Category: Opel Motors Forum

Help – who can send me an dBilas-certificate by email or fax?? For my cadet E 2,0 16V I bought a single dBilas-drump. Since I needed the plant and bought it privately, dBilas leaves me stubbornly in the rain and does not give me an expert report. Their suggestion and only acceptance would be the registration in my own house. My note, which I have to pay 600Km for it, did not change anything about their proposal!! That I will never get anything from dBilas again we rde, is probably explained by this. So I advise everyone, but still need an expert report. Who can help me? Greetings Uwe

Here is the current error code table for all Opel models : Error code & cause 10 Code variant not programmed 12 Diagnosis start 13 Lambda probe – no voltage change 14 Coolant temperature sensor – voltage too low 15 Coolant temperature sensor – voltage too high 16 Tap sensor 1 – no voltage change 17 Tap sensor 2 – no voltage change 18 Tap control unit – no signal 19 Speed sensor – wrong signal 21 throttle valve potentiometer – voltage too high 22 throttle flap en-potentiometer – voltage too low 23 tap control unit 24 speed sensor 25 injection valve No. 1 – voltage too high 26 injection valve No. 2 – voltage too high 27 injection valve No. 3 – voltage too high 28 injection valve No. 4 – voltage too high 29 injection valve No. 5 – voltage too high 31 speed sensor – no signal 32 injection valve No. 6 – voltage too high 33 AGR vacuum control valve – voltage too low 34 AGR vacuum control valve – voltage too high 35 idle control ntil 37 Engine malfunction warning light – Voltage too low 38 Lambda probe – Voltage too low 39 Lambda probe – Voltage too high 41 Speed sensor – Voltage too low 42 Speed sensor – Voltage too high 44 Lambda probe/injection signal – Mixture to lean 45 Larnbda probe/injection signate – Mixture to fat 46 Air pump/relay – Voltage too low 47 Air pump/relay – Voltage too high 48 Supply voltage – low 49 Supply voltage – high 51 ECU – Error in storage ( PROM) 52 motor failure warning light – voltage too high 53 fuel pump relays – voltage too low 54 fuel pump relays – voltage too high 55 control unit 56 idle control valve – voltage too high 57 idle control valve – voltage too low 59 intake air switching magnetic valve 1- voltage too high 61 activated carbon filter magnetic valve – voltage too low 62 activated carbon filter magnetic valve – voltage to h ch 63 intake air switching magnetic valve 1- voltage too high 65 mixture regulationresistant d – Voltage too low 66 Mixing control resistance – Voltage too high 67 Throttle switch 68 Idle switch – does not open 69 Intake air temperature sensor – Voltage too low 71 Intake air temperature sensor – Voltage too high 72 Throttle switch – does not open 73 Air volume/air mass meter – Voltage too low 74 Air volume/air mass meter – Voltage too high 75 Torque control (automatic gearbox) – Voltage too low 76 Torque control (automatic gearbox) – incorrect 79 Drive-in control control unit – motor intervention incorrect 81 Injection valve No. 1 – voltage too low 82 Injection valve No. 2 – voltage too low 83 Injection valve No. 3 – voltage too low 84 Injection valve No. 4 – voltage too low 85 Injection valve No. 5 – voltage too low 86 Injection valve No. 6 – voltage too low 87 Air-conditioning shut-off relay – voltage too low 88 Air-conditioning shut-off relay – voltage too high 89 Lambda probe – voltage too low 91 Lambda probe – Voltage too high 92 camshaft position sensor – wrong signal 93 camshaft position sensor – voltage too low 94 camshaft position sensor – voltage too high 95 warm start valve – voltage too low 96 warm start valve – voltage too high 97 drive slip control controller – wrong signal 98 Lambda probe – voltage too low 113 charging pressure control – charging pressure too high 114 charging pressure idle – over maximum value 115 turbocharger full load – below minimum value 116 charging pressure – above maximum load rt 117 Charge pressure control valve – voltage too low 118 Charge pressure control valve – voltage too high 119 Suction tube pressure sensor – range/power 121 Lambda probe 2 – mixture to mager 122 Lambda probe 2 – mixture to bold 123 Intake air switching magnetic valve 1-blocked 124 Intake air switching magnetic valve 2- blocks 125 Suction tube pressure sensor – below minimum 126 Suction tube pressure sensor – above maximum 129 Exhaust gas recirculation – voltage too low 131 Exhaust gas recirculation – voltage too high 132 Exhaust gas recirculation discharge – false signal 133 exhaust gas recirculation 2- voltage too high 133 intake air recirculation-magnet valve 2- voltage too low 134 exhaust gas recirculation 2- voltage too low 134 intake air recirculation-magnet valve 2- voltage too high 135 engine failure warning light – voltage too low 136 ECU 137 ECU box – temperature too high 138 suction tube pressure sensor – voltage too low 139 suction tube pressure sensor – voltage too high 143 immobilizer – no/wrong signal 144 immobilizer – no Sig nal 145 immobiliser – wrong signal

I’m just getting familiar with the A14NE(L,T) motors. More precisely, crankcase ventilation, charging pressure control and connecting lines. If I see this correctly, the charging pressure control valve sits under the suction bridge on the channel to the first cylinder. From this, a hose goes forward to the control box on the turbocharger, the other two connections must therefore be connected to the athmosphere pressure and charging pressure. In addition, there are two pressure sensors in the intake bridge, one of which (if I understand correctly) measures the athmosphere pressure. From this I conclude that there is a separate chamber in the intake bridge, which is only impacted with athmosphere pressure. Is this correct? Is there next to the fungus valve in the intake bridge and the diaphragm valve in the valve cover other valves that are involved in the crankcase ventilation? g works when underpressure in the crankcase prevails. If underpressure in the intake tube prevails (empty run = throttle flap closed and no charging pressure) the diaphragm valve in the valve cover closes in order to limit the underpressure in the crankcase. How is the crankcase ventilated then? The underpressure must finally be dismantled. Actually, I would expect an additional non-return valve, which in this case opens and leaves air from the athmosphere into the crankcase (intake point sense). fully between LMM and turbocharger).

Hello guys, my Astra J SPorts Tourer engine damage and the fault picture and its probable emergence leave me no rest, I need your swarm knowledge. Car was in inspection (oil, candles, air filter). From the workshop home about 10 km everything ok. The next day no 50m driven, engine lamp on, (engine runs only on 3 pots). Again to the workshop, error confirmed does not run round, a Zilinder does not build up pressure. Zilinderkopf dismantled and found the following (s Bilde r): Apparently a round metal ball got into the combustion chamber and played roulette there. Has anyone ever seen such a thing of you ? Workshop means that the “charge pressure control valve” was defective and lost this small metal part which then hit me engine/valve. Could that have been so ? or did the workshop change perhaps by candle what fell into the combustion chamber (where is worked happen faults). Workshop says, whatever caused this ? for a long time in the engine not only have been 20 km since the impact points are already so oxidized. Your opinion ? I am curious.

what do you say about it…? thermostat defective… temperature increased to over 110°c, car driven only 40 km/h, immediately stopped, towed and let change thermostat… earlier temperature between 94 – 96°c at full speed in summer as in winter. today standard 98°c, motor gets quite fast operating temperature, heats the interior bad does not get so much air out. standing overheated the engine again. in the stow I have to step on the gas a few times and the temperature ko mmt again down from 100°c. have had the car tested with a recently eliminated master by opel, no mistake it doesn’t get any further… I also don’t… I love my car, I want it to work perfectly again. have you already experienced something like this…heard???? Water pump is ok! viscofan is ok! in cool water is no oil! composition of the cool water not yet tested. heat exchanger is rough sight tested m.e. free from flying and comparable. thank you for your numerous answers! greeting support

For an Astra Coupe with 2.2 16V machine, look for a engine tuning kit.That’s true even if it only consists of one chip…Are there any and they actually bring what or just the pure waste of money?Is a gasoline engine. Hope someone can help me and give me a few tips.

Hi, have a try with my C20NE Ere just doesn’t want to get over the 190 on the highway anymore… He can’t say that better because he doesn’t have any wheels, but what can it be about… My lambda probe, by the way, lights up even if I go underboard or give it a little gas.. but then it’s immediately out.. can that be on my camshaft? Was the first 2000 ! km never turned over 3500 rpm.. Engine data: km: 12000 km Age: 1 year Tuning: cams le lexmau intake manifold Lexmaul K&N air filter Downstairs I don’t feel anything but upstairs at 5000 rpm I have the feeling he gets no air anymore! Would be nice if you could give me nen tip! A colleague of mine thinks that with the lamda probe is related to the nock because of the changed exhaust gas coming out! And what else can I do that I can tickle so round abount 150 hp out of the engine! Mfg

Hello your hobbyist and fan!!!!!!!!!! Maybe someone can help me, I don’t know any more. Engine: C18NZ 1.8 i with 90 hp Year of construction:91 The engine sounds like it is running on only 3 cylinders in idle mode, but it runs on four, like a trecker sounds like it. Spark plugs are new, air filter is new (sport lufi), idle control is cleaned, ignition cable is checked on a fixed seat. Sometimes the speeds are a bit restless, but the ha t almost adjusted with the cleaning of the idler. Please help me!!!!!!!!! Thank you.

Have a C20NE. Because Lexmaul-RAM isn’t cheap and you can’t polish or extend the original suction bridge, because the stupid one is bent, I bought a suction bridge from a 16V. Has anyone ever tried to put such a bridge on an 8V? Of course you have to change pairs of pipes and possibly change the gas train against the one from the 16V. But does this fit from the place? Pure PS would have to bring something because of larger channels and other Splash.

Hi! Need a quick answer. I’m about to buy a used Astra G Caravan. Have 2 offers. A selection free for 900€ and an edition 100 for 9400 with new WR. Both with almost the same mileage. Now to my question: The Selection has a 1.7l DTI engine with 75PS The Edition 100 has a 2L 16V DI(Is also a DTI, isn’t it?) What is the 1.7 against the 2L? Are 1.7 75 hp not too lame for a combination? What about the consumption? I’d be happy to get competent answers. Did I want to hear from you? Thank you very much.