1998 OPEL FRONTERA transmission fluid

6B–2
ENGINE COOLING
General Description
030RW001
Legend
(1) Water Pump
(2) Thermostat
(3) Radiator
(4) Reserve Tank
(5) Cooling Fan
(6) Cylinder Block(7) Cylinder Head
(8) Right Bank
(9) Throttle Body
(10) Cylinder Block
(11) Cylinder Head
(12) Left Bank
(13) Heater
The cooling system is a pressurized Engine Coolant (EC)
forced circulation type which consists of a water pump,
thermostat cooling fan, radiator and other components.
The automatic transmission fluid is cooled by the EC in
radiator.
Water Pump
The EC pump is a centrifugal impeller type and is driven
by a timing belt.
030RS001

6B–6
ENGINE COOLING
Draining and Refilling Cooling
System
Before draining the cooling system, inspect the system
and perform any necessary service to ensure that it is
clean, does not leak and is in proper working order. The
engine coolant (EC) level should be between the “MIN”
and “MAX” lines of reserve tank when the engine is cold.
If low, check for leakage and add EC up to the “MAX” line.
There should not be any excessive deposit of rust or
scales around the radiator cap or radiator filler hole, and
the EC should also be free from oil.
Replace the EC if excessively dirty.
1. Completely drain the cooling system by opening the
drain plug (2) at the bottom of the radiator.
110RW002
2. Remove the radiator cap.
WARNING: TO AVOID THE DANGER OF BEING
BURNED, DO NOT REMOVE THE CAP WHILE THE
ENGINE AND RADIATOR ARE STILL HOT.
SCALDING FLUID AND STEAM CAN BE BLOWN OUT
UNDER PRESSURE.
3. Disconnect all hoses from the EC reserve tank.
Scrub and clean the inside of the reserve tank with
soap and water. Flush it well with clean water, then
drain it. Install the reserve tank and hoses.
4. Refill the cooling system with the EC using a solution
that is at least 50 percent antifreeze but no more than
70 percent antifreeze.
5. Fill the radiator to the base of the filler neck.
Fill the EC reserve tank to “MAX” line when the engine
is cold.
6. Block the drive wheels and firmly apply the parking
brake. Shift an automatic transmission to “P” (Park)
or a manual transmission to neutral.
7. Remove the radiator cap. Start the engine and warm
it up at 2,500
3,000 rpm for about 30 minutes.
8. When the air comes out from the radiator filler neck
and the EC level has gone down, replenish with the
EC. Repeat this procedure until the EC level does not
go down. Then stop the engine and install the radiator
cap. Let the engine cool down.9. After the engine has cooled, replenish with EC up to
the “MAX” line of the reserve tank.
10. Start the engine. With the engine running at 3,000
rpm, make sure there is no running water sound from
the heater core (behind the center console).
11. If the running water sound is heard, repeat steps 8 to
10.

ENGINE ELECTRICAL6D1–3
a. VOLTAGE DOES NOT DROP BELOW THE
MINIMUM LISTED IN THE TABLE – The battery is
good and should be returned to service.
b. VOLTAGE IS LESS THAN MINIMUM LISTED –
Replace battery.
ESTIMATED TEMPERATURE
MINIMUM
VOLTAGE
FCV
70219.6
60169.5
50109.4
4049.3
30–19.1
20–78.9
10–128.7
0–188.5
The battery temperature must be estimated by feel
and by the temperature the battery has been
exposed to for the preceding few hours.
Battery Charging
Observe the following safety precautions when charging
the battery:
1. Never attempt to charge the battery when the fluid
level is below the lower level line on the side of the
battery. In this case, the battery must be replaced.
2. Pay close attention to the battery during charging
procedure.
Battery charging should be discontinued or the rate of
charge reduced if the battery feels hot to the touch.
Battery charging should be discontinued or the rate of
charge reduced if the battery begins to gas or spew
electrolyte from the vent holes.
3. In order to more easily view the hydrometer blue dot
or ring, it may be necessary to jiggle or tilt the battery.
4. Battery temperature can have a great effect on
battery charging capacity.
5. The sealed battery used on this vehicle may be either
quick charged or slow charged in the same manner as
other batteries.
Whichever method you decide to use, be sure that
you completely charge the battery. Never partially
charge the battery.
Jump Starting
Jump Starting with an Auxiliary (Booster)
Battery
CAUTION: Never push or tow the vehicle in an
attempt to start it. Serious damage to the emission
system as well as other vehicle parts will result.Treat both the discharged battery and the booster
battery with great care when using jumper cables.
Carefully follow the jump starting procedure, being
careful at all times to avoid sparking.
WARNING: FAILURE TO CAREFULLY FOLLOW THE
JUMP STARTING PROCEDURE COULD RESULT IN
THE FOLLOWING:
1. Serious personal injury, particularly to your eyes.
2. Property damage from a battery explosion, battery
acid, or an electrical fire.
3. Damage to the electronic components of one or both
vehicles particularly.
Never expose the battery to an open flame or electrical
spark. Gas generated by the battery may catch fire or
explode.
Remove any rings, watches, or other jewelry before
working around the battery. Protect your eyes by wearing
an approved set of goggles.
Never allow battery fluid to come in contact with your eyes
or skin.
Never allow battery fluid to come in contact with fabrics or
painted surfaces.
Battery fluid is a highly corrosive acid.
Should battery fluid come in contact with your eyes, skin,
fabric, or a painted surface, immediately and thoroughly
rinse the affected area with clean tap water.
Never allow metal tools or jumper cables to come in
contact with the positive battery terminal, or any other
metal surface of the vehicle. This will protect against a
short circuit.
Always keep batteries out of reach of young children.
Jump Starting Procedure
1. Set the vehicle parking brake.
If the vehicle is equipped with an automatic
transmission, place the selector level in the “PARK”
position.
If the vehicle is equipped with a manual transmission,
place the shift lever in the “NEUTRAL” position.
Turn “OFF” the ignition.
Turn “OFF” all lights and any other accessory
requiring electrical power.
2. Look at the built–in hydrometer.
If the indication area of the built–in hydrometer is
completely clear, do not try to jump start.
3. Attach the end of one jumper cable to the positive
terminal of the booster battery.
Attach the other end of the same cable to the positive
terminal of the discharged battery.
Do not allow the vehicles to touch each other. This will
cause a ground connection, effectively neutralizing
the charging procedure.
Be sure that the booster battery has a 12 volt rating.

6E–4
ENGINE DRIVEABILITY AND EMISSIONS
Knock Sensor 6E–337. . . . . . . . . . . . . . . . . . . . . . . . .
Linear Exhaust Gas Recirculation (EGR)
Control 6E–337. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mass Air Flow (MAF) Sensor 6E–337. . . . . . . . . . . .
Manifold Absolute Pressure (MAP) Sensor 6E–338
Powertrain Control Module (PCM) 6E–338. . . . . . .
PCM Function 6E–338. . . . . . . . . . . . . . . . . . . . . . . . .
PCM Components 6E–339. . . . . . . . . . . . . . . . . . . . .
PCM Voltage Description 6E–339. . . . . . . . . . . . . . .
PCM Input/Outputs 6E–339. . . . . . . . . . . . . . . . . . . .
PCM Service Precautions 6E–339. . . . . . . . . . . . . .
Reprogramming The PCM 6E–339. . . . . . . . . . . . . .
Throttle Position (TP) Sensor 6E–339. . . . . . . . . . .
Transmission Fluid Temperature (TFT)
Sensor 6E–340. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transmission Range Switch 6E–340. . . . . . . . . . . . .
Vehicle Speed Sensor (VSS) 6E–340. . . . . . . . . . . .
Use of Circuit Testing Tools 6E–340. . . . . . . . . . . . .
Aftermarket Electrical and Vacuum
Equipment 6E–340. . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrostatic Discharge Damage 6E–341. . . . . . . . .
Upshift Lamp 6E–341. . . . . . . . . . . . . . . . . . . . . . . . .
General Description (Air Induction) 6E–341. . . . . . . .
Air Induction System 6E–341. . . . . . . . . . . . . . . . . . .
General Description (Fuel Metering) 6E–341. . . . . . .
Acceleration Mode 6E–341. . . . . . . . . . . . . . . . . . . . .
Accelerator Controls 6E–341. . . . . . . . . . . . . . . . . . .
Battery Voltage Correction Mode 6E–341. . . . . . . .
CMP Signal 6E–341. . . . . . . . . . . . . . . . . . . . . . . . . . .
Clear Flood Mode 6E–342. . . . . . . . . . . . . . . . . . . . .
Deceleration Mode 6E–342. . . . . . . . . . . . . . . . . . . .
Engine Speed/Vehicle Speed/Fuel
Disable Mode 6E–342. . . . . . . . . . . . . . . . . . . . . . . .
Fuel Cutoff Mode 6E–342. . . . . . . . . . . . . . . . . . . . . .
Fuel Injector 6E–342. . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Metering System Components 6E–342. . . . . . Fuel Metering System Purpose 6E–342. . . . . . . . . .
Fuel Pressure Regulator 6E–343. . . . . . . . . . . . . . . .
Fuel Pump Electrical Circuit 6E–343. . . . . . . . . . . . .
Fuel Rail 6E–343. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Idle Air Control (IAC) Valve 6E–343. . . . . . . . . . . . .
Run Mode 6E–344. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting Mode 6E–344. . . . . . . . . . . . . . . . . . . . . . . . .
Throttle Body Unit 6E–344. . . . . . . . . . . . . . . . . . . . .
General Description (Electronic Ignition
System) 6E–344. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Camshaft Position (CMP) Sensor 6E–344. . . . . . . .
Crankshaft Position (CKP) Sensor 6E–345. . . . . . .
Electronic Ignition 6E–345. . . . . . . . . . . . . . . . . . . . .
Ignition Coils 6E–345. . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition Control 6E–345. . . . . . . . . . . . . . . . . . . . . . . .
Ignition Control PCM Output 6E–347. . . . . . . . . . . .
Knock Sensor (KS) PCM Input 6E–347
. . . . . . . . . .
Powertrain Control Module (PCM) 6E–347. . . . . . .
Spark Plug 6E–347. . . . . . . . . . . . . . . . . . . . . . . . . . . .
A/C Clutch Diagnosis 6E–349. . . . . . . . . . . . . . . . . . . .
A/C Clutch Circuit Operation 6E–349. . . . . . . . . . . .
A/C Clutch Circuit Purpose 6E–349. . . . . . . . . . . . .
A/C Request Signal 6E–349. . . . . . . . . . . . . . . . . . . .
General Description (Exhaust Gas
Recirculation (EGR) System) 6E–349. . . . . . . . . . . . .
EGR Purpose 6E–349. . . . . . . . . . . . . . . . . . . . . . . . .
Linear EGR Valve 6E–349. . . . . . . . . . . . . . . . . . . . .
Linear EGR Control 6E–349. . . . . . . . . . . . . . . . . . . .
Linear EGR Valve Operation and Results
of Incorrect Operation 6E–349. . . . . . . . . . . . . . . . .
EGR Pintle Position Sensor 6E–350. . . . . . . . . . . . .
General Description (Positive Crankcase
Ventilation (PCV) System) 6E–350. . . . . . . . . . . . . . .
Crankcase Ventilation System Purpose 6E–350. . .
Crankcase Ventilation System Operation 6E–350.

6E–17 ENGINE DRIVEABILITY AND EMISSIONS
PCM Pinouts
PCM Pinout Table, 32-Way Red Connector – Row “A”
TS23344
PINPIN FunctionWire ColorIGN ONENG RUNRefer To
A15 Volt Reference “A”RED5.0 V5.0 VAppropriate Sensor
A2Knock SensorYEL0.0 V DC
2mV AC0.0 V DC
18mV AC
(at idle)General Description and
Operation, Knock Sensor
A3Not Used————
A4Battery FeedWHTB+B+Chassis Electrical
A5Idle Air Control (IAC) “A”
HighBLUB+/0.8 VB+/0.8 VGeneral Description and
Operation, IAC
A6IAC “A” LowBLU/WHTB+/0.8 VB+/0.8 VGeneral Description and
Operation, IAC
A7IAC “B” LowBLU/BLKB+/0.8 VB+/0.8 VGeneral Description and
Operation, IAC
A8IAC “B” HighBLU/REDB+/0.8 VB+/0.8 VGeneral Description and
Operation, IAC
A9Automatic Transmission
Fluid (ATF) LampORN/BLUB+B+Automatic Transmission
(4L30E)
A10Winter LampPNK/GRNB+B+Automatic Transmission
(4L30E)
A11Power LampGRY/WHTB+B+Automatic Transmission
(4L30E)
A12Antilock Brake System
(ABS)GRYB+B+Antilock Brake System
A13Malfunction Indicator
(Check Engine or MIL)
LampBLU0.0 VB+Chassis Electrical
A14“Check Transmission”
Lamp Driver (AT)ORN/BLKB+B+Chassis Electrical
Up Shift Lamp Driver (MT)ORN/BLU

6E–27 ENGINE DRIVEABILITY AND EMISSIONS
PCM Pinout Table, 32-Way Blue Connector – Row “F”
TS23346
PINPIN FunctionWire ColorIGN ONENG RUNRefer To
F1Not Used————
F2Transmission Range
Signal “C”BLU/BLK0.0 V0.0 VAutomatic Transmission
(4L30E)
F3Transmission Range
Signal “P”YEL/GRNB+0.0 VAutomatic transmission
(4L30E)
F4Brake SwitchGRN/YEL0.0 V0.0 VAutomatic transmission
(4L30E)
F5Power SwitchPPL/REDB+B+Automatic Transmission
(4L30E)
F6Winter SwitchPPL/GRNB+B+Automatic Transmission
(4L30E)
F7Transmission Fluid
TemperatureRED/BLK0.5-4.9 V
(depends on
temperature)0.5-4.9 V
(depends on
temperature)Automatic Transmission
(4L30E)
F8Manifold Absolute
Pressure (MAP)GRY/BLK3.5-4.9 V
(depends on
altitude and
barometric
pressure)0.6-1.3 VGeneral Description and
Operation, Manifold Absolute
Pressure
F9Not Used————
F10Cruise ControlGRY/BLUB+B+Automatic transmission
(4L30E)
F11Kickdown SwitchLT B L UB+B+Automatic Transmission
(4L30E)
F12DIAGORN/BLUB+B+—
F13Injector “C” Cylinder #3GRNB+B+General Description and
Operation, Fuel Injector
F14Shift “A” SolenoidBRN/REDB+B+Automatic Transmission
(4L30E)
F15Injector Cylinder #5GRN/BLKB+B+General Description and
Operation, Fuel Injector
F16Ignition Feed (1 of 2 E16)RED/BLUB+B+—

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–112
ENGINE DRIVEABILITY AND EMISSIONS
Diagnostic Trouble Code (DTC) P0107 MAP Sensor Circuit Low Voltage
D06RW102
Circuit Description
The manifold absolute pressure (MAP) sensor responds
to changes in intake manifold pressure (vacuum). The
MAP sensor signal voltage to the powertrain control
module (PCM) varies from below 2 volts at idle (high
vacuum) to above 4 volts with the ignition “ON,” engine
not running or at wide-open throttle (low vacuum).
The MAP sensor is used to determine manifold pressure
changes while the exhaust gas recirculation (EGR) flow
test diagnostic is being run (refer to
DTC P0401), to
determine engine vacuum level for some other
diagnostics and to determine barometric pressure
(BARO). The PCM monitors the MAP signals for voltages
outside the normal range of the MAP sensor. If the PCM
detects a MAP signal voltage that is excessively low, DTC
P0107 will be set.
Conditions for Setting the DTC
No TP sensor DTCs present.
Engine is running.
Throttle angle is above 1% if engine speed is less than
1000 RPM.
Throttle angle is above 2% if engine speed is above
1000 RPM.
The MAP sensor indicates manifold absolute pressure
at or below 11 kPa for a total of approximately 10
seconds over a 16-second period.
Ignition voltage more than 11 volts.
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 default to a BARO value of 79.3 kPa.
The PCM 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 P0107 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 for intermittent codes.
The MAP sensor shares a 5 Volt reference with the
Rough Road Sensor. If these codes are also set, it
could indicate a problem with the 5 Volt reference
circuit .
The MAP sensor shares a ground with the Rough Road
Sensor, the ECT sensor, and the Transmission Fluid
Temperature sensor.
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
MAP display on the Tech 2 while moving connectors