.
b. Selector lever can be moved out of “P” position with
ignition key in “ON” position only when brake pedal
is depressed.
c. Ignition key can be turned to “LOCK” position only
when selector lever is in “P” position (key can be
pulled out).
If (a) and (c) fail, readjust cable. If (b) fails, readjust
connector wiring and brake pedal switch.
Mode Switch
Removal
1. Place selector lever in neutral.
2. Disconnect battery ground cable.
3. Remove mode switch cover (1).
4. Disconnect selector lever (2) from the mode switch.
5. Disconnect transmission harness from the mode
switch connector (3).
6. Remove bracket with mode switch connector from
the transmission case.
7. Remove mode switch connector (3) from the bracket
(4).
8. Remove two mode switch bolts and nut then remove
mode switch (5).
210RW008
Installation
To install, follow the removal steps in the reverse order,
noting the following points;
1. Torque
Mode switch bolt: 13 N
m(1.3kgꞏm/113lbin)
Selector lever nut: 23 N
m (2.3 kgꞏm/17 lb ft)
2. Mode switch setting procedure
Perform either of the following adjustment
procedures:
Procedure 1
a. Place selector lever in neutral.
b. Remove selector lever from the mode switch.
c. Remove the mode switch cover.
d. Loosen the two 10 mm screws.
e. Rotate the mode switch until the slot in the mode
switch housing aligns with the selector shaft
bushing, and insert a 3/32 in. (2.4 mm) drill bit or
punch (1) into the slot.
f. Tighten the screws to 13 Nꞏm (1.3 kgꞏm/113 lb in).
g. After completing adjustment, snap the mode
switch cover into place.