Opel Frontera UE. Manual - part 919

6E2–62

6VD1 3.2L ENGINE DRIVEABILITY AND EMISSIONS

Tech 2 Parameter

Typical Data Values

(2500 RPM)

Typical Data Values

(IDLE)

Units

Displayed

Data List

Fuel system Status 

Engine

Closed

Loop

/Open

Loop

Closed Loop

Closed Loop

Power Enrichment

Engine

Yes/No

No

No

Engine Load

Engine

%

2.0 – 5.5

8.0 – 16.0

Time From Start

Engine

_:_:_

_:_:_

_:_:_

Deceleration Fuel Cutoff

Engine

Inactive/A

ctive

Inactive

Inactive

Malfunction Indicator Lamp

Engine

On/Off

Off

Off

VIM solenoid (Variable Intake
Manifold)

Engine

On/Off

On

On

6E2–63

6VD1 3.2L ENGINE DRIVEABILITY AND EMISSIONS

Tech 2 Parameter

Data List

Units

Displayed

Typical Data Values

(IDLE)

Typical Data Values

(2500 RPM)

Engine Speed

O2

Sensor

RPM

Within -50 to +100 of

“Desired Idle”

Actul engine speed

Desired Idle Speed

O2

Sensor

RPM

750

800

Engine Coolant Temperature

O2

Sensor

°

C or 

°

F

80 – 100 (176 – 212

°

F)

80 – 100 (176 – 212

°

F)

Start Up ECT (Engine Coolant
Temperature)

O2

Sensor

°

C or 

°

F

—

—

Intake Air Temperature

O2

Sensor

°

C or 

°

F

0 – 100, depends on

underhood

0 – 80, depends on

underhood

Start Up IAT (Intake Air Temperature)

O2

Sensor

°

C or 

°

F

—

—

Manifold Absolute Pressure

O2

Sensor

kPa

23 – 40

19 – 32

Barometric Pressure

O2

Sensor

kPa

61 – 104 (depends pn

altitude and

barometric)

61 – 104 (depends pn

altitude and

barometric)

Throttle Position

O2

Sensor

%

0

3 – 5

Throttle Position Sensor

O2

Sensor

V

0.35 – 0.39

0.55 – 0.59

Mass Air Flow

O2

Sensor

g/s

2.85 – 6.65

9.5 – 16.5

Air Fuel Ratio

O2

Sensor

g/s

2.85 – 6.65

9.5 – 16.5

B1 S1 O2 Sensor (Bank 1 Sensor 1)

O2

Sensor

mV

50 – 950 always

changing quickly

50 – 950 always

changing quickly

B2 S1 O2 Sensor (Bank 2 Sensor 1)

O2

Sensor

mV

50 – 950 always

changing quickly

50 – 950 always

changing quickly

B1 O2S Ready (Bank 1)

O2

Sensor

Yes/No

Yes

Yes

B2 O2S Ready (Bank 2)

O2

Sensor

Yes/No

Yes

Yes

B1 S1 O2S Warm Up Time (Bank1
Sensor 1)

O2

Sensor

seconds

24 – 45

24 – 45

B2 S1 O2S Warm Up Time (Bank2
Sensor 1)

O2

Sensor

seconds

24 – 45

24 – 45

B1 Long Term Fuel Trim (Bank1)

O2

Sensor

%

—

—

B2 Long Term Fuel Trim (Bank2)

O2

Sensor

%

—

—

B1 Short Term Fuel Trim (Bank1)

O2

Sensor

%

—

—

B2 Short Term Fuel Trim (Bank2)

O2

Sensor

%

—

—

Fuel Trim Cell

O2

Sensor

Cell No.

20

2 or 6

Fuel Trim Learned

O2

Sensor

Yes/No

Yes

Yes

B1 S1 Status (Bank 1 Sensor 1)

O2

Sensor

Lich/Lean

—

—

6E2–64

6VD1 3.2L ENGINE DRIVEABILITY AND EMISSIONS

Tech 2 Parameter

Typical Data Values

(2500 RPM)

Typical Data Values

(IDLE)

Units

Displayed

Data List

B2 S1 Status (Bank 2 Sensor 1)

O2

Sensor

Lich/Lean

—

—

Engine Load

O2

Sensor

%

2.0 – 5.5

8.0 – 16.0

6E2–65

6VD1 3.2L ENGINE DRIVEABILITY AND EMISSIONS

No Malfunction Indicator Lamp (MIL)

D06RX012

Circuit Description

The “Check Engine” lamp (MIL) should always be
illuminated and steady with the ignition “ON” and the
engine stopped.  Ignition feed voltage is supplied to the
MIL bulb through the meter fuse.  The powertrain control
module (PCM) turns the MIL “ON” by grounding the MIL
driver circuit.

Diagnostic Aids

An intermittent MIL may be cased by a poor connection,
rubbed-through wire insulation, or a wire broken inside
the insulation.  Check for the following items:

D

Inspect the PCM harness and connections for
improper mating, broken locks, improperly formed or
damaged terminals, poor terminal-to-wire
connection, and damaged harness.

D

If the engine runs OK, check for a faulty light bulb, an
open in the MIL driver circuit, or an open in the
instrument cluster ignition feed.

D

If the engine cranks but will not run, check for an open
PCM ignition or battery feed, or a poor PCM to engine
ground.

Test Description

Number(s) below refer to the step number(s) on the
Diagnostic Chart.
2. A “No MIL” condition accompanied by a no-start

condition suggests a faulty PCM ignition feed or
battery feed circuit.

9. Using a test light connected to B+, probe each of the

PCM ground terminals to ensure that a good ground
is present.  Refer to 

PCM Terminal End View for

terminal locations of the PCM ground circuits.

12.In this step, temporarily substitute a known good

relay for the PCM relay.  The horn relay is nearby,
and it can be verified as “good” simply by honking
the horn.  Replace the horn relay after completing
this step.