1998 OPEL FRONTERA hood open

1. Perform oil return operation.
2. Discharge and recover the refrigerant and remove
the compressor.
3. Drain the compressor oil and measure the extracted
oil.
4. Check the compressor oil for contamination.
5. Adjust the oil level as required.
6. Evacuate, charge and perform the oil return
operation.
7. Check the system operation.
Contamination of Compressor Oil
Unlike engine oil, no cleaning agent is added to the
compressor oil. Even if the compressor runs for a long
period of time (approximately one season), the oil never
becomes contaminated as long as there is nothing
wrong with the compressor or its method of use.
Inspect the extracted oil for any of the following
conditions:
The capacity of the oil has increased.
The oil has changed to red.
Foreign substances, metal powder, etc., are present
in the oil.
If any of these conditions exists, the compressor
oil is contaminated. Whenever contaminated
compressor oil is discovered, the receiver/drier
must be replaced.
Oil Return Operation
There is close affinity between the oil and the
refrigerant. During normal operation, part of the oil
recirculates with the refrigerant in the system. When
checking the amount of oil in the system, or replacing
any component of the system, the compressor must be
run in advance for oil return operation. The procedure
is as follows:
1. Open all the doors and the engine hood.
2. Start the engine and air conditioning switch to "ON"
and set the fan control knob at its highest position.
3. Run the compressor for more than 20 minutes
between 800 and 1,000 rpm in order to operate the
system.
4. Stop the engine.
Replacement of Component Parts
When replacing the system component parts, supply
the following amount of oil to the component parts to be
installed.
Compressor Leak Testing (External and
Internal)
Bench-Check Procedure
1. Install test plate J-39893 on rear head of compressor.
2. Using Refrigerant Recovery System, attach center
hose of manifold gage set on charging station to a
refrigerant drum standing in an upright drum.
3. Connect charging station high and low pressure
lines to corresponding fittings on test plate J-39893.
Suction port (low-side) of compressor has large
internal opening. Discharge port (high-side) has
smaller internal opening into compressor and
deeper recess.
4. Open low pressure control, high pressure control
and refrigerant control on charging station to allow
refrigerant vapor to flow into compressor.
5. Using a leak detector, check for leaks at pressure
relief valve, rear head switch location, compressor
front and rear head seals, center cylinder seal,
through bolt head gaskets and compressor shaft
seal. After checking, shut off low pressure control
and high-pressure control on charging station.
6. If an external leak is present, perform the necessary
corrective measures and recheck for leaks to make
certain the leak has been connected.
7. Recover the refrigerant.
8. Disconnect both hoses from the test plate J-39893.
9. Add 90 ml (3 oz.) new PAG lubricant to the
compressor assembly. Rotate the complete
compressor assembly (not the crankshaft or drive
plate hub) slowly several turns to distribute oil to all
cylinder and piston areas.
10. Install a M9
1.25 threaded nut on the compressor
crankshaft if the drive plate and clutch assembly are
not installed.
11. Using a box-end wrench or socket and handle,
rotate the compressor crankshaft or clutch drive
plate on the crankshaft several turns to insure
piston assembly to cylinder wall lubrication.
12. Using Refrigerant Recovery System, connect the
charging station high-pressure line to the test plate
J-39893 high-side connector.
13. Using Refrigerant Recovery System, connect the
charging station low-pressure line to the low
pressure port of the test plate J-39893. Oil will drain
out of the compressor suction port if the compressor
is positioned with the suction port downward. (Component parts to be (Amount of Oil)
installed)
Evaporator 50 cc (1.7 fl. oz.)
Condenser 30 cc (1.0 fl. oz.)
Receiver/dryer 30 cc (1.0 fl. oz.)
Refrigerant line (one 10 cc (0.3 fl. oz.)
piece)
(Amount of oil drained (Charging amount of oil
from used compressor) to new compressor)
more than 90 cc same as drained amount
(3.0 fl.oz)
less than 90 cc (3.0 fl.oz) 90 cc (3.0 fl.oz)

6E–72
ENGINE DRIVEABILITY AND EMISSIONS
Te c h 2
ParameterRefer To Typical Data
Va l u e s
(2500 RPM) Typical Data
Values (IDLE) Units
Displayed Data List
HO2S Bank 2
Sen.1 (millivolts)O2 Sensor
DataMillivolts50-950 changing
quickly50-950 changing
quicklyGeneral Description and
Operation, Fuel Control
HO2S
HO2S Bank 1
Sen.1
(ready/not
ready)O2 Sensor
DataReady
Ye s / N oReady
Ye sReady
Ye sGeneral Description and
Operation, Fuel Control
HO2S; DTC: P0135
HO2S Bank 2
Sen.1
(ready/not
ready)O2 Sensor
DataReady
Ye s / N oReady
Ye sReady
Ye sGeneral Description and
Operation, Fuel Control
HO2S
HO2S Warm-Up
Time Bank 1
Sen.1O2 Sensor
DataSeconds25-4525-45General Description and
Operation, Fuel Control
HO2S
HO2S Warm-Up
Time Bank 2
Sen.1O2 Sensor
DataSeconds25-4525-45General Description and
Operation, Fuel Control
HO2S
IAT (Intake Air
Te m p )EngineDegrees C,
Degrees F0-100C,
depends on
underhood0-80C, depends
on underhoodGeneral Description and
Operation, Intake Air
Temperature (IAT) Sensor
Ignition VoltageEngineVo l t s12.8-14.112.8-14.1General Description and
Operation, Electronic
Ignition System
Inj. Pulse Bank
1EngineMillisecond
s2.0-4.02.5-4.0General Description, Fuel
Metering, Fuel Injector
Inj. Pulse Bank
2EngineMillisecond
s2.0-4.02.5-4.0General Description, Fuel
Metering, Fuel Injector
KS Noise
Channel (Knock
Sensor)EngineVo l t s0.10-0.400.50-1.75General Description and
Operation, Knock Sensor
Purpose and Operation;
DTCs: P0352, P0327
Loop StatusEngineOpen/Clos
edClosedClosedGeneral Description and
Operation, Fuel Metering
System; DTCs:
P0125-P0155
MAF (Mass Air
Flow)EngineGrams per
second2.85-6.659.5-16.5General Description and
Operation, MAF; DTCs:
P101, P0102, P0103
MAP kPa
(Manifold
Absolute
Pressure)EngineKilopascals
——
General Description and
Operation, Manifold
Absolute Pressure (MAP)
Sensor; DTCs: P0106,
P0107, P0108
MILEngineOn/OffOffOffOn-Board Diagnostic
System Check
Power
EnrichmentEngineInactive/Ac
tiveInactiveInactiveGeneral Description and
Operation, Acceleration
Mode
Spark
(Advance)EngineDegrees
Before Top
Dead
Center15-2234-44General Description and
Operation, Electronic
Ignition System

6E–86
ENGINE DRIVEABILITY AND EMISSIONS
CAUTION: To reduce the risk of fire and personal
injury:
It is necessary to relieve fuel system pressure
before connecting a fuel pressure gauge. Refer to
Fuel Pressure Relief Procedure, below.
A small amount of fuel may be released when
disconnecting the fuel lines. Cover fuel line
fittings with a shop towel before disconnecting, to
catch any fuel that may leak out. Place the towel in
an approved container when the disconnect is
completed.
Fuel Pressure Relief Procedure
1. Remove the fuel cap.
2. Remove the fuel pump relay from the underhood
relay center.
3. Start the engine and allow it to stall.
4. Crank the engine for an additional 3 seconds.
Fuel Gauge Installation
1. Remove the shoulder fitting cap.
2. Install fuel gauge 5-8840-0378-0 to the fuel feed line
located in front of and above the right side valve train
cover .
3. Reinstall the fuel pump relay.
Fuel System Electrical Test
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. Read the “Caution” above.
2. Relieve the fuel system pressure and install the fuel
pump pressure gauge to the test fitting.
3. Use Tech 2 to command the fuel pump “ON.”
Is there an immediate pressure build-up which
indicates the pump is running?
—Go to Step 3Go to Step 4
31. Verify that the pump is not running by removing the
fuel filler cap and listening.
2. Command the pump “ON” with Tech 2.
Did the pump turn “OFF” after 2 seconds?
—
Te s t
completed
Go to Step 12
41. Ignition “OFF.”
2. Remove the fuel pump relay.
3. Using a test light connected to ground, probe the
battery feed to the relay.
Did the light illuminate?
—Go to Step 6Go to Step 5
5Repair short or open battery feed to fuel pump relay.
Is the action complete?
—Verify repair—
61. Connect a test light between the two wires that
connect to the fuel pump relay pull-in coil.
2. Ignition “ON.”
Did the test light illuminate for 2 seconds and then turn
off?
—Go to Step 12Go to Step 7
71. With a test light connected to battery (–), probe the
fuel pump relay connector at the wire which runs
from the relay pull-in coil to the PCM.
2. Ignition “ON.”
Did the test light illuminate for 2 seconds and then turn
off?
—Go to Step 8Go to Step 9
8Locate and repair open in the fuel pump relay ground
circuit.
Is the action complete?
—Verify repair—

6E–318
ENGINE DRIVEABILITY AND EMISSIONS
2. Remove the fuel pump relay from the underhood
relay box. Refer to
Fuel Pump Relay.
TS23976R
3. Start the engine and allow it to stall.
4. Crank the engine for 30 seconds.
5. Disconnect the negative battery cable.
Fuel Pump Assembly
Removal Procedure
1. Disconnect the negative battery cable.
2. Drain all the fuel from the tank.
3. Install and tighten the drain plug.
Tighten
Tighten the drain plug to 20 Nꞏm (14 lb ft.).
4. Remove the fuel tank. Refer to
Fuel Tank.
5. Remove the retaining screws from the fuel tank.
6. Remove the fuel pump assembly from the fuel tank.
Cover the fuel pump opening in order to prevent
dust, dirt, or debris from entering the fuel tank.
TS23795
Inspection Procedure
1. Inspect the fuel pump gasket for tears, cracks,
stretching, or rotting. If any of these conditions are
found, replace the fuel pump gasket.
2. Inspect the in-tank fuel filter for tears or evidence of
dirt, debris, or water in the fuel. If any of these
conditions are found, replace the in-tank fuel filter.
Installation Procedure
1. Install the fuel pump assembly.
2. Install the fuel pump assembly retaining screws.
3. Install the fuel tank assembly. Refer to
Fuel Tank.
4. Fill the tank with fuel.
5. Tighten the fuel filler cap.
6. Connect the negative battery cable.
TS23795

6E–319 ENGINE DRIVEABILITY AND EMISSIONS
Fuel Pump Relay
Removal Procedure
1. Remove the fuse and relay box cover from under the
hood.
2. Consult the diagram on the cover to determine which
is the correct relay.
3. Insert a small screwdriver into the catch slot on the
forward side of the fuel pump relay.
The screwdriver blade will release the catch inside.
T321092
4. Pull the relay straight up and out of the fuse and relay
box.
TS23976R
Installation Procedure
1. Insert the relay into the correct place in the fuse and
relay box with the catch slot facing forward.
2. Press down until the catch engages.
An audible “click” will be heard.
T321092
3. Install the fuse and relay box cover.
Fuel Rail Assembly
Removal Procedure
NOTE:
Do not attempt to remove the fuel inlet fitting on the
fuel rail. It is staked in place. Removing the fuel inlet
fitting will result in damage to the fuel rail or the
internal O-ring seal.
Use care when removing the fuel rail assembly in
order to prevent damage to the injector electrical
connector terminals and the injector spray tips.
Fittings should be capped and holes plugged during
servicing to prevent dirt and other contaminants from
entering open lines and passages.

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–225 4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS
General Description
(ECM and Sensors)
57X Reference ECM Input
The engine control module (ECM) uses this signal from
the crankshaft position (CKP) sensor to calculate engine
RPM and crankshaft position at all engine speeds. The
ECM also uses the pulses on this circuit to initiate injector
pulses. If the ECM receives no pulses on this circuit, DTC
P0337 will set. The engine will not start and run without
using the 57X reference signal.
A/C Request Signal
This signal tells the ECM when the A/C mode is selected
at the A/C control head.
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 engine control module (ECM) to calculate the
ignition sequence. The CKP sensor initiates the 57X
reference pulses which the ECM uses to calculate RPM
and crankshaft position.
Refer to
Electronic Ignition System for additional
information.
Camshaft Position (CMP) Sensor and
Signal
The camshaft position (CMP) sensor sends a CMP signal
to the ECM. The ECM uses this signal as a “cylinder
distinction” to trigger the injectors in the power order. If the
ECM detects an incorrect CMP signal while the engine is
running, DTC P0341 will set, and the ECM triggers the
injectors in the power order.
Refer to
DTC P0341.
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 ECM supplies a 5-volt signal to the ECT sensor
through resistors in the ECM 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
ECM calculates the engine coolant temperature. Engine
coolant temperature affects most of the systems that the
ECM controls.
The 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 coolanttemperature and intake air temperature displays should
be close to each other. A hard fault in the engine coolant
sensor circuit will set DTC P0117 or DTC P0118.
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 ECM. The EEPROM
contains the program and the calibration information that
the ECM needs to control powertrain operation.
Unlike the PROM used in past applications, the EEPROM
is not replaceable. If the ECM is replaced, the new ECM
will need to be programmed. Equipment containing the
correct program and calibration for the vehicle is required
to program the ECM.
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 ECM supplies a 5-volt signal to the sensor
through a resistor in the ECM 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 ECM calculates the
incoming air temperature.
The 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.

WIRING SYSTEM 8D–399
1. Check to see if the battery voltage is normal.
2. Check to see if the fuse is normal.
3. Replace the anti–theft & keyless entry control unit with one reserved for test. If a trouble recurs even after replacing
the control unit, find out the cause of the trouble by referring to “System check procedure” and the following list.
ITEM MALFUNCTION POSSIBLE CAUSE DETECTING METHOD REMARKS
ANTI–THEFT
indicator light
does not flash
ANTI–THEFT
indicator light
does not turn off.
(Steadily on)
When door is
opened by pulling
up locking knob,
alarm does not
operate
Alarm does not
stop. Indicator light
does not change
to fully ON
condition, or does
not come on at
all.Burnt out indicator
light bulb possible.
Refer to “Connector
check table” in this
system.
Refer to “Connector
check table” in this
system.
Refer to “Connector
check table” in this
system.
Refer to “Connector
check table” in this
system.
Refer to “Connector
check table” in this
system.
Refer to “Connector
check table” in this
system. Defective contact of door switch,
or open circuit in door switch
wiring.
Short circuit in the detect switch.
Engine hood, doors and tailgate
are not fully closed and locked.
Defective door switch, or short
circuit in switch wiring.
Defective tamper switch, or short
circuit in wiring.
Defective lock switch, or short
circuit in wiring.
Defective engine hood switch, or
short circuit in wiring.
Defective tailgate switch, or short
circuit in wiring.
Defective control unit.
Poor contact of lock switch, or
open circuit in wiring.
Broken wire in wiring to headlight
and horn, or a blown fuse.
Defective contact of detect
switch, or damaged switch wiring.With door open, dome light and
courtesy light do not come on.
Check the control unit connector.
Check to see if doors are closed
and locked.
Dome light and courtesy light
remain lit on after closing doors.
Check the control unit connector.
Check the control unit connector.
Check the control unit connector.
Luggage room light remains lit
after closing tailgate.
Check alarm operation (See No.
46 of “System check procedure”),
possible cause is a poor contact
of lock switch of an open circuit in
wiring.
Check to see if headlights go out.
Check the control unit connector.
Check the control unit connector. A
C
D
E B