Opel Frontera UBS. Manual - part 523

6E–222

4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS

Installation Procedure

1. Use splice clips and rosin core solder in order to splice

the two wires together.

052

2. Cover the splice with tape in order to insulate it from

the other wires.

053

3. Twist the wires as they were before starting this

procedure.

054

4. Tape the wires with electrical tape.  Hold in place.

055

6E–223

4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS

Weather-Pack Connector

Tools Required

5-8840-0388-0 Weather-Pack II Terminal Remover

Removal Procedure

A Weather-Pack connector can be identified by a rubber
seal at the rear of the connector.  This engine room
connector protects against moisture and dirt, which could
from oxidation and deposits on the terminals.  This
protection is important, because of the low voltage and
the low amperage found in the electronic systems.

1. Open the secondary lock hinge on the connector.

070

2. Use tool 5-8840-0388-0 or the equivalent to remove

the pin and the sleeve terminals.  Push on
5-8840-0388-0 to release.

NOTE: Do the use an ordinary pick or the terminal may
be bent or deformed.  Unlike standard blade terminals,
these terminals cannot be straightened after they have
been improperly bent.

071

3. Cut the wire immediately behind the cable seal.

072

Installation Procedure

Make certain the connectors are properly seated and all
of the sealing rings are in place when you reconnect the
leads.  The secondary lock hinge provides a backup
locking feature for the connector.  The secondary lock
hinge is used for added reliability.  This flap should retain
the terminals even if the small terminal lock tangs are not
positioned properly.
Do not replace the Weather-Pack connections with
standard connections.  Read the instructions provided
with the Weather-Pack connector and terminal packages.

1. Replace the terminal.
2. Slip the new seal onto the wire.
3. Strip 5 mm (0.2”) of insulation from the wire.
4. Crimp the terminal over the wire and the seal.

073

6E–224

4JX1–TC ENGINE DRIVEABILITY AND EMISSIONS

5. Push the terminal and the connector to engage the

locking tangs.

070

6. Close the secondary locking hinge.

Com-Pack III

General Information

The Com-Pack III terminal looks similar to some
Weather-Pack terminals.  This terminal is not sealed and
is used where resistance to the environment is not
required.  Use the standard method when repairing a
terminal.  Do not use the Weather-Pack terminal tool
5-8840-0388-0 or equivalent.  These will damage the
terminals.

Metri-Pack

Tools Required

5-8840-0632-0 Terminal Remover

Removal Procedure

Some connectors use terminals called Metri-Pack Series
150.  These may be used at the engine coolant
temperature (ECT) sensor.

1. Slide the seal (1) back on the wire.

2. Insert the 5-8840-0632-0 tool or equivalent (3) in

order to release the terminal locking tang (2).

060

3. Push the wire and the terminal out through the

connector.  If you reuse the terminal, reshape the
locking tang.

Installation Procedure

Metri-Pack terminals are also referred to as “pull-to-seat”
terminals.

1. In order to install a terminal on a wire, the wire must be

inserted through the seal (2) and through the
connector (3).

2. The terminal (1) is then crimped onto the wire.

061

3. Then the terminal is pulled back into the connector to

seat it in place.

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 (–40

°

F).  High temperature

causes a low resistance of 70 ohms at 130

°

C (266

°

F).

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 (185

°

F).  It then stabilizes

when the thermostat opens.  If the engine has not been
run for several hours (overnight), the engine coolant

temperature 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 (–40

°

F).  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.