1998 OPEL FRONTERA jacking

DIFFERENTIAL (REAR 220mm)
4A2A–3
Diagnosis
Many noises that seem to come from the rear axle
actually originate from other sources such as tires, road
surface, wheel bearings, engine, transmission, muffler, or
body drumming. Investigate to find the source of the
noise before disassembling the rear axle. Rear axles, like
any other mechanical device, are not absolutely quiet but
should be considered quiet unless some abnormal noise
is present.
To make a systematic check for axle noise, observe the
following:
1. Select a level asphalt road to reduce tire noise and
body drumming.
2. Check rear axle lubricant level to assure correct level,
and then drive the vehicle far enough to thoroughly
warm up the rear axle lubricant.
3. Note the speed at which noise occurs. Stop the
vehicle and put the transmission in neutral. Run the
engine speed slowly up and down to determine if the
noise is caused by exhaust, muffler noise, or other
engine conditions.
4. Tire noise changes with different road surfaces; axle
noises do not. Temporarily inflate all tires to 344 kPa
(3.5kg/cm
2, 50 psi) (for test purposes only). This will
change noise caused by tires but will not affect noise
caused by the rear axle.
Rear axle noise usually stops when coasting at
speeds under 48 km/h (30 mph); however, tire noise
continues with a lower tone. Rear axle noise usually
changes when comparing pull and coast, but tire
noise stays about the same.
Distinguish between tire noise and rear axle noise by
noting if the noise changes with various speeds or
sudden acceleration and deceleration. Exhaust and
axle noise vary under these conditions, while tire
noise remains constant and is more pronounced at
speeds of 32 to 48 km/h (20 to 30 mph). Further check
for tire noise by driving the vehicle over smooth
pavements or dirt roads (not gravel) with the tires at
normal pressure. If the noise is caused by tires, it will
change noticeably with changes in road surface.
5. Loose or rough front wheel bearings will cause noise
which may be confused with rear axle noise; however,
front wheel bearing noise does not change when
comparing drive and coast. Light application of the
brake while holding vehicle speed steady will often
cause wheel bearing noise to diminish. Front wheel
bearings may be checked for noise by jacking up the
wheels and spinning them or by shaking the wheels to
determine if bearings are loose.
6. Rear suspension rubber bushings and spring
insulators dampen out rear axle noise when correctly
installed. Check to see that there is no link or rod
loosened or metal–to–metal contact.
7. Make sure that there is no metal–to–metal contact
between the floor and the frame.
After the noise has been determined to be in the axle, the
type of axle noise should be determined, in order to make
any necessary repairs.
Gear Noise
Gear noise (whine) is audible from 32 to 89 km/h (20 to 55
mph) under four driving conditions.
1. Driving under acceleration or heavy pull.
2. Driving under load or under constant speed.
3. When using enough throttle to keep the vehicle from
driving the engine while the vehicle slows down
gradually (engine still pulls slightly).
4. When coasting with the vehicle in gear and the throttle
closed. The gear noise is usually more noticeable
between 48 and 64 km/h (30 and 40 mph) and 80 and
89 km/h (50 and 55 mph).
Bearing Noise
Bad bearings generally produce a rough growl or grating
sound, rather than the whine typical of gear noise.
Bearing noise frequently “wow–wows” at bearing rpm,
indicating a bad pinion or rear axle side bearing. This
noise can be confused with rear wheel bearing noise.
Rear Wheel Bearing Noise
Rear wheel bearing noise continues to be heard while
coasting at low speed with transmission in neutral. Noise
may diminish by gentle braking. Jack up the rear wheels,
spin them by hand and listen for noise at the hubs.
Replace any faulty wheel bearings.
Knock At Low Speeds
Low speed knock can be caused by worn universal joints
or a side gear hub counter bore in the cage that is worn
oversize. Inspect and replace universal joints or cage and
side gears as required.
Backlash Clunk
Excessive clunk on acceleration and deceleration can be
caused by a worn rear axle pinion shaft, a worn cage,
excessive clearance between the axle and the side gear
splines, excessive clearance between the side gear hub
and the counterbore in the cage, worn pinion and side
gear teeth, worn thrust washers, or excessive drive pinion
and ring gear backlash. Remove worn parts and replace
as required. Select close–fitting parts when possible.
Adjust pinion and ring gear backlash.

DIFFERENTIAL (REAR 244mm)
4A2B–3
Diagnosis
Many noises that seem to come from the rear axle
actually originate from other sources such as tires, road
surface, wheel bearings, engine, transmission, muffler, or
body drumming. Investigate to find the source of the
noise before disassembling the rear axle. Rear axles, like
any other mechanical device, are not absolutely quiet but
should be considered quiet unless some abnormal noise
is present.
To make a systematic check for axle noise, observe the
following:
1. Select a level asphalt road to reduce tire noise and
body drumming.
2. Check rear axle lubricant level to assure correct level,
and then drive the vehicle far enough to thoroughly
warm up the rear axle lubricant.
3. Note the speed at which noise occurs. Stop the
vehicle and put the transmission in neutral. Run the
engine speed slowly up and down to determine if the
noise is caused by exhaust, muffler noise, or other
engine conditions.
4. Tire noise changes with different road surfaces; axle
noises do not. Temporarily inflate all tires to 344 kPa
(3.5kg/cm
2, 50 psi) (for test purposes only). This will
change noise caused by tires but will not affect noise
caused by the rear axle.
Rear axle noise usually stops when coasting at
speeds under 48 km/h (30 mph); however, tire noise
continues with a lower tone. Rear axle noise usually
changes when comparing pull and coast, but tire
noise stays about the same.
Distinguish between tire noise and rear axle noise by
noting if the noise changes with various speeds or
sudden acceleration and deceleration. Exhaust and
axle noise vary under these conditions, while tire
noise remains constant and is more pronounced at
speeds of 32 to 48 km/h (20 to 30 mph). Further check
for tire noise by driving the vehicle over smooth
pavements or dirt roads (not gravel) with the tires at
normal pressure. If the noise is caused by tires, it will
change noticeably with changes in road surface.
5. Loose or rough front wheel bearings will cause noise
which may be confused with rear axle noise; however,
front wheel bearing noise does not change when
comparing drive and coast. Light application of the
brake while holding vehicle speed steady will often
cause wheel bearing noise to diminish. Front wheel
bearings may be checked for noise by jacking up the
wheels and spinning them or by shaking the wheels to
determine if bearings are loose.
6. Rear suspension rubber bushings and spring
insulators dampen out rear axle noise when correctly
installed. Check to see that there is no link or rod
loosened or metal–to–metal contact.
7. Make sure that there is no metal–to–metal contact
between the floor and the frame.
After the noise has been determined to be in the axle, the
type of axle noise should be determined, in order to make
any necessary repairs.
Gear Noise
Gear noise (whine) is audible from 32 to 89 km/h (20 to 55
mph) under four driving conditions.
1. Driving under acceleration or heavy pull.
2. Driving under load or under constant speed.
3. When using enough throttle to keep the vehicle from
driving the engine while the vehicle slows down
gradually (engine still pulls slightly).
4. When coasting with the vehicle in gear and the throttle
closed. The gear noise is usually more noticeable
between 48 and 64 km/h (30 and 40 mph) and 80 and
89 km/h (50 and 55 mph).
Bearing Noise
Bad bearings generally produce a rough growl or grating
sound, rather than the whine typical of gear noise.
Bearing noise frequently “wow–wows” at bearing rpm,
indicating a bad pinion or rear axle side bearing. This
noise can be confused with rear wheel bearing noise.
Rear Wheel Bearing Noise
Rear wheel bearing noise continues to be heard while
coasting at low speed with transmission in neutral. Noise
may diminish by gentle braking. Jack up the rear wheels,
spin them by hand and listen for noise at the hubs.
Replace any faulty wheel bearings.
Knock At Low Speeds
Low speed knock can be caused by worn universal joints
or a side gear hub counter bore in the cage that is worn
oversize. Inspect and replace universal joints or cage and
side gears as required.
Backlash Clunk
Excessive clunk on acceleration and deceleration can be
caused by a worn rear axle pinion shaft, a worn cage,
excessive clearance between the axle and the side gear
splines, excessive clearance between the side gear hub
and the counterbore in the cage, worn pinion and side
gear teeth, worn thrust washers, or excessive drive pinion
and ring gear backlash. Remove worn parts and replace
as required. Select close–fitting parts when possible.
Adjust pinion and ring gear backlash.

6A–3
ENGINE MECHANICAL
General Description
Engine Cleanliness And Care
An automobile engine is a combination of many
machined, honed, polished and lapped surfaces with
tolerances that are measured in the thousandths of a
millimeter (ten thousandths of an inch). Accordingly,
when any internal engine parts are serviced, care and
cleanliness are important. Throughout this section, it
should be understood that proper cleaning and protection
of machined surfaces and friction areas is part of the
repair procedure. This is considered standard shop
practice even if not specifically stated.
A liberal coating of engine oil should be applied to all
friction areas during assembly to protect and lubricate
the surfaces on initial operation.
Whenever valve train components, pistons, piston
rings, connecting rods, rod bearings, and crankshaft
journal bearings are removed for service, they should
be retained in order.
At the time of installation, they should be installed in
the same locations and with the same mating
surfaces as when removed.
Battery cables should be disconnected before any
major work is performed on the engine. Failure to
disconnect cables may result in damage to wire
harness or other electrical parts.
The six cylinders of this engine are identified by
numbers; Right side cylinders 1, 3 and 5, Left side
cylinders 2, 4 and 6, as counted from crankshaft
pulley side to flywheel side.
General Information on Engine Service
The following information on engine service should be
noted carefully, as it is important in preventing damage
and contributing to reliable engine performance:
When raising or supporting the engine for any reason,
do not use a jack under the oil pan. Due to the small
clearance between the oil pan and the oil pump
strainer, jacking against the oil pan may cause
damage to the oil pick–up unit.
The 12–volt electrical system is capable of damaging
circuits. When performing any work where electrical
terminals could possibly be grounded, the ground
cable of the battery should be disconnected at the
battery.
Any time the intake air duct or air cleaner is removed,
the intake opening should be covered. This will
protect against accidental entrance of foreign
material into the cylinder which could cause extensive
damage when the engine is started.
Cylinder Block
The cylinder block is made of aluminum die–cast casting
for 75
V–type six cylinders. It has a rear plate integrated
structure and employs a deep skint. The cylinder liner is
cast and the liner inner diameter and crankshaft journal
diameter are classified into grades. The crankshaft is
supported by four bearings of which width of No.3 bearing
on the body side is different in order to support the thrust
bearing. The bearing cap is made of nodular cast iron and
each bearing cap uses four bolts and two side bolts.
Cylinder Head
The cylinder head, made of aluminum alloy casting
employs a pent–roof type combustion chamber with a
spark plug in the center. The intake and exhaust valves
are placed in V–type design. The ports are cross–flow
type.
Va l v e Tr a i n
Intake and exhaust camshaft on the both side of banks
are driven through an camshaft drive gear by timing belt.
The valves are operated by the camshaft and the valve
clearance is adjusted to select suitable thickness shim.
Intake Manifold
The intake manifold system is composed of the aluminum
cast common chamber and intake manifold attached with
six fuel injectors.
Exhaust Manifold
The exhaust manifold is made of nodular cast iron.
Pistons and Connecting Rods
Aluminum pistons are used after selecting the grade that
meets the cylinder bore diameter. Each piston has two
compression rings and one oil ring. The piston pin is made
of chromium steel is offset 1mm toward the thrust side,
and the thrust pressure of piston to the cylinder wall varies
gradually as the piston travels. The connecting rods are
made of forged steel. The connecting rod bearings are
graded for correct seze selection.
Crankshaft and Bearings
The crankshaft is made of Ductile cast–iron. Pins and
journals are graded for correct size selection for their
bearing.
Engine Lubrication
The oil discharged by a trochoid–type oil pump driven by
the crankshaft is fed through full–flow oil filter and to the oil
gallery provided under the crankshaft bearing cap. The oil
is then led to the crankshaft journals and cylinder head.
The crank pins are lubricated with oil from crankshaft
journals through oil holes. Also, an oil jet is fed to each
cylinder from crankshaft juornals on the connecting rod
for piston cleaning. The oil pan flange is dealed with liquid
packing only; do not deform or damage the flange surface
during removal or installation.

DIFFERENTIAL (REAR 220mm)
4A2A–3
Diagnosis
Many noises that seem to come from the rear axle
actually originate from other sources such as tires, road
surface, wheel bearings, engine, transmission, muffler, or
body drumming. Investigate to find the source of the
noise before disassembling the rear axle. Rear axles, like
any other mechanical device, are not absolutely quiet but
should be considered quiet unless some abnormal noise
is present.
To make a systematic check for axle noise, observe the
following:
1. Select a level asphalt road to reduce tire noise and
body drumming.
2. Check rear axle lubricant level to assure correct level,
and then drive the vehicle far enough to thoroughly
warm up the rear axle lubricant.
3. Note the speed at which noise occurs. Stop the
vehicle and put the transmission in neutral. Run the
engine speed slowly up and down to determine if the
noise is caused by exhaust, muffler noise, or other
engine conditions.
4. Tire noise changes with different road surfaces; axle
noises do not. Temporarily inflate all tires to 344 kPa
(3.5kg/cm
2, 50 psi) (for test purposes only). This will
change noise caused by tires but will not affect noise
caused by the rear axle.
Rear axle noise usually stops when coasting at
speeds under 48 km/h (30 mph); however, tire noise
continues with a lower tone. Rear axle noise usually
changes when comparing pull and coast, but tire
noise stays about the same.
Distinguish between tire noise and rear axle noise by
noting if the noise changes with various speeds or
sudden acceleration and deceleration. Exhaust and
axle noise vary under these conditions, while tire
noise remains constant and is more pronounced at
speeds of 32 to 48 km/h (20 to 30 mph). Further check
for tire noise by driving the vehicle over smooth
pavements or dirt roads (not gravel) with the tires at
normal pressure. If the noise is caused by tires, it will
change noticeably with changes in road surface.
5. Loose or rough front wheel bearings will cause noise
which may be confused with rear axle noise; however,
front wheel bearing noise does not change when
comparing drive and coast. Light application of the
brake while holding vehicle speed steady will often
cause wheel bearing noise to diminish. Front wheel
bearings may be checked for noise by jacking up the
wheels and spinning them or by shaking the wheels to
determine if bearings are loose.
6. Rear suspension rubber bushings and spring
insulators dampen out rear axle noise when correctly
installed. Check to see that there is no link or rod
loosened or metal–to–metal contact.
7. Make sure that there is no metal–to–metal contact
between the floor and the frame.
After the noise has been determined to be in the axle, the
type of axle noise should be determined, in order to make
any necessary repairs.
Gear Noise
Gear noise (whine) is audible from 32 to 89 km/h (20 to 55
mph) under four driving conditions.
1. Driving under acceleration or heavy pull.
2. Driving under load or under constant speed.
3. When using enough throttle to keep the vehicle from
driving the engine while the vehicle slows down
gradually (engine still pulls slightly).
4. When coasting with the vehicle in gear and the throttle
closed. The gear noise is usually more noticeable
between 48 and 64 km/h (30 and 40 mph) and 80 and
89 km/h (50 and 55 mph).
Bearing Noise
Bad bearings generally produce a rough growl or grating
sound, rather than the whine typical of gear noise.
Bearing noise frequently “wow–wows” at bearing rpm,
indicating a bad pinion or rear axle side bearing. This
noise can be confused with rear wheel bearing noise.
Rear Wheel Bearing Noise
Rear wheel bearing noise continues to be heard while
coasting at low speed with transmission in neutral. Noise
may diminish by gentle braking. Jack up the rear wheels,
spin them by hand and listen for noise at the hubs.
Replace any faulty wheel bearings.
Knock At Low Speeds
Low speed knock can be caused by worn universal joints
or a side gear hub counter bore in the cage that is worn
oversize. Inspect and replace universal joints or cage and
side gears as required.
Backlash Clunk
Excessive clunk on acceleration and deceleration can be
caused by a worn rear axle pinion shaft, a worn cage,
excessive clearance between the axle and the side gear
splines, excessive clearance between the side gear hub
and the counterbore in the cage, worn pinion and side
gear teeth, worn thrust washers, or excessive drive pinion
and ring gear backlash. Remove worn parts and replace
as required. Select close–fitting parts when possible.
Adjust pinion and ring gear backlash.

4A2B–4DIFFERENTIAL (REAR 244mm)
Diagnosis
Many noises that seem to come from the rear axle
actually originate from other sources such as tires, road
surface, wheel bearings, engine, transmission, muffler, or
body drumming. Investigate to find the source of the
noise before disassembling the rear axle. Rear axles, like
any other mechanical device, are not absolutely quiet but
should be considered quiet unless some abnormal noise
is present.
To make a systematic check for axle noise, observe the
following:
1. Select a level asphalt road to reduce tire noise and
body drumming.
2. Check rear axle lubricant level to assure correct level,
and then drive the vehicle far enough to thoroughly
warm up the rear axle lubricant.
3. Note the speed at which noise occurs. Stop the
vehicle and put the transmission in neutral. Run the
engine speed slowly up and down to determine if the
noise is caused by exhaust, muffler noise, or other
engine conditions.
4. Tire noise changes with different road surfaces; axle
noises do not. Temporarily inflate all tires to 344 kPa
(3.5kg/cm
2, 50 psi) (for test purposes only). This will
change noise caused by tires but will not affect noise
caused by the rear axle.
Rear axle noise usually stops when coasting at
speeds under 48 km/h (30 mph); however, tire noise
continues with a lower tone. Rear axle noise usually
changes when comparing pull and coast, but tire
noise stays about the same.
Distinguish between tire noise and rear axle noise by
noting if the noise changes with various speeds or
sudden acceleration and deceleration. Exhaust and
axle noise vary under these conditions, while tire
noise remains constant and is more pronounced at
speeds of 32 to 48 km/h (20 to 30 mph). Further check
for tire noise by driving the vehicle over smooth
pavements or dirt roads (not gravel) with the tires at
normal pressure. If the noise is caused by tires, it will
change noticeably with changes in road surface.
5. Loose or rough front wheel bearings will cause noise
which may be confused with rear axle noise; however,
front wheel bearing noise does not change when
comparing drive and coast. Light application of the
brake while holding vehicle speed steady will often
cause wheel bearing noise to diminish. Front wheel
bearings may be checked for noise by jacking up the
wheels and spinning them or by shaking the wheels to
determine if bearings are loose.
6. Rear suspension rubber bushings and spring
insulators dampen out rear axle noise when correctly
installed. Check to see that there is no link or rod
loosened or metal–to–metal contact.
7. Make sure that there is no metal–to–metal contact
between the floor and the frame.
After the noise has been determined to be in the axle, the
type of axle noise should be determined, in order to make
any necessary repairs.
Gear Noise
Gear noise (whine) is audible from 32 to 89 km/h (20 to 55
mph) under four driving conditions.
1. Driving under acceleration or heavy pull.
2. Driving under load or under constant speed.
3. When using enough throttle to keep the vehicle from
driving the engine while the vehicle slows down
gradually (engine still pulls slightly).
4. When coasting with the vehicle in gear and the throttle
closed. The gear noise is usually more noticeable
between 48 and 64 km/h (30 and 40 mph) and 80 and
89 km/h (50 and 55 mph).
Bearing Noise
Bad bearings generally produce a rough growl or grating
sound, rather than the whine typical of gear noise.
Bearing noise frequently “wow–wows” at bearing rpm,
indicating a bad pinion or rear axle side bearing. This
noise can be confused with rear wheel bearing noise.
Rear Wheel Bearing Noise
Rear wheel bearing noise continues to be heard while
coasting at low speed with transmission in neutral. Noise
may diminish by gentle braking. Jack up the rear wheels,
spin them by hand and listen for noise at the hubs.
Replace any faulty wheel bearings.
Knock At Low Speeds
Low speed knock can be caused by worn universal joints
or a side gear hub counter bore in the cage that is worn
oversize. Inspect and replace universal joints or cage and
side gears as required.
Backlash Clunk
Excessive clunk on acceleration and deceleration can be
caused by a worn rear axle pinion shaft, a worn cage,
excessive clearance between the axle and the side gear
splines, excessive clearance between the side gear hub
and the counterbore in the cage, worn pinion and side
gear teeth, worn thrust washers, or excessive drive pinion
and ring gear backlash. Remove worn parts and replace
as required. Select close–fitting parts when possible.
Adjust pinion and ring gear backlash.

6A–3
ENGINE MECHANICAL
General Description
Engine Cleanliness And Care
An automobile engine is a combination of many
machined, honed, polished and lapped surfaces with
tolerances that are measured in the thousandths of a
millimeter (ten thousandths of an inch). Accordingly,
when any internal engine parts are serviced, care and
cleanliness are important. Throughout this section, it
should be understood that proper cleaning and protection
of machined surfaces and friction areas is part of the
repair procedure. This is considered standard shop
practice even if not specifically stated.
A liberal coating of engine oil should be applied to all
friction areas during assembly to protect and lubricate
the surfaces on initial operation.
Whenever valve train components, pistons, piston
rings, connecting rods, rod bearings, and crankshaft
journal bearings are removed for service, they should
be retained in order.
At the time of installation, they should be installed in
the same locations and with the same mating
surfaces as when removed.
Battery cables should be disconnected before any
major work is performed on the engine. Failure to
disconnect cables may result in damage to wire
harness or other electrical parts.
The six cylinders of this engine are identified by
numbers; Right side cylinders 1, 3 and 5, Left side
cylinders 2, 4 and 6, as counted from crankshaft
pulley side to flywheel side.
General Information on Engine Service
The following information on engine service should be
noted carefully, as it is important in preventing damage
and contributing to reliable engine performance:
When raising or supporting the engine for any reason,
do not use a jack under the oil pan. Due to the small
clearance between the oil pan and the oil pump
strainer, jacking against the oil pan may cause
damage to the oil pick–up unit.
The 12–volt electrical system is capable of damaging
circuits. When performing any work where electrical
terminals could possibly be grounded, the ground
cable of the battery should be disconnected at the
battery.
Any time the intake air duct or air cleaner is removed,
the intake opening should be covered. This will
protect against accidental entrance of foreign
material into the cylinder which could cause extensive
damage when the engine is started.
Cylinder Block
The cylinder block is made of aluminum die–cast casting
for 75
V–type six cylinders. It has a rear plate integrated
structure and employs a deep skint. The cylinder liner is
cast and the liner inner diameter and crankshaft journal
diameter are classified into grades. The crankshaft is
supported by four bearings of which width of No.3 bearing
on the body side is different in order to support the thrust
bearing. The bearing cap is made of nodular cast iron and
each bearing cap uses four bolts and two side bolts.
Cylinder Head
The cylinder head, made of aluminum alloy casting
employs a pent–roof type combustion chamber with a
spark plug in the center. The intake and exhaust valves
are placed in V–type design. The ports are cross–flow
type.
Va l v e Tr a i n
Intake and exhaust camshaft on the both side of banks
are driven through an camshaft drive gear by timing belt.
The valves are operated by the camshaft and the valve
clearance is adjusted to select suitable thickness shim.
Intake Manifold
The intake manifold system is composed of the aluminum
cast common chamber and intake manifold attached with
six fuel injectors.
Exhaust Manifold
The exhaust manifold is made of nodular cast iron.
Pistons and Connecting Rods
Aluminum pistons are used after selecting the grade that
meets the cylinder bore diameter. Each piston has two
compression rings and one oil ring. The piston pin is made
of chromium steel is offset 1mm toward the thrust side,
and the thrust pressure of piston to the cylinder wall varies
gradually as the piston travels. The connecting rods are
made of forged steel. The connecting rod bearings are
graded for correct seze selection.
Crankshaft and Bearings
The crankshaft is made of Ductile cast–iron. Pins and
journals are graded for correct size selection for their
bearing.
Engine Lubrication
The oil discharged by a trochoid–type oil pump driven by
the crankshaft is fed through full–flow oil filter and to the oil
gallery provided under the crankshaft bearing cap. The oil
is then led to the crankshaft journals and cylinder head.
The crank pins are lubricated with oil from crankshaft
journals through oil holes. Also, an oil jet is fed to each
cylinder from crankshaft juornals on the connecting rod
for piston cleaning. The oil pan flange is dealed with liquid
packing only; do not deform or damage the flange surface
during removal or installation.