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Opel Frontera UBS. Manual - part 2260

6E–76

6VE1 3.5 ENGINE DRIVEABILITY AND EMISSIONS

P1275, P1639, P1271, P1273

P1285, P1272, P1273

P0336, P0337

P1220, P1515, P1221, P1515, P1516

P1280, P1271, P1272

Check for the following conditions:

Poor connection at PCM. Inspect the harness
connectors for backed–out terminals, improper
mating, broken locks, improperly formed or damage
terminals, and a poor terminal–to–wire connection.

Damaged harness. Inspect the wiring harness for
damage. If the harness is not damaged, observe an
affected sensor fs displayed value on the Tech 2 with
the ignition “ON” and the engine “OFF” while you
move the connectors and the wiring harnesses
related to the following sensors:

MAP Sensor

EGR

TPS1/TPS2

APS1/APS2/APS3

CKP

Multiple PCM Information Sensor DTCs Set

Step

Action

Value(s)

Yes

Was the “On-Board (OBD) System Check” performed?

—

Go to

Step 2

Go to

OBD

System

Check

1. Turn the ignition “OFF”, disconnect the PCM.
2. Turn the ignition “ON”, check the 5 volt reference 1

and 2 circuit for the following conditions:

A poor connection at the PCM.

An open between the PCM connector and the
splice.

A short to ground.

A short to voltage.

Is there an open or short?

—

Go to

Step 3

Go to

Step 4

Repair the open or short.

Is the action complete?

—

Verify repair

—

Check the sensor ground circuit for the following
conditions:

A poor connection at the PCM or the affected
sensors.

An open between the PCM connector and the
affected sensors.

Is there an open or a poor connection?

—

Go to

Step 5

Go to

Step 6

Repair the open or the poor connection.

Is the action complete?

—

Verify repair

—

Following below the DTCs stored:
P1635, P1639

—

Go to

applicable
DTC table

Go to

Step 7

Measure the resistance below the items:

Between EGR sensor supply circuit and MAP
Sensor supply circuit.

Between EGR Sensor supply circuit and PCM
harness connector. (5Volt supply circuit)

Is the resistance near the specified value?

—

Go to

Step 9

Go to

Step 8

Locate and repair the open circuit in the MAP or EGR
sensor supply circuit.

Is the action complete?

—

Verify repair

—

6E–77

6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS

Multiple PCM Information Sensor DTCs Set

(Cont'd)

Step

Yes

Value(s)

Action

1. Disconnect the CKP, ECT and EGR sensor

connector.

2. Ignition “ON”.
3. Measure the resistance of the blow areas:

CKP sensor GND circuit.

ECT sensor GND circuit.

EGR sensor GND circuit.

Does the voltage resistance near the specified value?

—

Go to

Step 11

Go to

Step 10

Locate and repair the short circuit in the CKP or EGR or
ECT sensor signal or GND circuit.

Is the action complete?

—

Verify repair

—

1.  Disconnect the CKP sensor connector.
2.  Ignition “ON”.
3.  Measure the voltage of the blow areas:

CKP sensor shield circuit.

Does the voltage resistance near the specified value?

—

Go to

Step 13

Go to

Step 12

Locate and repair the short circuit in the CKP sensor
shield circuit.

Is the action complete?

—

Verify repair

—

Are more of the following items for DTCs stored? EGR,
ECT, MAP, CKP, TPS, APS

—

Go to

applicable
DTC table

Go to

Step 14

Replace the PCM.

The replacement PCM must be programmed.

Refer to

ON-Vehicle Service in Power Control Module

and Sensors for procedures.

And also refer to latest Service Bulletin. Check to see
if the latest software is released or not. And then Down
Load the LATEST PROGRAMMED SOFTWARE to the
replacement PCM.

Is the action complete?

—

Go to

OBD

System

Check

—

6E–78

6VE1 3.5 ENGINE DRIVEABILITY AND EMISSIONS

Exhaust Gas Recirculation (EGR)

Diagnosis

An EGR flow check diagnosis of the linear EGR system is
covered by DTC P0401. Pintle position error diagnosis is
covered by DTC P0402, P0404, P1404, P0405, P0406. If
EGR diagnostic trouble codes P0401 and/or P0402,
P0404, P1404, P0405, P0406 are encountered, refer to
the DTC charts.

Engine Tech 2 Data Definitions and

Ranges

A/C CLUTCH – Tech 2 Displays ON or OFF –
Indicates whether the PCM has commanded the A/C
clutch ON. Used in A/C system diagnostic.

A/C REQUEST — Tech 2 Displays YES or NO —
Indicates the state of the A/C request input circuit from the
HVAC controls. The PCM uses the A/C request signal to
determine whether A/C compressor operation is being
requested.

AIR/FUEL RATIO — Tech 2 Range 0.0-25.5 —
Air/fuel ratio indicates the PCM commanded value. In
closed loop, the air/fuel ratio should normally be
displayed around “14.6-14.7”. A lower air/fuel ratio
indicates a richer commanded mixture, which may be
seen during power enrichment or TWC protection modes.
A higher air/fuel ratio indicates a leaner commanded
mixture. This can be seen during deceleration fuel mode.

AP1 —Tech 2 Range 0%-100% —
AP (accelerator pedal) angle is computed by the PCM
from the AP sensor voltage. AP angle should display
“11-15%” at idle and “85-89%” at wide open throttle.

AP2 —Tech 2 Range 0%-100% —
AP (accelerator pedal) angle is computed by the PCM
from the AP sensor voltage. AP angle should display
“85-89%” at idle and “11-15%” at wide open throttle.

AP3 —Tech 2 Range 0%-100% —
AP (accelerator pedal) angle is computed by the PCM
from the AP sensor voltage. AP angle should display
“85-89%” at idle and “32-36%” at wide open throttle.

BAROMETRIC PRESSURE — Tech 2 Range 10-105
kPa/0.00-5.00 Volts —
The barometric pressure reading is determined from the
MAP sensor signal monitored during key up and wide
open throttle (WOT) conditions. The barometric pressure
is used to compensate for altitude differences and is
normally displayed around “61-104” depending on
altitude and barometric pressure.

CHECK TRANS LAMP — AUTO TRANSMISSION —
Indicates the need to check for a DTC with the Tech 2
when the lamp is flashing 0.2 seconds ON and 0.2
seconds OFF.

DESIRED EGR POS. — Tech 2 Range 0%-100% —
Represents the EGR pintle position that the PCM is
commanding.

DESIRED IDLE — Tech 2 Range 0-3187 RPM —
The idle speed that the PCM is commanding. The PCM
will compensate for various engine loads based on engine
coolant temperature, to keep the engine at the desired
speed.

ECT — (Engine Coolant Temperature) Tech 2
Range –40

C to 151

C (–40

F to 304

F) —

The engine coolant temperature (ECT) is mounted in the
coolant stream and sends engine temperature
information to the PCM. The PCM applies 5 volts to the
ECT sensor circuit. The sensor is a thermistor which
changes internal resistance as temperature changes.
When the sensor is cold (high resistance), the PCM
monitors a high signal voltage and interprets that as a cold
engine. As the sensor warms (decreasing resistance),
the voltage signal will decrease and the PCM will interpret
the lower voltage as a warm engine.

EGR DUTY CYCLE — Tech 2 Range 0%-100% —
Represents the EGR valve driver PWM signal from the
PCM. A duty cycle of 0% indicates that no EGR flow is
being commanded; a 100% duty cycle indicates
maximum EGR flow commanded.

EGR FEEDBACK — Tech 2 Range 0.00-5.00 Volts —
Indicates the EGR pintle position sensor signal voltage
being monitored by the PCM. A low voltage indicates a
fully extended pintle (closed valve); a voltage near 5 volts
indicates a retracted pintle (open valve).

ENGINE LOAD — Tech 2 Range 0%-100% —
Engine load is calculated by the PCM from engine speed
and MAF sensor readings. Engine load should increase
with an increase in RPM or air flow.

ENGINE RUN TIME — Tech 2 Range
00:00:00-99:99:99 Hrs:Min:Sec —
Indicates the time elapsed since the engine was started.
If the engine is stopped, engine run time will be reset to
00:00:00.

ENGINE SPEED — Range 0-9999 RPM —
Engine speed is computed by the PCM from the 58X
reference input. It should remain close to desired idle
under various engine loads with engine idling.

EVAP PURGE PWM — Tech 2 Range 0%-100% —
Represents the PCM commanded PWM duty cycle of the
EVAP purge solenoid valve. “0%” displayed indicates no
purge; “100%” displayed indicates full purge.

FUEL PUMP — Tech 2 Displays ON or OFF —
Indicates the PCM commanded state of the fuel pump
relay driver circuit.

HO2S BANK 1, SEN. 1
— Tech 2 Range 0-1132 mV —
Represents the fuel control exhaust oxygen sensor
output voltage. Should fluctuate constantly within a range
between 10 mV (lean exhaust) and 1000 mV (rich
exhaust) while operating in closed loop.

HO2S BANK 1, SEN. 2
— Tech 2 Range 0-1000mV —
Monitors the exhaust oxygen sensor output voltage. The
PCM monitors the operating efficiency of catalytic
converter by comparing the output voltages of sensor 1
and sensor 2 in this bank. If the catalytic converter is
operating efficiently, the output voltage of sensor 1 will
give a greater fluctuation than that of sensor 2. If the
PCM detects an abnormal level of voltage fluctuation
from sensor 2, a DTC P0420 will be set, indicating that the
catalytic converter for this bank is no longer operating
efficiently.

6E–79

6VE1 3.5L ENGINE DRIVEABILITY AND EMISSIONS

HO2S BANK2, SEN. 1 —Tech 2 Range 0-1132 mV—
Represents the fuel control exhaust oxygen sensor
output voltage. Should fluctuate constantly within a range
between 10mV (lean exhaust) and 1000 mV (rich
exhaust) while operating in closed loop.

HO2S BANK 2, SEN. 2—Tech 2 Range 0-1000 mV—
Monitors the exhaust oxygen sensor output voltage. The
PCM monitors the operating efficiency of catalytic
converter by comparing the output voltages of sensor 1
and sensor 2 in this bank. If the catalytic converter is
operating efficiently, the output voltage of sensor 1 will
have a greater fluctuation than that of sensor 2. If the
PCM detects an abnormal level of voltage fluctuation
from sensor 2, a DTC P0430 will be set, indicating that the
catalytic converter for this bank is no longer operating
efficiently.

HO2S BANK 1, SEN. 1—Tech 2 Displays NOT
READY or READY—
Indicates the status of the exhaust oxygen sensor. The
Tech 2 will indicate that the exhaust oxygen sensor is
ready when the PCM detects a fluctuating HO2S voltage
sufficient to allow closed loop operation. This will not
occur unless the exhaust oxygen sensor is warmed up.

HO2S BANK 2, SEN. 1 — Tech 2 Displays NOT
READY or READY —
Indicates the status of the exhaust oxygen sensor. The
Tech 2 will indicate that the exhaust oxygen sensor is
ready when the PCM detects a fluctuating HO2S voltage
sufficient to allow closed loop operation. This will not
occur unless the exhaust oxygen sensor is warmed up.

HO2S WARM UP TIME BANK 1, SEN. 1/BANK 1,
SEN 2/BANK 2 SEN. 1/BANK 2 SEN. 2 — Tech 2
Range 00:00:00-99:99:99 HRS:MIN:SEC —
Indicates warm-up time for each HO2S. The HO2S
warm-up time is used for the HO2S heater test. The PCM
will run the heater test only after a cold start (determined
by engine coolant and intake air temperature at the time
of start-up) and only once during an ignition cycle. When
the engine is started the PCM will monitor the HO2S
voltage. When the HO2S voltage indicates a sufficiently
active sensor, the PCM looks at how much time has
elapsed since start-up. If the PCM determines that tool
much time was required for the HO2S to become active,
a DTC will set. If the engine was warm when started,
HO2S warm-up will the display “00:00:00”.

IAT (INTAKE AIR TEMPERATURE) — Tech 2 Range
–40

C to 151

C (–40

F to 304

F) —

The PCM converts the resistance of the intake air
temperature sensor to degrees. Intake air temperature
(IAT) is used by the PCM to adjust fuel delivery and spark
timing according to incoming air density.

IGNITION 1 — Tech 2 Range 0-25.5 Volts —
This represents the system voltage measured by the
PCM at its ignition feed.

INJ. PULSE BANK 1/INJ. PULSE BANK 2 — Tech 2
Range 0-1000 msec. —
Indicates the amount of time the PCM is commanding
each injector “ON” during each engine cycle. A longer
injector pulse width will cause more fuel to be delivered.
Injector pulse width should increase with increased
engine load.

LONG TERM FUEL TRIM BANK 1/BANK 2 —
The long term fuel trim is derived from the short term fuel
trim values and represents a long term correction of fuel
delivery for the bank in question. A value of 0% indicates
that fuel delivery requires no compensation to maintain
the PCM commanded air/fuel ratio. A negative value
significantly below 0% indicates that the fuel system is
rich and fuel delivery is being reduced (decreased injector
pulse width). A positive value significantly greater than
0% indicates that a lean condition exists and the PCM is
compensating by adding fuel (increased injector pulse
width). Because long term fuel trim tends to follow short
term fuel trim, a value in the negative range due to
canister purge at idle should not be considered unusual.
Fuel trim values at maximum authority may indicate an
excessively rich or lean system.

Fuel System STATUS — Tech 2 Displays OPEN or
CLOSED —
“CLOSED” indicates that the PCM is controlling fuel
delivery according to oxygen sensor voltage. In “OPEN”
the PCM ignores the oxygen sensor voltage and bases
the amount of fuel to be delivered on TP sensor, engine
coolant, and MAF sensor inputs only.

MAF — Tech 2 Range 0.0-512 gm/s —
MAF (mass air flow) is the MAF input frequency
converted to grams of air per second. This indicates the
amount of air entering the engine.

MAP — Tech 2 Range 10-105 kPa (0.00-4.97 Volts)
—
The manifold absolute pressure (MAP) sensor measures
the change in the intake manifold pressure from engine
load, EGR flow, and speed changes. As intake manifold
pressure increases, intake vacuum decreases, resulting
in a higher MAP sensor voltage and kPa reading. The
MAP sensor signal is used to monitor intake manifold
pressure changes during the EGR flow test, to update the
BARO reading, and as an enabling factor for several of
the diagnostics.

MIL — Tech 2 Displays ON or OFF —
Indicates the PCM commanded state of the malfunction
indicator lamp.

MISFIRE CUR. CYL. #1 /#2 /#3 /#4 / #5 / #6 — Tech 2
Range 0-255 Counts —
The misfire current counters increase at a rate according
to the number of the possible misfires being detected on
each cylinder. The counters may normally display some
activity, but the activity should be nearly equal for all the
cylinders.

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