SECTION INDEX
FRONT MATTER
0A
GENERAL INFORMATION
0B
ENGINE
1
SERVICE
MATIZ
FOREWORD
This manual includes procedure for maintenance,
adjustment, service operation and removal and
installation of components.
All information, illustrations and specifications con-
tained in this manual are based on the latest prod-
uct information available at the time of manual ap-
proval.
The right is reserved to make changes at any time
without notice.
DAEWOO MOTOR CO., LTD.
INCHON, KOREA
MANUAL
SUSPENSION
2
DRIVELINE/AXLE 3
BRAKES
4
TRANSAXLE
5
STEERING
6
RESTRAINTS
8
BODY AND ACCESSORIES
9
7
HVAC
(HEATING, VENTILATION,
AND AIR CONDITIONING)
(MY2003)
ENGINE
CONTENTS
SECTION 1A GENERAL ENGINE INFORMATION
SECTION 1B SOHC ENGINE MECHANICAL
SECTION 1D ENGINE COOLING
SECTION 1E ENGINE ELECTRICAL
SECTION 1F ENGINE CONTROLS
SECTION 1G ENGINE EXHAUST
SUSPENSION
CONTENTS
SECTION 2A SUSPENSION DIAGNOSIS
SECTION 2B WHEEL ALIGNMENT
SECTION 2C FRONT SUSPENSION
SECTION 2D REAR SUSPENSION
SECTION 2E TIRES AND WHEELS
DRIVELINE/AXLE
CONTENTS
SECTION 3B MANUAL TRANSAXLE DRIVE AXLE
BRAKES
CONTENTS
SECTION 4A HYDRAULIC BRAKES
SECTION 4B MASTER CYLINDER
SECTION 4C POWER BOOSTER
SECTION 4D FRONT DISC BRAKES
SECTION 4E REAR DRUM BRAKES
SECTION 4F ANTILOCK BRAKE SYSTEM
SECTION 4G PARKING BRAKE
TRANSAXLE
CONTENTS
SECTION 5B FIVE–SPEED MANUAL TRANSAXLE
SECTION 5C CLUTCH
STEERING
CONTENTS
SECTION 6A POWER STEERING SYSTEM
SECTION 6B POWER STEERING PUMP
SECTION 6C POWER STEERING GEAR
SECTION 6D MANUAL STEERING GEAR
SECTION 6E STEERING WHEEL AND COLUMN
HVAC (HEATING, VENTILATION,
AND AIR CONDITIONING)
CONTENTS
SECTION 7A HEATING AND VENTILATION SYSTEM
SECTION 7B MANUAL CONTROL HEATING,
VENTILATION, AND AIR CONDITIONING
SYSTEM
RESTRAINTS
CONTENTS
SECTION 8A SEAT BELTS
SECTION 8B SUPPLEMENTAL INFLATABLE RESTRAINTS
(SIR)
BODY AND ACCESSORIES
CONTENTS
SECTION 9A BODY WIRING SYSTEM
SECTION 9B LIGHTING SYSTEMS
SECTION 9C HORNS
SECTION 9D WIPERS / WASHER SYSTEMS
SECTION 9E INSTRUMENTATION / DRIVER INFORMATION
SECTION 9F AUDIO SYSTEMS
SECTION 9G INTERIOR TRIM
SECTION 9H SEATS
SECTION 9I WATERLEAKS
SECTION 9J WINDNOISE
SECTION 9K SQUEAKS AND RATTLES
SECTION 9L GLASS AND MIRRORS
SECTION 9M EXTERIOR TRIM
SECTION 9N FRAME AND UNDERBODY
SECTION 9O BUMPERS AND FASCIAS
SECTION 9P DOORS
SECTION 9Q ROOF
SECTION 9R BODY FRONT END
SECTION 9S BODY REAR END
SECTION 9T IMMOBILIZER ANTITHEFT SYSTEM
DAEWOO M-150 BL2
SECTION 1A
GENERAL ENGINE INFORMATION
TABLE OF CONTENTS
Description and Operation 1A-2. . . . . . . . . . . . . . . . . .
Cleanliness and Care 1A-2. . . . . . . . . . . . . . . . . . . . . .
On-Engine Service 1A-2. . . . . . . . . . . . . . . . . . . . . . . .
Component Locator 1A-3. . . . . . . . . . . . . . . . . . . . . . . .
Engine Compartment (Typical) 1A-3. . . . . . . . . . . . . .
Engine Compartment (Euro III) 1A-4. . . . . . . . . . . . . .
Diagnoctic Information and Procedure 1A-5. . . . . . .
General Diagnosis 1A-5. . . . . . . . . . . . . . . . . . . . . . . . .
Checking Engine Fluid Level 1A-11. . . . . . . . . . . . . . .
Changing Engine Oil or Oil Filter 1A-11. . . . . . . . . . . .
Checking Engine Timing Belt 1A-12. . . . . . . . . . . . . . .
Checking Accessory Belt 1A-12. . . . . . . . . . . . . . . . . .
Checking Spark Plug 1A-12. . . . . . . . . . . . . . . . . . . . .
Checking Air Cleaner Element 1A-13. . . . . . . . . . . . .
Checking Fuel Filter 1A-13. . . . . . . . . . . . . . . . . . . . . .
Checking Fuel System 1A-13. . . . . . . . . . . . . . . . . . . .
Checking Hose System 1A-13. . . . . . . . . . . . . . . . . . .
Specifications 1A-14. . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Specifications 1A-14. . . . . . . . . . . . . . . . . . . .
Engine Performance Curve 1A-15. . . . . . . . . . . . . . . .
1A2 GENERAL ENGINE INFORMATION
DAEWOO M-150 BL2
DESCRIPTION AND SYSTEMOPERATION
CLEANLINESS AND CARE
An automobile engine is a combination of many ma-
chined, honed, polished and lapped surfaces with toler-
ances that are measured in the ten–thousandths of an
inch. When any internal engine parts are serviced, care
and cleanliness are important. A liberal coating of en-
gine oil should be applied to friction areas during assem-
bly, to protect and lubricate the surfaces on initial
operation. Proper cleaning and protection of machined
surfaces and friction areas is part of the repair proce-
dure. This is considered standard shop practice even if
not specifically stated.
Whenever valve train components are removed for ser-
vice, they should be kept in order. They should be
installed in the same locations, and with the same mat-
ing surfaces, as when they were 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.
ON-ENGINE SERVICE
Caution: Disconnect the negative battery cable be-
fore removing or installing any electrical unit, or
when a tool or equipment could easily come in con-
tact with exposed electrical terminals. Disconnect-
ing this cable will help prevent personal injury and
damage to the vehicle. The ignition must also be in
B unless otherwise noted.
Notice: Any time the air cleaner is removed, the intake
opening should be covered. This will protect against ac-
cidental entrance of foreign material, which could follow
the intake passage into the cylinder and cause exten-
sive damage when the engine is started.
GENERAL ENGINE INFORMATION 1A3
DAEWOO M-150 BL2
COMPONENT LOCATOR
ENGINE COMPARTMENT (TYPICAL)
(Left–Hand Drive Shown, Right–Hand Drive Similar)
D102A401
1 Power Steering Oil Reservoir
2 Coolant Reservoir
3 Canister
4 Canister Solenoid
5 Manifold Absolute Pressure (MAP) Sensor
6 Intake Manifold
7 Ignition Coil
8 Idle Air Control (IAC) Valve
9 Throttle Position (TP) Sensor
10 Throttle Body
11 Brake Fluid Reservoir
12 Wiper Motor
13 Battery
14 Fuse Box
15 Air Cleaner Housing
16 Resonator
17 PCV Hose
18 Distributor
19 Exhaust Manifold
20 Snorkel
21 Engine
22 Washer Fluid Reservoir
23 Oil Level Gauge
24 Oil Filler Cap
1A4 GENERAL ENGINE INFORMATION
DAEWOO M-150 BL2
ENGINE COMPARTMENT (EURO III)
(LeftHand Drive Shown, RightHand Drive Similar)
MAA1A010
1 Power Steering Oil Reservoir
2 Coolant Reservoir
3 Canister Purge Solenoid
4 Manifold Absolute Pressure (MAP) Sensor
5 Intake Manifold
6 Throttle Position (TP) Sensor
7 Throttle Body
8 Idle Air Control (IAC) Valve
9 Brake Fluid Reservoir
10 Wiper Motor
11 Battery
12 Fuse Box
13 Air Cleaner Housing
14 Resonator
15 Electronic Ignition System Ignition Coil
16 Exhaust Manifold
17 Snorkel
18 Engine
20 Washer Fluid Reservoir
19 Oil Level Gauge
21 Oil Filler Cap
GENERAL ENGINE INFORMATION 1A5
DAEWOO M-150 BL2
DIAGNOSTIC INFORMATION PROCEDURE
GENERAL DIAGNOSIS
Condition Probable cause Correction
Hard Starting (With Malfunction of
D Faulty fuse. D Replace the fuse.
normal cranking)
Ignition System
D Faulty spark plug. D Clean, adjust the plug gap or
replace.
D Electric leakage at the high
tension cable.
D Replace the cable.
D Poor connection of the high
tension cable or lead wires.
D Replace the cable or wires.
D Worn distributor cap or
accumulated carbon in the
distributor cap.
D Replace or clean the
distributor cap.
D Damaged distributor rotor or
cap.
D Replace the rotor or the cap.
D Improper ignition timing. D Adjust the ignition timing.
D Faulty ignition coil. D Replace the ignition coil.
Malfunction of Fuel
D Lock of fuel in the fuel tank. D Feed the fuel.
System
D Dirty or clogged fuel filter. D Replace the filter.
D Clogged fuel pipe. D Clean the fuel pipe.
D Malfunction of the fuel pump. D Replace the fuel pump.
D Malfunction of the fuel
injector.
D Replace the injector.
D The foreign material in the
fuel tank.
D Clean the fuel tank.
Decline of
Compression
D Poor tightening spark plug. D Tighten to the specified
torque.
Pressure
D Cracked cylinder head
gasket.
D Replace the gasket.
D Inadequate the valve
clearance.
D Adjust the clearance.
D Leakage of the valve
clearance.
D Repair the valve.
D Interference of the valve
stem.
D Replace the valve or the
valve guide.
D Low elasticity or damage of
the valve spring.
D Replace the valve spring.
D Abnormal interference of
pistons and cylinders.
D Replace the piston ring.
D Excessive wear of pistons,
rings, or cylinders.
D Replace the ring or the
piston and boring or replace
the cylinder.
1A6 GENERAL ENGINE INFORMATION
DAEWOO M-150 BL2
GENERAL DIAGNOSIS (Contd)
Condition Probable cause Correction
Hard Starting (With Others
D Broken timing belt. D Replace the belt.
normal cranking)
D Malfunction of Positive
Crankcase Ventilation (PCV)
valve.
D Check and replace Positive
Crankcase Ventilation (PCV)
valve if needed.
D Loosening, damage or
leakage of the vacuum hose.
D Connect the hose correctly
or replace it.
D Leakage of intake system. D Replace intake system.
Lack of Engine Power
Decline of
Compression
Pressure
D Refer to Page 1A5. D Refer to Page 1A5.
Malfunction of
D Improper ignition timing. D Adjust the ignition timing.
Ignition System
D Faulty spark plug. D Adjust or replace the spark
plug.
D Malfunction of the distributor. D Repair or replace the
distributor. Check the rotor.
D Electric leakage or poor
connection of the high
tension cable.
D Connect the cable correctly
or replace it.
Malfunction of
D Clogged fuel pipe. D Clean the pipe.
Fuel System
D Clogged or contaminated
fuel filter.
D Replace the filter.
Others
D Clogged exhaust system. D Check and repair the
system.
D Clogged or contaminated air
cleaner element.
D Clean or replace the air
cleaner element.
D Leak of the intake manifold
gasket.
D Replace the gasket.
D Dragging brakes. D Repair or replace the
brakes.
D Slipping clutch. D Adjust or replace the clutch.
Rough Engine Idling
Decline of
Compression
Pressure
D Refer to Page 1A5. D Refer to Page 1A5.
Malfunction of
D Clogged fuel pipe. D Clean the pipe.
Fuel System
D Clogged or contaminated
fuel filter.
D Replace the filter.
D Malfunction of the fuel
pressure regulator.
D Replace the regulator.
Malfunction of
Ignition System
D Malfunction of the spark
plug.
D Adjust or replace the spark
plug.
D Electric leakage or poor
connection of the high
tension cable.
D Connect the cable correctly
or replace it.
D Worn distributor cap terminal
or accumulated carbon in
the distributor cap.
D Replace or clean the
distributor cap.
GENERAL ENGINE INFORMATION 1A7
DAEWOO M-150 BL2
GENERAL DIAGNOSIS (Contd)
Condition Probable cause Correction
Rough Engine Idling Malfunction of
Ignition System
D Loosening or damage of the
distributor rotor or cap.
D Replace the rotor or cap.
D Poor ignition timing. D Adjust the ignition timing.
D Malfunction of the ignition
coil.
D Replace the ignition coil.
Others
D Clogged or contaminated air
cleaner element.
D Clean or replace the air
cleaner element.
D Leak of the intake manifold
gasket.
D Replace the gasket.
D Malfunction of Positive
Crankcase Ventilation (PCV)
valve.
D Check the valve or replace it
if needed.
D Poor connection or damage
or leakage of the vacuum
hose.
D Connect the hose correctly
or replace it.
Engine Hesitate (Upon
pressing accelerating
pedal, the engine
Decline of
Compression
Pressure
D Refer to Page 1A5. D Refer to Page 1A5.
makes delayed
response. This
Malfunction of
D Poor ignition timing. D Adjust the ignition timing.
response. This
situation is remarkable
when cruising or
Ignition System
D Poor spark plug or poor
adjustment of the plug gap.
D Replace the plug or adjust
the gap.
starting.)
D Electric leakage or poor
connection of the high
tension cable.
D Connect the cable correctly
or replace it.
Others
D Malfunction of the air cleaner
system.
D Clean or replace the air
cleaner system.
D Leak of the intake manifold
gasket.
D Replace the gasket.
Engine Surging
(Engine power makes
fluctuation in a fixed
Decline of
Compression
Pressure
D Refer to Page 1A5. D Refer to Page 1A5.
speed and speed
changes without
Malfunction of
D Clogged fuel pipe. D Clean the pipe.
changes without
operating the
accelerating pedal.)
Fuel System
D Clogged or contaminated
fuel filter.
D Replace the filter.
D Malfunction of the fuel
pressure regulator.
D Replace the fuel pressure
regulator.
Malfunction of
Ignition System
D Malfunction of the spark
plug.
D Adjust or replace the spark
plug.
D Electric leakage or poor
connection of the high
tension cable.
D Connect the cable correctly
or replace it.
D Worn distributor cap terminal
or accumulated carbon in
the distributor cap.
D Clean or replace the
distributor cap.
D Loosening or damage of the
distributor rotor or the cap.
D Replace the distributor rotor
or the cap.
D Poor ignition timing. D Adjust the ignition timing.
1A8 GENERAL ENGINE INFORMATION
DAEWOO M-150 BL2
GENERAL DIAGNOSIS (Contd)
Condition Probable cause Correction
Engine Surging
(Engine power makes
fluctuation in a fixed
Others
D Leak of the intake manifold
gasket.
D Clean or replace the gasket.
speed and speed
changes without
operating the
accelerating pedal.)
D Leakage of the vacuum hose. D Connect the hose correctly
or replace it.
Excessive Detonation
(According to the
Overheated
Engine
D Refer to Overheat in this
page.
D Refer to Overheat in this
page.
opening range of
throttle valve,
Malfunction of
D Abnormal spark plug. D Replace the spark plug.
knocking sound of
metallic is made with
Ignition System
D Poor ignition timing. D Adjust the ignition timing.
metallic is made with
abnormal explosion.)
D Electric leakage or poor
connection of the high tension
cable.
D Connect the cable correctly
or replace it.
Malfunction of
Fuel System
D Clogged or contaminated fuel
filter and fuel pipe.
D Clean or replace the fuel
filter and the fuel pipe.
Others
D Leak of the intake manifold
gasket.
D Replace the gasket.
D Excessive carbon deposit due
to abnormal combustion.
D Remove the carbon.
Overheat Malfunction of
D Lack of coolant. D Refill coolant.
Cooling System
D Malfunction of the thermostat. D Replace the thermostat.
D Malfunction of the cooling fan. D Check or replace the cooling
fan.
D Poor water pump
performance.
D Replace the pump.
D Clogged or leaky radiator. D Clean, repair or replace the
radiator.
Malfunction of
Lubrication
D Poor engine oil. D Replace engine oil with the
specified one.
System
D Blocking oil filter or strainer. D Clean or replace the oil filter
or the strainer.
D Lack of engine oil. D Refill oil.
D Poor oil pump performance. D Replace or repair the pump.
D Leakage of oil. D Repair.
Other D Damaged cylinder head
gasket.
D Replace the gasket.
Poor Fuel
Consumption
Decline of
Compression
Pressure
D Refer to Page 1A5. D Refer to Page 1A5.
Malfunction of
Fuel System
D Leakage of the fuel tank or
the fuel pipe.
D Repair or replace the fuel
tank or the fuel pipe.
GENERAL ENGINE INFORMATION 1A9
DAEWOO M-150 BL2
GENERAL DIAGNOSIS (Contd)
Condition Probable cause Correction
Poor Fuel Malfunction of
D Improper ignition timing. D Adjust the ignition timing.
Consumption
Ignition System
D Abnormal spark plug
(Excessive carbon deposit,
inadequate gap, burnt
electrode).
D Replace the plug.
D Electric leakage or poor
connection of the high
tension cable.
D Connect the cable normally
or replace it.
Malfunction of
Cooling System
D Malfunction of the
thermostat.
D Replace the thermostat.
Others
D Improperly installed valve. D Repair or replace the valve.
D Slipping clutch. D Repair or replace the clutch.
D Low pressure of tires. D Adjust the pressure of tires.
Excessive Leakage of
D Loosened oil drain plug. D Tighten the plug.
Consumption of
Engine Oil
Engine Oil
D Loosened oil pan bolt. D Tighten the bolt.
Engine Oil
D Loosened oil filter. D Tighten the filter.
D Loosened oil pressure
switch.
D Tighten the switch.
D Leakage of camshaft front oil
seal.
D Replace the seal.
D Leakage of crankshaft front
oil seal.
D Replace the seal.
D Leakage at the cylinder head
cover gasket.
D Replace the gasket.
D Damage of the cylinder head
gasket.
D Replace the gasket.
Oil Mixing in
Combustion
D Stuck piston ring. D Remove carbon and replace
the ring.
Chamber
D Worn piston or cylinder. D Replace the piston or the
cylinder.
D Worn piston ring or ring
groove.
D Replace the piston or ring.
D Inadequate position of the
piston ring cutting part.
D Adjust the position.
D Abrasion or damage of the
valve system.
D Replace the valve system.
Low Oil Pressure Malfunction of
Lubrication
D Inadequate oil viscosity. D Replace with the specified
one.
System
D Loosening of the oil pressure
switch.
D Tighten the switch.
D Lack of engine oil. D Refill oil.
D Blocking oil strainer. D Clean the strainer.
1A10 GENERAL ENGINE INFORMATION
DAEWOO M-150 BL2
GENERAL DIAGNOSIS (Contd)
Condition Probable cause Correction
Low Oil Pressure Malfunction of
Lubrication
D Lowered function of the oil
pump.
D Replace the pump.
System
D Abrasion or damage of the
oil pump relief valve.
D Replace the valve.
Engine Noise Valve Noise
D Inadequate valve clearance. D Adjust the valve clearance.
D Abrasion of valve stem or
guide.
D Replace the valve stem or
the guide.
D Weak valve spring. D Replace the spring.
Piston, Ring,
Cylinder Noise
D Abrasion of the piston, the
ring or the cylinder.
D Boring the cylinder or
replace the piston, the ring
or the cylinder.
Connecting Rod
Noise
D Abrasion of the connecting
rod bearing.
D Replace the bearing.
D Loosened the connecting rod
nut.
D Tighten to the specified
torque.
Crankshaft
Noise
D Abrasion of the crankshaft
bearing.
D Replace the bearing.
D Abrasion of the crankshaft
journal.
D Grind or replace the
crankshaft journal.
D Loosened bearing cap bolt. D Tighten to the specified
torque.
D Excessive clearance of the
crankshaft thrust bearing.
D Adjust or replace.
D Low oil pressure. D Refer to Low Oil Pressure
in this section.
GENERAL ENGINE INFORMATION 1A11
DAEWOO M-150 BL2
CHECKING ENGINE FLUID LEVEL
Check the engine fluid level or condition. If needed, refill
or replace the oil.
Check the engine oil level within engine normal operat-
ing temperature as follows ;
1. After stopping the engine, wait for a few minutes to
accumulate oil into the oil pan.
2. After pulling out the oil level gauge (a), check the oil
level.
3. Clean the oil level gauge and insert the gauge into
guide.
4. After pulling out the oil level gauge again, recheck the
oil level and insert the gauge into guide again.
Important: Oil level should be between MIN mark and
MAX mark.
5. If oil level is below the MIN mark, refill engine oil as
much as the demanded quantify.
Important: If checking oil level under the engine cold
condition, oil is not accumulated into oil pan quickly and
correct level checking can not be performed. Therefore,
wait until temperature reaches the normal operating
condition and check the engine oil level.
D102A301
CHANGING ENGINE OIL OR OIL
FILTER
Tools Required
0991547341 Oil Filter Wrench.
When checking engine oil level or condition, if needed,
change engine oil (including the filter) as follows ;
1. After stopping the engine, wait for a few minutes to
accumulate oil into the oil pan.
2. Remove the oil filter cap (b).
3. Remove the oil drain plug (c) and draw oil off.
D102A302
4. After drawing oil completely, tighten the oil drain plug
to 3040 NSm (2230 lb-ft).
5. Replace the oil filter using the oil filter wrench
0991547341 (d).
D Remove the air cleaner/resonator/snorkel as-
sembly.
D After removing the bolts, remove the heat
shield.
D Loosen the power steering pump cap screw and
pull the power steering hose into the front.
D Remove the oil filter.
Important: Whenever changing engine oil, replace the
oil filter. When replacing new oil filter, apply engine oil on
oil filter sealing.
D102A303
1A12 GENERAL ENGINE INFORMATION
DAEWOO M-150 BL2
CHECKING ENGINE TIMING BELT
After checking the timing belt for looseness, crack, wear
or tension, replace the belt if necessary.
CHECKING ACCESSORY BELT
After checking the alternator belt (e), air conditioning/
power steering belt (f), air conditioning belt (g), power
steering belt (h), for looseness, crack, wear or tension,
replace the belt if necessary.
D102A304
CHECKING SPARK PLUG
After checking the spark plug for bad clearance, exces-
sive carbon deposit, worn electrode or damaged insula-
tor, replace the new one if necessary.
Remove and check the spark plug as follows ;
1. Pull the high tension cable cap portion (i), and discon-
nect the high tension cable from the spark plug.
If pulling the high tension cable (j), circuit could be
disconnected. Therefore, the cap portion should be
used.
D102A305
2. Remove the spark plugs from cylinder head using a
wrench.
3. Measure the spark plug clearance (k) with the filler
gauge. If measured value is not within the specified
value, adjust the grounding electrode.
When installing new spark plug, check the clearance
for equality and install it.
D102A306
GENERAL ENGINE INFORMATION 1A13
DAEWOO M-150 BL2
CHECKING AIR CLEANER ELEMENT
If the air cleaner element becomes dirty, engine efficien-
cy could be deteriorated.
Be sure to check the element often.
Especially, if a vehicle frequently runs on a dusty road,
check and replace the element often.
CHECKING FUEL FILTER
If fuel filter is used over the specified period, engine effi-
ciency is deteriorated by dust or foreign material.
Therefore, replace a new one within the specified peri-
od.
CHECKING FUEL SYSTEM
Check the fuel system as follows ;
D Check the fuel line or line connection portion for dam-
age or leakage.
D Check the fuel hose surface for damage.
D Check the fuel cap for looseness.
CHECKING HOSE SYSTEM
Check the engine vacuum hose, PCV hose or canister
hose as follows ;
D Check the hose surface for damage by heat or ma-
chine.
D Check the hose for hardening, crack, tear, or coming
off.
1A14 GENERAL ENGINE INFORMATION
DAEWOO M-150 BL2
SPECIFICATIONS
GENERAL SPECIFICATIONS
Application Description
Maximum Speed 144 km/h (90 mph)
Vehicle Capacity
Gradeability 0.420 tan θ
Vehicle Capacity
Minimum Turning Radius 4.5 m (14.8 ft)
Bore × Stroke 68.5 × 72.0 mm (2.70 × 2.83 inch)
Displacement 796 cm
3
(48.6 in
3
)
Compression Ratio 9.3 : 1
Maximum Power 37.5 KW (6,000 rpm)
Engine Information
Maximum Torque 68.6 NSm (50.59 lb-ft) (at 4,600 rpm)
Ignition Timing (Ignition Sequence) 5_ BTDC (132) / 10_ BTDC (132)
Air Conditioning System (ON) 1,000 ± 50 rpm
Idle Speed
Air Conditioning System (OFF) 950 rpm
Engine Overhead Cam L3
Ignition Type
Direct Ignition System (DIS) /
High Energy Ignition (HEI)
Distributor Optical Sensor Type
Starter SD 80
Unleaded BPR5EY11, RN9YC4, WR8DCX
SparkPlug
Leaded BPR5EY, RN9YC, WR8DC
Fuel Injection Type MPI
Fuel Pump Electric Motor Pump
Engine Part Type
Fuel Filter Cartridge
Engine Part Type
Lubricating Type Forced Feed Type
Oil Pump Rotary Pump Type
Cooling Type Forced Water Circulation
Radiator Cross Flow
Water Pump Centrifugal
Thermostat Pellet Type
Air Cleaner Element Non Woven Fablic
Muffler Catalytic Converter, Closed Circuit
Battery MF
Engine Part
Engine Oil
SJ Grade
SAE 5W30, SAE 10W30, SAE 15W40
Capacity
Refrigerant Four Seasons
Engine Disassembly 3.0 L (3.17 qt)
Oil Change (Including filter) 2.7 L (2.85 qt)
Engine Oil
Oil Change (Not including filter) 2.5 L (2.64 qt)
Oil Level Gauge 1 L (1.06 qt) (MIN to MAX)
Coolant 3.8 L (4.02 qt)
Engine Information
Battery 12V35 AH, 246 CCA
Engine Information
Generator 65 A
Starter 0.8 kW
Output Capacity 90 133 Lph
Fuel Pump
Output Pressure 380 kPa (55.1 Psi)
Fuel Tank Capacity 35 L (9.2 gal), 38 L (10 gal)
GENERAL ENGINE INFORMATION 1A15
DAEWOO M-150 BL2
ENGINE PERFORMANCE CURVE
D Maximum Power
: 51 PS (37.5 KW)
(at 6,000 rpm)
D Maximum Torque
: 7 KgSm (68.6 NSm)
(at 4,600 rpm)
D12A101A
DAEWOO M-150 BL2
SECTION 1B
SOHC ENGINE MECHANICAL
CAUTION: Disconnect the negative battery cable before removing or installing any electrical unit or when a
tool or equipment could easily come in contact with exposed electrical terminals. Disconnecting this cable
will help prevent personal injury and damage to the vehicle. The ignition must also be in B unless otherwise
noted.
TABLE OF CONTENTS
Description and Operation 1B-2. . . . . . . . . . . . . . . . . .
Engine Type 1B-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Lubrication 1B-2. . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder Head and Valve Train 1B-2. . . . . . . . . . . . . .
Engine Block 1B-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crankshaft 1B-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Connecting Rod 1B-3. . . . . . . . . . . . . . . . . . . . . . . . . . .
Piston, Piston Ring and Piston Pin 1B-3. . . . . . . . . . .
Timing Belt and Pulley 1B-4. . . . . . . . . . . . . . . . . . . . .
Engine Mount 1B-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Locator 1B-5. . . . . . . . . . . . . . . . . . . . . . . .
Cylinder Head 1B-5. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Block 1B-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manifold & Air Flow System 1B-7. . . . . . . . . . . . . . . . .
Timing Belt & Engine Mount 1B-8. . . . . . . . . . . . . . . .
Diagnostic Information and Procedure 1B-9. . . . . . .
Compression Pressure Check 1B-9. . . . . . . . . . . . . . .
Oil Pressure Check 1B-9. . . . . . . . . . . . . . . . . . . . . . . .
Adjustment of Valve Clearance 1B-10. . . . . . . . . . . . .
Ignition Timing Check and Adjustment
(Typical) 1B-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve Timing Check and Adjustment 1B-12. . . . . . . .
Repair Instructions 1B-14. . . . . . . . . . . . . . . . . . . . . . . .
On-Vehicle Service 1B-14. . . . . . . . . . . . . . . . . . . . . . . . .
Air Filter Assembly 1B-14. . . . . . . . . . . . . . . . . . . . . . .
Air Filter Element 1B-15. . . . . . . . . . . . . . . . . . . . . . . . .
Positive Crankcase Ventilation (PCV) Hose
and Valve 1B-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intake Manifold 1B-16. . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust Manifold (Typical) 1B-18. . . . . . . . . . . . . . . . .
Exhaust Manifold (Euro III) 1B-20. . . . . . . . . . . . . . . .
Timing Belt 1B-21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pan 1B-23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pump 1B-24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Distributor Case 1B-26. . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder Head and Gasket 1B-28. . . . . . . . . . . . . . . . .
Engine Mount Damping Block 1B-32. . . . . . . . . . . . . .
Engine Mount Front Damping Bush 1B-34. . . . . . . . .
Engine Assembly 1B-35. . . . . . . . . . . . . . . . . . . . . . . . .
Unit Repair 1B-47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder Head and Valve Train
Components 1B-47. . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Block Components 1B-59. . . . . . . . . . . . . . . . .
Specifications 1B-71. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Specifications 1B-71. . . . . . . . . . . . . . . . . . . . .
Fastener Tightening Specifications 1B-73. . . . . . . . . .
Special Tools 1B-75. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Special Tools Table 1B-75. . . . . . . . . . . . . . . . . . . . . . .
1B –2 SOHC ENGINE MECANICAL
DAEWOO M-150 BL2
DESCRIPTION AND OPERATION
ENGINE TYPE
The engine is 4-cycle, water-cooled, in-line 3 cylinders
with displacement of 796cc (68.5×72.0mm) (2.70×
2.83 in.).
Engine model
(Specifications)
F8C Type SOHC /
2 Valve (MPI)
Maximum power (kw/rpm) 37.5 / 6,000
Maximum torque (NSm/rpm) 68.6 / 4,600
Compression ratio 9.3 : 1
D102B001
ENGINE LUBRICATION
The engine lubrication is of the wetsump method to draw
up the oil forced by the oil pump. The oil pump is of a
trochoid type, and mounted on crankshaft at crankshaft
pulley side (a). Oil is drawn up through oil pump pickup
tube (b) and passed through pump (c) to oil filter (d). The
filtered oil flows into two paths in engine block. In one
path (e), oil reaches crankshaft journal bearings. Oil
from crankshaft journal bearings is supplied to connect-
ing rod bearings by means of intersecting passages
drilled in crankshaft, and then injected from a small hole
provided on big end of connecting rod to lubricate piston
(f), rings, and cylinder wall. In another path (g), oil goes
up to cylinder head and lubricates rocker arm (i), valve
(j), camshaft (k), etc. through the oil hole provided on the
rocker arm shaft (h).
D102B002
CYLINDER HEAD AND VALVE TRAIN
The cylinder head is made of cast aluminum alloy for
better strength in hardness with lightweight, and cam-
shaft (k) and rocker arm shaft (h) arranged in-line sup-
port.
D102B003
The combustion chambers are formed into the manifold
combustion chambers with increased squish parts for
better combustion efficiency and its intake and exhaust
SOHC ENGINE MECANICAL 1B3
DAEWOO M-150 BL2
parts are installed in the cross flow arrangement. The
rocker arm (i) operates in seesaw motion to close and
open the intake and exhaust valves (j) with camshaft by
turning the rocker arm shaft of each intake and exhaust
part.
ENGINE BLOCK
As the largest part of the engine components. the block
(l) has all the necessary parts attached to outer surface
of it.
On the inside surface of block, there are bore surfaces
by horning, which are cylinders, and on the periphery of
the cylinders, there are the passages to prevent the
over-heated and to lubricate the engine block.
CRANKSHAFT
The crankshaft (m) is to convert the rectilinear motion
into the rotation motion through the connecting rod (n)
which transmits the power generated by combustion.
On the one side of it, oil pump, crankshaft pulley and
timing belt pulley are attached, and oil seal housing and
flywheel are on the other side.
A special steel of high grade cast iron is used for the ma-
terial to stand the bending load and distortion. The mate-
rial of the main bearing (o) is aluminum alloy. The split
thrust bearings (p) are inserted in the journal bearing
part (No.3).
D102B004
CONNECTING ROD
The connecting rods (n) are made of forged steel, and
its section is typed I with its big end connected to
crankshaft (m) and its small end to piston pin to transmit
the power.
The big end is detachable, and its upper and lower parts
are fastened by bolting after the metal bearings (q) are
inserted.
PISTON, PISTON RING AND PISTON
PIN
Piston
The piston (r) is of the open skirt type and its crown is
exposed in the combustion chamber to generate power.
Its land and skirt parts are made of coat aluminum alloy
which is light and has excellent heat conductivity in order
to meet its continuous and high speed reciprocation
movement.
Piston Ring
It is composed of two compression rings (s) and one oil
ring (t) and installed between the grooves of the piston
to make the high speed reciprocating movement main-
taining a remarkable air tightness as well as cylinders. It
is a critical parts to affect the compression pressure, oil
consumption, compression, blow by pressure and en-
gine performance.
Piston Pin
The pin (u) is not fixed to the piston or connecting rod
and its both ends are assembled by the circlip (v) in the
full floating type. The pin is used to transmit the power
from the crown part of piston to connecting rod.
D102B005
1B 4 SOHC ENGINE MECANICAL
DAEWOO M-150 BL2
TIMING BELT AND PULLEY
The timing belt connects the camshaft timing pulley (w)
and the crankshaft timing pulley (x). The timing belt
coordinates the crankshaft and the camshaft and keeps
them synchronized. The timing belt also turns the cool-
ant pump (y). The timing belt and the pulleys are toothed
so that there is no slippage between them. There is a
tension pulley (z) that maintains the correct timing belt
tension. The timing belt is made of a tough reinforced
rubber similar to that used on the serpentine drive belt.
The timing belt requires no lubrication.
D102B006
ENGINE MOUNT
This is to absorb or reduce the engine vibration and im-
pact from the wheeled road. Engine mount is attached to
the enginefront side, the engine-right side and the en-
gine-rear side and one transaxle mount is attached to
the transaxle side.
D102B007
D102B008
SOHC ENGINE MECANICAL 1B5
DAEWOO M-150 BL2
COMPONENT LOCATOR
CYLINDER HEAD
D12B4011
1 Oil Filler Cap
2 Cylinder Head Cover
3 Cylinder Head Cover (Euro III)
4 Distributor Case
5 Camshaft
6 Exhaust Rocker Arm
7 Cylinder Head Gasket
8 Cylinder Head
9 Intake Rocker Arm
10 Exhaust Valve
11 Intake Valve
1B 6 SOHC ENGINE MECANICAL
DAEWOO M-150 BL2
ENGINE BLOCK
D21B0011
1 Oil Level Gauge Stick
2Piston
3 Connecting Rod
4 Engine Block
5 Oil Filter
6 Flywheel
7 Crankshaft
8 Oil Pan
9 Oil Pump Strainer
10 Oil Pump Assembly
SOHC ENGINE MECANICAL 1B7
DAEWOO M-150 BL2
MANIFOLD & AIR FLOW SYSTEM
D21B0021
1 Intake Manifold
2 Exhaust Gas Recirculation (EGR) Pipe
3 Exhaust Gas Recirculation (EGR) Valve and
Solenoid
4 Throttle Body Assembly
5 Air Filter Assembly
6 Resonator
7 Snorkel
8 Oxygen Sensor
9 Exhaust Manifold
10 Exhaust Manifold Heat Shield
11 Exhaust Manifold Heat Shield (Euro III)
12 Exhaust Manifold (Euro III)
1B 8 SOHC ENGINE MECANICAL
DAEWOO M-150 BL2
TIMING BELT & ENGINE MOUNT
D12B4041
1 Engine Mount Damping Block
2 Engine Mount Intermediate Bracket
3 Engine Mount Brace Bracket
4 Transaxle Mount Bracket
5 Transaxle Mount Damping Block
6 Engine Mount Front Bracket
7 Engine Mount Front Damping Bush
8 Timing Belt
9 Timing Belt Tensioner
10 Crankshaft Gear
11 Timing Belt Upper Front Cover
12 Timing Belt Lower Front Cover
13 Crankshaft Pulley
14 Engine Mount Lower Bracket
15 Engine Mount Upper Bracket
SOHC ENGINE MECANICAL 1B9
DAEWOO M-150 BL2
DIAGNOSTIC INFORMATION AND PROCEDURE
COMPRESSION PRESSURE CHECK
Tools Required
0991564510 Compression Pressure Gauge
Check the compression pressure in the following proce-
dures:
1. Warm up the engine to the normal operating tempera-
ture (Cooling temperature : 8090_C (176194_F)).
2. Stop the engine and then remove the high tension
cable and the spark plug.
3. Disconnect the distributor optical sensor connector.
4. Install the compression pressure gauge 0991564510
(a) in the hole of spark plug.
D12B301A
5. Disengage the clutch in Neutral (to lighten starting
load on engine upon cranking), and depress the ac-
celerator all the way to make the throttle fully open.
6. Crank the engine with the starting motor, and read the
highest pressure on the compression pressure gauge.
D The difference of measured value between cylinders
is 98.06kPa (14.22 psi) and less.
D On checking, make the connection perfectly airtight
between the hole of spark plug and compression pres-
sure gauge.
Unit Standard Limit
Compression
Pressure
400 rpm
kPa(psi)
1,225.75
(177.73)
1,176.72
1,274.78
(170.62
184.84)
7. After checking, remove the gauge and install the re-
moved parts.
OIL PRESSURE CHECK
Tools Required
0991577310 Oil Pressure Gauge
Prior to check oil pressure, check the followings:
D Check oil level and add if required.
D Replace the discolored, deteriorated or diluted oil.
D Check any oil leakage and repair the defective parts.
Check the compression pressure in the following proce-
dures:
1. Remove the oil pressure switch (b) from the cylinder
block.
2. Install the oil pressure gauge 0991577310 (c) to the
mounting place of the oil pressure switch.
D12B302A
3. Start the engine and warm up to the normal operating
temperature.
4. Raise the engine speed up to 2,000rpm and then
read oil pressure.
Item Unit Standard
Oil Pressure 2000rpm
kPa
(psi)
245.15294.18
(35.5542.66)
5. After checking, wrap the threads of oil pressure
switch with a seal tape and tighten it to the specified
torque 1216 NSm (106144 lb-in).
6. Start the engine and check oil pressure switch for oil
leakage.
1B 10 SOHC ENGINE MECANICAL
DAEWOO M-150 BL2
ADJUSTMENT OF VALVE
CLEARANCE
Adjust the valve clearance in the following procedures:
1. Remove the air filter/resonator assembly and the
relevant parts installed on the cylinder head cover.
2. Remove the cylinder head cover hexagon bolts and
remove the cover.
3. Turn over the crankshaft to make No.1 cylinder
matched with the compression top dead center.
(When the camshaft sprocket notch (d) is aligned with
the timing belt rear cover triangle pointer (e) and the
crankshaft sprocket point (f) is aligned with the oil
pump housing point (g), the compression top dead
center is on the ignition sequence for No. 1 cylinder.)
D102B303
4. Check the valve clearance for No. 1 cylinder com-
pression top dead center.
Condition
Cylinder
No.
1 2 3
Compression top Intake f f
dead center of
No.1 cylinder
Exhaust f f
Q f marks indicates the place where the valve clear-
ance can be checked and adjusted.
5. If the checking for the valve clearance of No.1 cylin-
der compression top dead center is over, position
No.1 cylinder on the exhaust top dead center as rotat-
ing the crankshaft in a 360degree arc. (When the
camshaft sprocket point (h) is aligned with the timing
belt rear cover triangle pointer (e), the exhaust top
dead center is on the ignition sequence for No. 1 cyl-
inder.)
D102B304
6. Check the valve clearance for the No. 1 cylinder ex-
haust top dead center.
Condition
Cylinder
No.
1 2 3
Exhaust top dead Intake f
center of No.1
cylinder
Exhaust f
Q f marks indicates the place where the valve clear-
ance can be checked and adjusted.
D Check and adjust the valve clearance (i) using thick-
ness gauge (j).
D102B305
D102B306
SOHC ENGINE MECANICAL 1B11
DAEWOO M-150 BL2
The measured value of valve clearance should meet the
specified value. If not, adjust the valve clearance.
Important: In case of hot engine, warm up the engine
until the electric cooling fan begins to work and stop the
engine to adjust the clearance with 2030 minutes there
from.
Unit : mm (in.)
Item Specified value
Intake
0.15±0.02
(0.0059±0.0008)
Valve
Cold
Exhaust
0.32±0.02
(0.0126±0.0008)
Valve
Clearance
Intake
0.25±0.02
(0.0098±0.0008)
Hot
Exhaust
0.42±0.02
(0.0165±0.0008)
8. When adjusting the valve clearance, loosen the ad-
just nut (k) and then tighten or loosen the adjust rod (l)
properly.
D102B307
IGNITION TIMING CHECK AND
ADJUSTMENT (TYPICAL)
Note: Ignition timing could not be adjusted for Direct
Ignition System (Euro Stage III).
Check and adjust the ignition timing in the following pro-
cedures:
1. Warm up the engine to the normal operating tempera-
ture.
2. Turn off the lamp and audio system and shift the shift
gear lever in Neutral.
D12B3081
3. Connect terminal A and terminal C of ALDL connec-
tor using the wire (m) or connect the scan tool (n) with
ALDL connector.
4. Connect the timing light (o) with No. 1 cylinder high
tension cable and check the specified value for the
ignition timing, flashing notch on the crankshaft
pulley.
Item Specified Value
Ignition timing 950rpm 10_ BTDC
Important: In flashing the timing light, if crankshaft
pulley notch (p) is matched with the mark (10) for timing
check, the ignition timing is 10_ BTDC.
D102B309
1B 12 SOHC ENGINE MECANICAL
DAEWOO M-150 BL2
D102B310
5. If the ignition timing exceeds the specified value,
loosen the distributor bolts and adjust it to the speci-
fied ignition timing by turning the distributor body (s).
D102B311
VALVE TIMING CHECK AND
ADJUSTMENT
Check the valve timing in the following procedures:
1. After removing the high headlamp, loosen the bolts
(a) and remove the timing belt front upper cover (b).
D102B312
2. Turning the crankshaft clockwise twice, align the
notch (d) on the crankshaft pulley (c) with the mark 0
(e) for the timing check on the timing belt front lower
cover.
D102B313
3. Check if the notch (f) on the camshaft sprocket is
aligned with the triangle pointer (g) on the timing belt
rear cover.
Important: Notch (f) should be aligned with pointer (g)
to set the valve timing normally.
D102B314
SOHC ENGINE MECANICAL 1B13
DAEWOO M-150 BL2
Adjust the valve timing in the following procedures:
1. Loosen the bolt and remove the timing belt pulley (c).
In loosening the bolt, use the driver (h) in the picture
shown.
D102B315
2. Remove the oil level gauge guide tube (i) and the tim-
ing belt front lower cover (j).
D102B316
3. Remove the timing belt tensioner (k) and the timing
belt (l).
D102B317
4. Using the bolt, turn the crankshaft clockwise to align
the mark (m) on the crankshaft sprocket with the
pointer (n) on the oil pump housing. Then, turn the
camshaft to align the notch (f) with the pointer (g).
D102B318
5. Install the timing belt (l) and the tensioner (k). (Do not
tighten the tensioner bolt completely.)
Turning the crankshaft clockwise twice, align the
mark (m) with the pointer (n) and tighten the tensioner
bolt to 1523 NSm (1117 lb-ft).
D12B319A
6. Install all removed parts.
DAEWOO M-150 BL2
SECTION 1D
ENGINE COOLING
CAUTION: Disconnect the negative battery cable before removing or installing any electrical unit or when a
tool or equipment could easily come in contact with exposed electrical terminals. Disconnecting this cable
will help prevent personal injury and damage to the vehicle. The ignition must also be in B unless otherwise
noted.
TABLE OF CONTENTS
Description and Operation 1D-2. . . . . . . . . . . . . . . . . .
General Description 1D-2. . . . . . . . . . . . . . . . . . . . . . .
Radiator 1D-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surge Tank 1D-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Coolant Pump 1D-3. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thermostat 1D-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electric Cooling Fan 1D-3. . . . . . . . . . . . . . . . . . . . . . .
Engine Coolant Temperature Sensor 1D-4. . . . . . . . .
Coolant Temperature Sensor 1D-4. . . . . . . . . . . . . . . .
Component Locator 1D-5. . . . . . . . . . . . . . . . . . . . . . . .
Coolant Hose and Components 1D-5. . . . . . . . . . . . .
Radiator/Fan 1D-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Diagnostic Information and Procedure 1D-7. . . . . . .
Coolant Leaks Test 1D-7. . . . . . . . . . . . . . . . . . . . . . . .
Surge Tank Cap Test 1D-7. . . . . . . . . . . . . . . . . . . . . . .
Thermostat Test 1D-7. . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling System Diagnosis 1D-8. . . . . . . . . . . . . . . . . .
Repair Instructions 1D-9. . . . . . . . . . . . . . . . . . . . . . . . .
On-Vehicle Service 1D-9. . . . . . . . . . . . . . . . . . . . . . . . . .
Draining and Refilling the Cooling System 1D-9. . . .
Surge Tank 1D-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electric Cooling Fan 1D-11. . . . . . . . . . . . . . . . . . . . . .
Radiator 1D-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thermostat (Typical) 1D-12. . . . . . . . . . . . . . . . . . . . . .
Thermostat (Euro III) 1D-13. . . . . . . . . . . . . . . . . . . . . .
Coolant Temperature Sensor 1D-14. . . . . . . . . . . . . . .
Engine Coolant Temperature Sensor 1D-15. . . . . . . .
Coolant Pump 1D-15. . . . . . . . . . . . . . . . . . . . . . . . . . .
Specifications 1D-17. . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Specifications 1D-17. . . . . . . . . . . . . . . . . . . .
Fastener Tightening Specifications 1D-18. . . . . . . . . .
1D2 ENGINE COOLING
DAEWOO M-150 BL2
DESCRIPTION AND OPERATION
GENERAL DESCRIPTION
The cooling system maintains the engine temperature at
an efficient level during all engine operating conditions.
When the engine is cold the cooling system cools the
engine slowly or not at all. This slow cooling of the en-
gine allows the engine to warm up quickly.
The cooling system includes a radiator(a) and cooling
fan(b), a thermostat and housing(c), a coolant pump(d),
a coolant pump drive belt and coolant hose. The timing
belt drives the coolant pump.
All components must function properly in order for the
cooling system to operate. The coolant pump draws the
coolant from the radiator. The coolant then circulates
through water jackets in the engine block and the cylin-
der head, distributor case(e), throttle body(f). When the
coolant reaches the operating temperature of the ther-
mostat, the thermostat opens. The coolant then goes
back to the radiator where it cools.
This system directs some coolant through the hoses to
the heater core(g). This provides for heating and de-
frosting. The surge tank(h) is connected to the radiator
and throttle body to recover the coolant displaced by ex-
pansion from the high temperatures. The surge tank
maintains the correct coolant level.
The cooling system for this vehicle has no radiator cap
and drain cock. The coolant is added to the cooling sys-
tem through the surge tank. To drain the cooling system,
disconnect the lower radiator hose and drain the cool-
ant.
RADIATOR
This vehicle has a lightweight tube-and-fin aluminum ra-
diator.
SURGE TANK
The surge tank is a transparent plastic reservoir, similar
to the windshield washer reservoir.
The surge tank is connected to the radiator and throttle
body by a hose. As the vehicle is driven, the engine cool-
ant heats and expands. The portion of the engine cool-
ant displaced by this expansion flows from the radiator
into the surge tank. The air trapped in the radiator is de-
gassed into the surge tank.
When the engine is stops, the engine coolant cools and
contracts. The displaced engine coolant is then drawn
back into the radiator. This keeps the radiator filled with
the coolant to the desired level at all times and increases
the cooling efficiency.
Maintain the coolant level between the MIN and the
MAX marks on the surge tank when the system is cold.
D102D001
ENGINE COOLING 1D3
DAEWOO M-150 BL2
COOLANT PUMP
The belt-driven centrifugal coolant pump consists of an
impeller, a drive shaft, and a belt pulley.
The impeller is supported by a completely sealed bear-
ing.
The coolant pump is serviced as an assembly and,
therefore, cannot be disassembled.
THERMOSTAT
A wax pellet-type thermostat controls the flow of the en-
gine coolant through the engine cooling system. The
thermostat(i) is mounted in the thermostat housing.
The thermostat stops the flow of the engine coolant from
the engine to the radiator in order to provide faster
warm-up, and to regulate the coolant temperature. The
thermostat remains closed while the engine coolant is
cold, preventing circulation of the engine coolant
through the radiator. At this point, the engine coolant is
allowed to circulate only throughout the heater core to
warm it quickly and evenly.
As the engine warms, the thermostat opens. This allows
the engine coolant to flow through the radiator, where
the heat is dissipated through the radiator. This opening
and closing of the thermostat permits enough engine
coolant to enter the radiator to keep the engine within
proper engine temperature operating limits.
The wax pellet in the thermostat is hermetically sealed in
a metal case(j). The wax element of the thermostat ex-
pands when it is heated and contracts when it is cooled.
As the vehicle is driven and the engine warms, the en-
gine coolant temperature increases. When the engine
coolant reaches a specified temperature, the wax pellet
element in the thermostat expands and exerts pressure
against the metal case, forcing the valve open. This al-
lows the engine coolant to flow through the engine cool-
ing system and cool the engine.
As the wax pellet cools, the contraction allows a spring
to close the valve.
The thermostat begins to open at 82_C (180_ F) and is
fully open at 95_C (203_F). The thermostat closes at
80_C (176_F).
D102D002
ELECTRIC COOLING FAN
Caution: Keep hands, tools, and clothing away from
the engine cooling fans to help prevent personal in-
jury. This fan is electric and can turn ON whether or
not the engine is running.
Caution: If a fan blade is bent or damaged in any
way, no attempt should be made to repair or reuse
the damaged part. A bent or damaged fan assembly
should always be replaced with a new one.
The cooling fans are mounted behind the radiator in the
engine compartment. The electric cooling fans increase
the flow of air across the radiator fan and across the
condenser on air conditioner (A/C)-equipped vehicles.
This helps to speed cooling when the vehicle is at idle or
moving at low speeds.
D102D003
1D4 ENGINE COOLING
DAEWOO M-150 BL2
The main fan size is 320 mm (12.6 in.) in diameter with
seven blades(k) to aid the air flow through the radiator
and the condenser. An electric motor(l) attached to the
radiator support drives the fan.
A/C OFF or Non-A/C Model
D The cooling fan is actuated by the electronic control
module (ECM) using a low speed cooling fan relay
and a high speed cooling fan relay. On A/C equipped
vehicles, a series/parallel cooling fan relay is also
used.
D The ECM will turn the cooling fan on at low speed
when the coolant temperature reaches 93_C (199_F)
and high speed at 100_C (212_F).
D The ECM will change the cooling fan from high speed
to low speed at 97_C (207_F) and turn the cooling
fans off at 90_C (194_F).
A/C ON
D The ECM will only turn the cooling fan on at high
speed when the A/C system is on regardless of any
condition.
ENGINE COOLANT TEMPERATURE
SENSOR
The engine coolant temperature (ECT) sensor (n) uses
a thermistor to control the signal voltage to the engine
control module (ECM).
D102D004
COOLANT TEMPERATURE SENSOR
The coolant temperature sensor(m) controls the instru-
ment panel temperature indicator. The coolant tempera-
ture sensor is located on the distributor case with the
ECT sensor on an SOHC engine.
ENGINE COOLING 1D5
DAEWOO M-150 BL2
COMPONENT LOCATOR
COOLANT HOSE AND COMPONENTS
D12D4011
1 Radiator Coolant Return Hose
2 Upper Radiator Hose
3 Not Used
4 Radiator Assembly
5 Lower Radiator Hose
6 Throttle Body Assembly
7 Surge Tank hose
8 Surge Tank
9 Coolant Temperature Sensor
10 Engine Coolant Temperature Sensor
11 Surge Tank Return Hose
12 Water Inlet Cap
13 Heater Outlet Hose
14 Heater Inlet Hose
15 Distributor Case
16 Thermostat
17 Thermostat Housing
18 Throttle Body Inlet Hose
19 Throttle Body Outlet Hose
20 Hose Bracket
1D6 ENGINE COOLING
DAEWOO M-150 BL2
RADIATOR/FAN
D12D4021
1 Radiator Assembly 2 Electric Cooling Fan Assembly
ENGINE COOLING 1D7
DAEWOO M-150 BL2
DIAGNOSTIC INFORMATION AND PROCEDURE
COOLANT LEAKS TEST
1. Remove the surge tank cap after the engine cools.
2. Check the coolant level.
3. Install a suitable cooling system pressure tester(b) to
the surge tank filler neck using the adapter(a) and
pressurize (110120 kPa (16.017.4 psi)).
4. Check the coolant leaks on the hoses and connec-
tions during 2 minutes.
5. If the leak is checked, replace the parts or repair the
connections.
D102D301
SURGE TANK CAP TEST
The surge tank cap(c) is equipped with the pressure
valve(d) and the vacuum valve(e). Therefore, the surge
tank cap maintains proper pressure. And The surge tank
cap protects the system from high-pressure by opening
a pressure valve, and protects the coolant hoses from
collapsing because of a vacuum.
1. Wash any sludge from the surge tank cap and the
valve seat of the vacuum pressure valve for the surge
tank cap.
2. Check for any damage or deformity to the vacuum
pressure valve for the surge tank cap. If any damage
or deformity is found, replace the cap.
3. Install a suitable cooling system pressure tester(b) to
the cap using the Adapter(a).
4. Pull the vacuum pressure valve to the open position.
If the surge tank cap does not seal properly, replace
the surge tank cap.
5. Pressurize the cap to 90 to 120kPa (13 to 17psi).
6. Wait 10 seconds and check the pressure held by the
tank cap tester.
7. If the pressure held by the cooling system pressure
tester falls below 80kPa (11.6psi) replace the surge
tank cap.
D102D302
THERMOSTAT TEST
1. Remove the thermostat(f) from the vehicle. Refer
toThermostat in this section.
2. Make sure the valve spring is tight when the thermo-
stat is fully closed. If the spring is not tight, replace the
thermostat.
3. Suspend the thermostat and a thermometer in a pan
of 50/50mixture of ethylene glycol and water. Do not
let the thermostat or the thermometer rest on the bot-
tom of the pan because the uneven concentration of
heat on the bottom could result in inaccurate temper-
ature measurements.
4. Heat the pan on a burner.
5. Use the thermometer to measure the temperature of
the heated solution.
6. The thermostat should begin to open at 82°C (180°F)
and it should be fully open at 95°C (203.4°F) and it
should be fully close at 80°C (176.4°F). If it does not
open or close at these temperature, replace the ther-
mostat. Also, the thermostat rods stroke from the ini-
tially open to the fully open should be 8mm (0.31 in.).
D102D303
1D8 ENGINE COOLING
DAEWOO M-150 BL2
COOLING SYSTEM DIAGNOSIS
Condition Probable Cause Correction
Engine Overheats
D A loss of the coolant. D Add the coolant.
D A weak coolant solution. D Confirm that the coolant solution is a
50/50 mixture of ethylene glycol and
water.
D Any dirt, any leaves, or any insects
on the front of the radiator.
D Clean the front of the radiator.
D The leakage from the hoses, the
coolant pump, the heater, the
thermostat housing, the radiator, the
heater core, or the head gasket.
D Replace any damaged components.
D A faulty thermostat. D Replace a damaged thermostat.
D Retarded ignition timing. D Perform an ECM code diagnosis.
D Confirm the integrity of the timing
belt.
D An improperly operating electric
cooling fan.
D Replace the electric cooling fan.
D Plugged or rotted radiator hoses. D Replace any damaged radiator
hoses.
D A faulty water pump. D Replace a faulty water pump.
D A faulty surge tank cap. D Replace a faulty surge tank cap.
D A cracked or plugged cylinder head
or engine block.
D Repair the damaged cylinder head or
the damaged engine block.
D A faulty radiator. D Replace a faulty radiator.
Loss of Coolant
D A leak in the radiator. D Replace a damaged radiator.
D A leak in the surge tank or the hose. D Replace the surge tank or the hose.
D Looseness or damage of radiator
hoses, heater hoses, or connections.
D Reseat the hoses.
D Replace the hoses or the clamps.
D Leaks in the coolant pump seal. D Replace the coolant pump seal.
D Leaks in the coolant pump gasket. D Replace the coolant pump gasket.
D An improper cylinder head torque. D Tighten the cylinder head bolts to
specifications.
D Replace the cylinder head gasket, if
needed.
D Leaks in the intake manifold, cylinder
head gasket, heater core.
D Repair or replace any components,
as needed to correct the leak.
Engine Fails to Reach
Normal Operating
D Thermostat to be stuck open or to be
wrong type.
D Install a new thermostat of the
correct type and heat range.
Temperature or Cool Air
from the Heater
D The coolant level below the MIN
mark on the surge tank.
D Add sufficient coolant to raise the
fluid to the specified mark on the
surge tank.
ENGINE COOLING 1D9
DAEWOO M-150 BL2
REPAIR INSTRUCTIONS
ON–VEHICLE SERVICE
D12D5011
DRAINING AND REFILLING THE
COOLING SYSTEM
Caution: Do not remove the surge tank cap while
the engine and the radiator are hot. Scalding fluid
and steam may be blown out under pressure.
1. Place a pan below the vehicle to catch the draining
coolant.
2. Drain the coolant.
D Remove the surge tank cap (1).
D Disconnect the lower radiator hose (2).
Caution: Dispose of the used coolant to a used
coolant holding tank to be picked up with the used
oil for disposal. Never pour the used coolant down
the drain. Ethylene glycol antifreeze is an extremely
toxic chemical. Disposing of it into the sewer sys-
tem or the ground water can contaminate the local
environment.
D102D502
3. Connect the lower radiator hose.
4. Clean the cooling system.
D Remove all sludge and dirt from inside the surge
tank. And install the surge tank. Refer to Surge
Tank in this section (1).
1D10 ENGINE COOLING
DAEWOO M-150 BL2
D102D503
D Add the clean water to the surge tank (2).
5. Run the engine until the thermostat opens. You can
tell the thermostat is open when both radiator hoses
are hot to the touch.
6. Stop the engine and disconnect the lower radiator
hose to drain the coolant.
7. Repeat steps 3 through 6 until the drained water is
clear and free of coolant and rust.
Notice: Never use an antifreeze mixture more concen-
trated than 60 percent antifreeze to 40 percent water.
The solution freezing point increases above this con-
centration.
8. Fill the cooling system through the surge tank with a
mixture of ethylene glycol antifreeze and water. The
mixture must be at least 50 percent antifreeze, but
not more than 60 percent antifreeze for cold weather
operation.
9. Fill the surge tank to the specified MAX fill mark on
the outside of the tank.
10. Install the surge tank cap.
D102D504
SURGE TANK
Removal Procedure
Caution: To prevent personal injury, do not remove
the surge tank cap while the engine and the radiator
are hot, because the heat causes the system to re-
main under pressure scalding fluid and steam may
be blown out under pressure.
1. Drain the engine coolant to below the level of the
surge tank.
2. Remove the surge tank.
D Loosen the overflow hose clamps and disconnect
the overflow hoses from the surge tank (1).
D Remove the surge tank (2).
3. Clean the inside and the outside of the surge tank and
the surge tank cap with soap and water.
4. Rinse the surge tank and the cap thoroughly.
5. Check the surge tank and the cap for crack or other
damage.
ENGINE COOLING 1D11
DAEWOO M-150 BL2
D102D505
Installation Procedure
1. Install the surge tank to the vehicle.
D Install the surge tank with pressing down (1).
D Connect the overflow hoses to the surge tank (2).
2. Secure the overflow hoses to the surge tank with the
hose clamps.
3. Fill the surge tank with coolant to the MAX mark.
D102D506
ELECTRIC COOLING FAN
Removal Procedure
1. Disconnect the negative battery cable.
2. Remove the electric cooling fan assembly.
D Disconnect the cooling fan electrical connector (1).
D Remove the bolts (2).
D Remove the electric cooling fan assembly (3).
3.54.5 NSm
D12D507A
Installation Procedure
1. Install the electric cooling fan assembly with the bolts.
Tighten
Tighten the bolts to 3.54.5 NSm (3140 lb-in).
2. Connect the cooling fan electrical connector.
3. Connect the negative battery cable.
D12D5081
RADIATOR
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the lower radiator hose and drain the en-
gine cooling system. Refer to Draining and Refilling
the Cooling System in this section.
3. Disconnect the upper radiator hose and the surge
tank hose.
D Loosen the upper radiator hose clamp and discon-
nect the upper radiator hose (1).
D Loosen the surge tank hose clamp and disconnect
the surge tank hose (2).
1D12 ENGINE COOLING
DAEWOO M-150 BL2
D12D5091
4. Remove the electric cooling fan.
Refer to Electric Cooling Fan in this section.
5. Remove the radiator.
D Remove the bolts (1).
D Remove the radiator support brackets (2).
D Remove the radiator (3).
6. Check the radiator for breaking, clog or other dam-
age.
Important: The radiator still contains a substantial
amount of coolant. Drain the remainder of the coolant
from the radiator into a drain pan.
D12D5101
Installation Procedure
1. Install the radiator with the mounting bolts (1) and the
support brackets (2).
Tighten
Tighten the support bracket bolts to 3.54.5 NSm
(3140 lb-in).
2. Install the electric cooling fan.
Refer to Electric Cooling Fan in this section.
D12D5111
3. Connect the upper radiator hose to the radiator (1).
4. Connect the surge tank hose to the radiator (2).
5. Secure each hose with hose clamps.
6. Refill the engine cooling system. Refer to Draining
and Refilling the Cooling System in this section.
7. Connect the negative battery cable.
D102D512
THERMOSTAT (TYPICAL)
Removal Procedure
Caution: To prevent personal injury, do not remove
the surge tank cap while the engine and the radiator
are hot because the heat causes the system to re-
main under pressure. Scalding fluid and steam may
be blown out under pressure.
1. Remove air filter assembly. Refer to Section 1B,
SOHC Engine Mechanical.
2. Disconnect the lower radiator hose and drain the
coolant. Refer to Drain and Refilling the Cooling Sys-
tem
3. Disconnect the upper radiator hose.
ENGINE COOLING 1D13
DAEWOO M-150 BL2
D Loosen the hose clamp (1).
D Disconnect the upper radiator hose (2).
D102D513
4. Remove the thermostat.
D Remove the bolts (1).
D Remove the thermostat housing (2).
D Remove the thermostat with the gasket (3).
5. Check the gasket for crack or other damage.
6. Inspect the valve seat for foreign matter that could
prevent the valve from seating properly.
7. Inspect the thermostat for proper operation. Refer to
Thermostat Test in this section.
815 NSm
D12D514A
Installation Procedure
1. Install the thermostat with the bolts and the thermo-
stat housing.
Tighten
Tighten the mounting bolts to 815 NSm (71130
lb-in).
2. Secure the upper radiator hose to the thermostat
housing with a hose clamp.
3. Refill the engine cooling system. Refer to Draining
and Refilling the Cooling System in this section.
MAA1D010
THERMOSTAT (EURO III)
Removal Procedure
Caution: To prevent personal injury, do not remove
the surge tank cap while the engine and the radiator
are hot because the heat causes the system to re-
main under pressure. Scalding fluid and steam may
be blown out under pressure.
1. Remove air filter assembly. Refer to Section 1B,
SOHC Engine Mechanical.
2. Disconnect the lower radiator hose and drain the
coolant. Refer to Drain and Refilling the Cooling Sys-
tem
3. Disconnect the upper radiator hose.
1D14 ENGINE COOLING
DAEWOO M-150 BL2
MAA1D020
4. Remove the thermostat.
D Remove the bolts.
D Remove the thermostat housing.
D Remove the thermostat with the gasket.
5. Check the gasket for crack or other damage.
6. Inspect the valve seat for foreign matter that could
prevent the valve from seating properly.
7. Inspect the thermostat for proper operation. Refer to
Thermostat Test in this section.
MAA1D011
Installation Procedure
1. Install the thermostat with the bolts and the thermo-
stat housing.
Tighten
Tighten the mounting bolts to 815 NSm (71130
lb-in).
2. Secure the upper radiator hose to the thermostat
housing with a hose clamp.
3. Refill the engine cooling system. Refer to Draining
and Refilling the Cooling System in this section.
4. Install the air filter assembly. Refer to Section 1B,
SOHC Engine Mechanical.
D102D515
COOLANT TEMPERATURE SENSOR
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the lower radiator hose and drain the
coolant. Refer to Draining and Refilling the Cooling
System in this section.
3. Remove the coolant temperature sensor.
D Disconnect the electrical connector (1).
D Remove the coolant temperature sensor (2).
D12D516A
10 NSm
Installation Procedure
1. Install the coolant temperature sensor into the
threaded hole in the intake manifold.
Tighten
Tighten the coolant temperature sensor to 10 NSm
(89 lb-in).
D Connect the electrical connector to the coolant
temperature sensor (1).
2. Connect the lower radiator hose and refill the coolant.
Refer to Draining and refilling the cooling system in
this section.
3. Connect the negative battery cable.
ENGINE COOLING 1D15
DAEWOO M-150 BL2
D102D517
ENGINE COOLANT TEMPERATURE
SENSOR
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the lower radiator hose and drain the
coolant Draining and Refilling the Cooling System in
this section.
3. Remove the engine coolant temperature (ECT) sen-
sor.
D Disconnect the electrical connector (1).
D Remove the ECT sensor (2).
D12D518A
20 NSm
Installation Procedure
1. Install the ECT sensor.
Tighten
Tighten the ECT sensor to 20 NSm (15 lb-ft).
D Connect the electrical connector to the ECT sen-
sor (1).
2. Connect the lower radiator hose and refill the coolant.
Refer to Draining and Refilling the Cooling System
in this section.
3. Connect the negative battery cable.
D102B533
COOLANT PUMP
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the lower radiator hose and drain the
coolant. Refer to Draining and Refilling the Cooling
System in this section.
3. Remove the timing belt. Refer to Section 1B, Engine
Mechanical.
4. Remove the rear timing belt cover.
D Remove the bolts (1).
D Remove the rear timing belt cover (2).
D102D519
5. Remove the coolant pump.
D Remove the nuts (1).
D Remove the bolts (2).
D Remove the coolant pump (3).
D Remove the gasket.
Notice: Remove the coolant pump as shown figure (a).
1D16 ENGINE COOLING
DAEWOO M-150 BL2
912 NSm
912 NSm
D12D520A
D12D521A
Installation Procedure
1. Install the coolant pump with the new gasket.
Tighten
Tighten the bolts and the nuts to 912 NSm (80106
lb-in) (a).
2. Install the rear timing belt cover.
Tighten
Tighten the bolts to 912 NSm (80106 lb-in) (b).
3. Install the timing belt. Refer to Section 1B, Engine
Mechanical.
4. Connect the lower radiator hose and drain the cool-
ant. Refer to Draining and Refilling the Cooling Sys-
tem in this section.
5. Connect the negative battery cable.
ENGINE COOLING 1D17
DAEWOO M-150 BL2
SPECIFICATIONS
GENERAL SPECIFICATIONS
Application Description Unit Standard Limit
Cooling
System
Cooling Type
Forced Water
Circulation
Coolant Coolant Capacity L/qt 3.8/4.00
Thermostat Type Pellet Type
Temperature(opened initially) °C(°F) 82(180)
Thermostat
Temperature(perfectly opened) °C(°F) 95(203.4)
Temperature(perfectly closed) °C(°F) 80(176.4)
Stroke(perfectly opened) mm(in.) 8 (0.32)
Cooling Fan Type Electric
Blade Number EA 6
Cooling Fan Diameter mm(inch) 300(11.8)
Electric Cooling
Temperature At Low Speed ON °C(°F) 93(199.8)
Fan
Temperature At Low Speed OFF °C(°F) 90(194.4)
Temperature At High Speed ON °C(°F) 100(212.4)
Temperature At High Speed OFF °C(°F) 97(207)
Surge Tank
Open Pressure of The Pressure Valve kPa (psi)
120150
(17.421.8)
Surge Tank
Open Pressure of The Vacuum Valve kPa (psi) 10 (1.5)
Water Pump Type Centrifugal
Coolant Pump
Impeller Diameter mm(in.) 60(2.36)
Impeller Blade Number EA 7
Radiator Type CrossFlow
Core Width mm(in.) 458(18.03)
Radiator
Core Height mm(in.) 295(11.61)
Core Depth (Standard/Heavy Duty) mm(in.) 16/27(0.63/1.06)
Resistance
(Coolant Temperature 50°C(122.4°F))
185.2
Coolant
Temperature
Resistance
(Coolant Temperature 85°C(185.4°F))
49.2
Sensor
Resistance
(Coolant Temperature 105°C(221.4°F))
27.5
Engine Coolant
Resistance
(Coolant Temperature 20°C(68.4°F))
3,520
Temperature
Sensor
Resistance
(Coolant Temperature 80°C(176.4°F))
332
1D18 ENGINE COOLING
DAEWOO M-150 BL2
FASTENER TIGHTENING SPECIFICATIONS
Application NSm Lb-Ft Lb-In
Engine Coolant Temperature Sensor 10 89
Coolant Temperature Sensor 20 15
Coolant Pipe Bolt 8 15 71 130
Electric Cooling Fan Motor Nut 3.0 3.2 27 28
Electric Cooling Fan Assembly Bolt 3.5 4.5 31 40
Distributor Case Bolt/Nut 8 12 71 106
Radiator Mounting Bracket Bolt 3.5 4.5 31 40
Thermostat Housing Bolt 8 15 71 130
Water Inlet Cap Bolt 8 12 71 106
Coolant Pump Bolt/Nut 912 80 106
Coolant Pump Stud Bolt 912 80 106
DAEWOO M-150 BL2
SECTION 1E
ENGINE ELECTRICAL
CAUTION: Disconnect the negative battery cable before removing or installing any electrical unit or when a
tool or equipment could easily come in contact with exposed electrical terminals. Disconnecting this cable
will help prevent personal injury and damage to the vehicle. The ignition must also be in B unless otherwise
noted.
TABLE OF CONTENTS
Description and Operation 1E-2. . . . . . . . . . . . . . . . . .
Battery 1E-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ratings 1E-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reserve Capacity 1E-2. . . . . . . . . . . . . . . . . . . . . . . . .
Cold Cranking Amperage 1E-2. . . . . . . . . . . . . . . . . . .
Built-In Hydrometer 1E-2. . . . . . . . . . . . . . . . . . . . . . . .
Charging Procedure 1E-3. . . . . . . . . . . . . . . . . . . . . . .
Charging Time Required 1E-3. . . . . . . . . . . . . . . . . . . .
Charging a Completely Discharged Battery
(Off the Vehicle) 1E-3. . . . . . . . . . . . . . . . . . . . . . . . .
Jump Starting Procedure 1E-3. . . . . . . . . . . . . . . . . . .
Generator 1E-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Charging System 1E-4. . . . . . . . . . . . . . . . . . . . . . . . . .
Starter 1E-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting System 1E-4. . . . . . . . . . . . . . . . . . . . . . . . . . .
Distributor 1E-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition Coil 1E-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spark Plug 1E-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Component Locator 1E-6. . . . . . . . . . . . . . . . . . . . . . . .
Starting System 1E-6. . . . . . . . . . . . . . . . . . . . . . . . . . .
Charging System (A-type: MANDO) 1E-7. . . . . . . . . .
Charging System (B-type: DAC) 1E-8. . . . . . . . . . . . .
Ignition System 1E-9. . . . . . . . . . . . . . . . . . . . . . . . . . .
Diagnostic Information and Procedure 1E-10. . . . . .
Ignition System 1E-10. . . . . . . . . . . . . . . . . . . . . . . . . .
Battery Load Test 1E-12. . . . . . . . . . . . . . . . . . . . . . . .
Generator Output Test 1E-12. . . . . . . . . . . . . . . . . . . .
Generator System Check 1E-13. . . . . . . . . . . . . . . . . .
Repair Instructions 1E-14. . . . . . . . . . . . . . . . . . . . . . . .
On-Vehicle Service 1E-14. . . . . . . . . . . . . . . . . . . . . . . . .
Starter 1E-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator 1E-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Battery 1E-16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Distributor 1E-17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition Coil 1E-18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Unit Repair 1E-19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter Motor 1E-19. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator (A-type: MANDO) 1E-24. . . . . . . . . . . . . . .
Generator (B-type: DAC) 1E-29. . . . . . . . . . . . . . . . . .
Distributor Assembly 1E-34. . . . . . . . . . . . . . . . . . . . . .
Schematic and Routing Diagrams 1E-37. . . . . . . . . .
Starting System 1E-37. . . . . . . . . . . . . . . . . . . . . . . . . .
Charging System 1E-38. . . . . . . . . . . . . . . . . . . . . . . . .
Ignition System Circuit – Tipical 1E-39. . . . . . . . . . . .
Ignition System Circuit – Euro III 1E-40. . . . . . . . . . .
Specifications 1E-41. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter Specifications 1E-41. . . . . . . . . . . . . . . . . . . . .
Generator Specifications 1E-41. . . . . . . . . . . . . . . . . .
Ignition System Specifications 1E-41. . . . . . . . . . . . . .
Battery Specifications 1E-41. . . . . . . . . . . . . . . . . . . . .
Fastener Tightening Specifications 1E-42. . . . . . . . . .
1E2 ENGINE ELECTRICAL
DAEWOO M-150 BL2
DESCRIPTION AND OPERATION
BATTERY
The battery has three major functions in the electrical
system. First, the battery provides a source of energy
for cranking the engine. Second, the battery acts as a
voltage stabilizer for the electrical system. Finally, the
battery can, for a limited time, provide energy when the
electrical demand exceeds the output of the generator.
The sealed battery is standard on all cars. There are no
vent plugs in the cover. The battery is completely
sealed, except for two small vent holes in the sides.
These vent holes allow the small amount of gas pro-
duced in the battery to escape.
The sealed battery has the following advantages over
conventional batteries:
D No water need be added for the life of the battery.
D It is protected against overcharge. If too much volt-
age is applied to the battery, it will not accept as much
current as a conventional battery. In a conventional
battery, the excess voltage will still try to charge the
battery, leading to gassing, which causes liquid loss.
D It is not as liable to self-discharge as a conventional
battery. This is particularly important when a battery
is left standing for long periods of time.
D It has more power available in a lighter and a smaller
case.
RATINGS
A battery has two ratings: (1) A reserve capacity rating
designated at 27_C (81_F), which is the time a fully
charged battery will provide 25 amperes current flow at
or above 10.5 volts; (2) A cold cranking amp rating de-
termined under testing at -18_C (0_ F), which indicates
the cranking load capacity.
RESERVE CAPACITY
The reserve capacity is the maximum length of time it is
possible to travel at night with the minimum electrical
load and no generator output. Expressed in minutes,
Reserve Capacity (or RC rating) is the time required for
a fully charged battery, at a temperature of 27_C (81_F)
and being discharged at a current of 25 amperes, to
reach a terminal voltage of 10.5 volts.
COLD CRANKING AMPERAGE
The cold cranking amperage test is expressed at a bat-
tery temperature of -18_ C (0_F). The current rating is
the minimum amperage, which must be maintained by
the battery for 30 seconds at the specified temperature,
while meeting a minimum voltage requirement of
7.2 volts. This rating is a measure of cold cranking ca-
pacity.
The battery is not designed to last indefinitely. However,
with proper care, the battery will provide many years of
service.
If the battery tests well, but fails to perform satisfactorily
in service for no apparent reason, the following factors
may point to the cause of the trouble:
D Vehicle accessories are left on overnight.
D Slow average driving speeds are used for short peri-
ods.
D The vehicles electrical load is more than the genera-
tor output, particularly with the addition of aftermarket
equipment.
D Defects in the charging system, such as electrical
shorts, a slipping generator belt, a faulty generator, or
a faulty voltage regulator.
D Battery abuse, including failure to keep the battery
cable terminals clean and tight, or a loose battery
hold-down.
D Mechanical problems in the electrical system, such
as shorted or pinched wires.
BUILT-IN HYDROMETER
The sealed battery has a built-in, temperature-compen-
sated hydrometer in the top of the battery. This hydrom-
eter is to be used with the following diagnostic
procedure:
1. When observing the hydrometer, make sure that the
battery has a clean top.
2. Under normal operation, two indications can be ob-
served:
D GREEN DOT VISIBLE Any green appearance is
interpreted as a green dot, meaning the battery is
ready for testing.
D DARK GREEN DOT IS NOT VISIBLE If there is
a cranking complaint, the battery should be tested.
The charging and electrical systems should also
be checked at this time.
3. Occasionally, a third condition may appear:
D CLEAR OR BRIGHT YELLOW This means the
fluid level is below the bottom of the hydrometer.
This may have been caused by excessive or pro-
longed charging, a broken case, excessive tipping,
or normal battery wear. Finding a battery in this
condition may indicate high charging by a faulty
charging system. Therefore, the charging and the
electrical systems may need to be checked if a
cranking complaint exists. If the cranking com-
plaint is caused by the battery, replace the battery.
ENGINE ELECTRICAL 1E3
DAEWOO M-150 BL2
CHARGING PROCEDURE
1. Batteries with the green dot showing do not require
charging unless they have just been discharged, such
as in cranking a vehicle.
2. When charging sealed-terminal batteries out of the
vehicle, install the adapter kit. Make sure all the char-
ger connections are clean and tight. For best results,
batteries should be charged while the electrolyte and
the plates are at room temperature. A battery that is
extremely cold may not accept current for several
hours after starting the charger.
3. Charge the battery until the green dot appears. The
battery should be checked every half-hour while
charging. Tipping or shaking the battery may be nec-
essary to make the green dot appear.
4. After charging, the battery should be load tested. Re-
fer to Starter Motor in this section.
CHARGING TIME REQUIRED
The time required to charge a battery will vary depend-
ing upon the following factors:
D Size of Battery A completely discharged large
heavy-duty battery requires more than twice the re-
charging as a completely discharged small passenger
car battery.
D Temperature A longer time will be needed to
charge any battery at -18_C (0_F) than at 27_C
(81_F). When a fast charger is connected to a cold
battery, the current accepted by the battery will be
very low at first. The battery will accept a higher cur-
rent rate as the battery warms.
D Charger Capacity A charger which can supply only
5 amperes will require a much longer charging period
than a charger that can supply 30 amperes or more.
D State-of-Charge A completely discharged battery
requires more than twice as much charge as a one-
half charged battery. Because the electrolyte is nearly
pure water and a poor conductor in a completely dis-
charged battery, the current accepted by the battery
is very low at first. Later, as the charging current
causes the electrolyte acid content to increase, the
charging current will likewise increase.
CHARGING A COMPLETELY
DISCHARGED BATTERY
(OFF THE VEHICLE)
Unless this procedure is properly followed, a perfectly
good battery may be needlessly replaced.
The following procedure should be used to recharge a
completely discharged battery:
1. Measure the voltage at the battery terminals with an
accurate voltmeter. If the reading is below 10 volts,
the charge current will be very low, and it could take
some time before the battery accepts the current in
excess of a few milliamperes. Refer to Charging
Time Required in this section, which focuses on the
factors affecting both the charging time required and
the rough estimates in the table below. Such low cur-
rent may not be detectable on ammeters available in
the field.
2. Set the battery charger on the high setting.
Important: Some chargers feature polarity protection
circuitry, which prevents charging unless the charger
leads are correctly connected to the battery terminals. A
completely discharged battery may not have enough
voltage to activate this circuitry, even though the leads
are connected properly, making it appear that the bat-
tery will not accept charging current. Therefore, follow
the specific charger manufacturers instruction for by-
passing or overriding the circuitry so that the charger will
turn on and charge a low-voltage battery.
3. Battery chargers vary in the amount of voltage and
current provided. The time required for the battery to
accept a measurable charger current at various volt-
ages may be as follows:
Voltage Hours
16.0 or more Up to 4 hours
14.015.9 Up to 8 hours
13.9 or less Up to 16 hours
D If the charge current is not measurable at the end
of the above charging times, the battery should be
replaced.
D If the charge current is measurable during the
charging time, the battery is good, and charging
should be completed in the normal manner.
Important: It is important to remember that a complete-
ly discharged battery must be recharged for a sufficient
number of ampere hours (AH) to restore the battery to a
usable state. As a general rule, using the reserve capac-
ity rating (RC) as the number of ampere hours of charge
usually brings the green dot into view.
D If the charge current is still not measurable after
using the charging time calculated by the above
method, the battery should be replaced.
D If the charge current is measurable during the
charging time, the battery is good, and charging
should be completed in the normal manner.
JUMP STARTING PROCEDURE
1. Position the vehicle with the good (charged) battery
so that the jumper cables will reach from one battery
to the other.
2. Turn off the ignition, all the lights, and all the electrical
loads in both vehicles. Leave the hazard flasher on if
there may be other traffic and any other lights needed
for the work area.
1E4 ENGINE ELECTRICAL
DAEWOO M-150 BL2
3. In both vehicles, apply the parking brake firmly.
Notice: Make sure the cables are not on or near pulleys,
fans, or other parts that will move when the engine
starts, damaging the parts.
4. Shift a manual transaxle to NEUTRAL.
Caution: Do not use cables that have loose or miss-
ing insulation, or injury could result.
5. Clamp one end of the first jumper cable to the positive
terminal on the battery. Make sure it does not touch
any other metal parts. Clamp the other end of the
same cable to the positive terminal on the other bat-
tery. Never connect the other end to the negative ter-
minal of the discharged battery.
Caution: Do not attach the cable directly to the neg-
ative terminal of the discharged battery. Doing so
could cause sparks and possible battery explosion.
6. Clamp one end of the second cable to the negative
terminal of the booster battery. Make the final con-
nection to a solid engine ground, such as the engine
lift bracket, at least 450 millimeters (18 inches) from
the discharged battery.
7. Start the engine of the vehicle with the good battery.
Run the engine at a moderate speed for several min-
utes. Then start the engine of the vehicle which has
the discharged battery.
8. Remove the jumper cables by reversing the above
sequence exactly. Remove the negative cable from
the vehicle with the discharged battery first. While re-
moving each clamp, take care that it does not touch
any other metal while the other end remains at-
tached
.
GENERATOR
The Delco-Remy CS charging system has several mod-
els available, including the 114D (A-type) or CS114D
(B-type). The number denotes the outer diameter in
millimeters of the stator lamination.
CS generators are equipped with internal regulators.
The Y connection (A-type) or Delta (B-type) stator, a
rectifier bridge, and a rotor with slip rings and brushes
are electrically similar to earlier generators. A conven-
tional pulley and fan are used. There is no test hole.
Unlike three-wire generators, the 114D (A-type) or
CS114D (B-type) may be used with only two connec-
tions: battery positive and an ‘‘L’’ terminal to the charge
indicator lamp.
As with other charging systems, the charge indicator
lamp lights when the ignition switch is turned to ON, and
goes out when the engine is running. If the charge indi-
cator is on with the engine running, a charging system
defect is indicated.
The regulator voltage setting varies with temperature
and limits the system voltage by controlling the rotor
field current. The regulator switches rotor field current
on and off. By varying the on-off time, correct average
field current for proper system voltage control is ob-
tained. At high speeds, the on-time may be 10 percent
and the off-time 90 percent. At low speeds, with high
electrical loads, on-time may be 90 percent and the off-
time 10 percent.
CHARGING SYSTEM
The Delco-Remy CS charging system has several mod-
els available, including the 114D (A-type) or CS114D
(B-type). The number denotes the outer diameter in
millimeters of the stator laminations.
CS generators use a new type of regulator that incorpo-
rates a diode trio. The Y connection (A-type) or Delta (B-
type) stator, a rectifier bridge, and a rotor with slip rings
and brushes are electrically similar to earlier generators.
A conventional pulley and fan are used. There is no test
hole.
STARTER
Wound field starter motors have pole pieces, arranged
around the armature, which are energized by wound
field coils.
Enclosed shift lever cranking motors have the shift lever
mechanism and the solenoid plunger enclosed in the
drive housing, protecting them from exposure to dirt, icy
conditions, and splashes.
In the basic circuit, solenoid windings are energized
when the switch is closed. The resulting plunger and
shift lever movement causes the pinion to engage the
engine flywheel ring gear. The solenoid main contacts
close. Cranking then takes place.
When the engine starts, pinion overrun protects the ar-
mature from excessive speed until the switch is opened,
at which time the return spring causes the pinion to dis-
engage. To prevent excessive overrun, the switch
should be released immediately after the engine starts.
STARTING SYSTEM
The engine electrical system includes the battery, the
ignition, the starter, the generator, and all the related wir-
ing. Diagnostic tables will aid in troubleshooting system
faults. When a fault is traced to a particular component,
refer to that component section of the service manual.
The starting system circuit consists of the battery, the
starter motor, the ignition switch, and all the related elec-
trical wiring. All of these components are connected
electrically.
DISTRIBUTOR
Distributor distributes the high tension voltage induced
from ignition coil, to each spark plug of each cylinder in
ENGINE ELECTRICAL 1E5
DAEWOO M-150 BL2
the sequence of ignition order. It also adjusts the ignition
timing according to the engine condition.
This vehicle uses the distributor (optical sensor type)
which controls the preminary current of the ignition coil
by the ECM.
The ignition timing change is controlled electronically by
the ECM.
When diagnosing the ignition system, refer to Section
1F, Engine Controls.
IGNITION COIL
Ignition coil is a sort of transformer to generate high volt-
age (15,00025,000V) which can bring spark at the
spark plugs and has an iron cored closed magnetic type.
The closed magnetic typed ignition coil is used for the
High Energy Ignition (H.E.I) system. Comparing with the
iron cored open magnetic type, the closed type almost
has no loss of magnetic flux, and smaller in size, so it
produces the high voltage of secondary voltage.
SPARK PLUG
It is a part of ignition secondary current, and it burns the
compressed mixture by sparking the high voltage in-
duced from the ignition coil.
1E6 ENGINE ELECTRICAL
DAEWOO M-150 BL2
COMPONENT LOCATOR
STARTING SYSTEM
D102E401
1 Starter Motor Assembly
2 Starter Solenoid Assembly
3 Starter Housing
4 Shift Lever
5 Armature Set
6 Armature
7 Pinion Gear Assembly
8 Ring Set
9 Field Frame Assembly
10 Brush Holder Assembly
11 Contact End Frame Assembly
12 Starter Through - Bolts
ENGINE ELECTRICAL 1E7
DAEWOO M-150 BL2
CHARGING SYSTEM (A-TYPE : MANDO)
D102E402
1 Generator Assembly
2 Generator Shackle
3 Generator Drive End Nut
4 Generator Pully
5 Generator Collar (Large)
6 Generator Front Bracket
7 Front Bearing
8 Bearing Spot Plate
9 Generator Collar (Small)
10 Generator Rotor Assembly
11 Rear Bearing
12 Generator Stator Assembly
13 Rectifier Assembly
14 Voltage Regulator / Brush Holder Assembly
15 Generator Rear Bracket
16 Battery Positive Terminal Nut
17 Through Bolt
1E8 ENGINE ELECTRICAL
DAEWOO M-150 BL2
CHARGING SYSTEM (B-TYPE : DAC)
D102E403
1 Generator Assembly
2 Generator Shackle
3 Generator Drive End Nut
4 Generator Pully
5 Generator Collar
6 Generator Drive End Bracket
7 Generator Stator Assembly
8 Frame Bearing
9 Generator Fan
10 Generator Rotor Assembly
11 Frame Bearing
12 Generator Frame
13 Regulator Assembly
14 Brush Holder Assembly
15 Rectifier Assembly
16 Shield
17 Through - Bolt
18 Generator Cover
19 Battery Positive Terminal Nut
ENGINE ELECTRICAL 1E9
DAEWOO M-150 BL2
IGNITION SYSTEM
D102E404
1 Ignition Coil
2 Spark Pulg
3 Ignitoin Wire (#0)
4 Ignition Wires (#1, #2, #3)
5 Support Clamp
6 Mounting Clamp
7 Distributor Assembly
8 Coupling
9 Distributor Oil Seal
10 Distributor Housing
11 Distributor Shaft
12 Plate
13 Optical Sensor Unit
14 Plate
15 Bushing
16 Disc Wheel
17 Inner Cover
18 Outer Cover
19 Distributor Rotor
20 Distributor Cap Seal
21 Distributor Cap
1E10 ENGINE ELECTRICAL
DAEWOO M-150 BL2
DIAGNOSTIC INFORMATION AND PROCEDURE
IGNITION SYSTEM
Condition Probable Cause Correction
No Crank D Low battery voltage. D Charging the battery or Replace
the battery.
D Battery cable is loose, corroded,
or damaged.
D Repair or Replace the battery
cable.
D Faulty starter motor or starter
motor circuit is open.
D Repair or Replace the starter
motor/starter motor circuit.
D Faulty ignition switch or fuse Ef2
is blown.
D Replace the ignition switch or fuse
Ef2.
D Ground short. D Repair the ground short.
Crank OK, But Too Slow D Low battery voltage. D Charging the battery or Replace
the battery.
D Batter.
D Battery cables is loose, corroded,
or damaged.
D Repair or Replace the battery
cable.
D Faulty starter motor. D Repair or Replace the starter
motor.
Starter Motor Does Not Stop D Faulty starter motor. D Repair or Replace the starter
motor.
D Faulty ignition switch. D Replace the ignition switch.
Starter Motor Running, But Not
Cranking
D Broken the clutch pinion gear or
faulty starter motor.
D Replace the starter motor.
D Broken the flywheel ring gear. D Replace the flywheel.
D Connected circuit is open. D Repair the open circuit.
Overcharging Battery D Faulty the IC regulator. D Replace the IC regulator.
Battery Discharge D Loosen the generator drive belt. D Adjust the belt tension or Replace
the belt.
D The circuit is open or a short. D Repair the open or a short circuit.
D Faulty IC regulator. D Replace the IC regulator.
D Battery run down. D Replace the battery.
D Open ground circuit. D Repair the open ground circuit.
Charging Indicator Lamp D Fault IC regulator. D Replace the IC regulator.
Does Not Work When the
Ignition Switch ON
D Charging indicator lamp is blown
or fuse F8 is blown.
D Repair or Replace the charging
indicator lamp/fuse F8.
(Engine Does Not Work)
D Faulty ignition switch. D Replace the ignition switch.
D Generator ground circuit is open
or a short.
D Repair the circuit.
Charging Indicator Lamp D Faulty IC regulator. D Replace the IC regulator.
Does Not Put Out Lights After
Starting the Engine
D Battery cable is corroded or
damaged.
D Repair or Replace the battery
cable.
D Loosen the generator drive belt. D Adjust the belt tension or Replace
the belt.
D Faulty wiring harness. D Repair the wiring harness.
ENGINE ELECTRICAL 1E11
DAEWOO M-150 BL2
IGNITION SYSTEM (Cont’d)
Condition Probable Cause Correction
Hard to Starting the Engine D Faulty ignition coil. D Replace the ignition coil.
D Faulty distributor (include the
optical sensor).
D Replace the distributor or the
optical sensor.
D Faulty spark plug. D Replace the spark plug or Adjust
the gap.
D Poor ignition timing. D Reset the valve timing.
Engine Idling State is Unstable D Faulty spark plug. D Replace the spark plug or Adjust
the gap.
D Faulty ignition coil. D Replace the ignition coil.
D Poor ignition timing. D Reset the valve timing.
Poor Engine Accelerating D Poor ignition timing. D Reset the valve timing.
1E12 ENGINE ELECTRICAL
DAEWOO M-150 BL2
BATTERY LOAD TEST
1. Check the battery for obvious damage, such as a
cracked or broken case or cover, which could permit
the loss of electrolyte. If obvious damage is noted, re-
place the battery.
Caution: Do not charge the battery if the hydrometer
is clear or light yellow. Instead, replace the battery. If
the battery feels hot or if violent gassing or spewing
of electrolyte through the vent hole occurs, discontin-
ue charging or reduce the charging rate to avoid inju-
ry.
2. Check the hydrometer. If the green dot is visible, go to
the load test procedure. If the indicator is dark but
green is not visible, charge the battery. For charging a
battery removed from the vehicle, refer to Charging a
Completely Discharged Battery in this section.
3. Connect a voltmeter and a battery load tester across
the battery terminals.
4. Apply a 300-ampere load for 15 seconds to remove
any surface charge from the battery.
5. Remove the load.
6. Wait 15 seconds to let the battery recover, and apply
a 270-ampere load.
Important: The battery temperature must be estimated
by touch and by the temperature condition the battery
has been exposed to for the preceding few hours.
7. If the voltage does not drop below the minimum
listed, the battery is good and should be reinstalled. If
the voltage is less than the minimum listed, replace
the battery. Refer to Battery Specifications in this
section.
GENERATOR OUTPUT TEST
1. Perform the generator system test. Refer to Gener-
ator System Check in this section.
2. Replace the generator if it fails that test. Refer to
Generator in the On-Vehicle Service section. If it
passes the test, perform the on-vehicle output
check which follows.
Important: Always check the generator for output be-
fore assuming that a grounded L terminal circuit has
damaged the regulator.
3. Attach a digital multimeter (a), an ammeter (b), and
a carbon pile load (c) to the battery (d) and the gen-
erator (e) of the rehicle.
D102E301
Important: Be sure the vehicle battery is fully charged,
and the carbon pile load is turned off.
4. With the ignition switch in the OFF position, check
and record the battery voltage.
5. Remove the harness connector from the generator.
6. Turn the ignition switch to the ON position with the
engine not running. Use a digital multimeter to
check for voltage in the harness connector L termi-
nal.
7. The reading should be near the specified battery
voltage of 12 volts. If the voltage is too low, check
the indicator L terminal circuits for open and
grounded circuits causing voltage loss. Correct any
open wires, terminal connections, etc., as neces-
sary. Refer to Charging System in this section.
8. Attach the generator harness connector.
9. Run the engine at a moderate idle, and measure the
voltage across the battery terminals. The reading
should be above that recorded in Step 4 but less
than 15 volts. If the reading is over 15 volts or below
the previous reading, replace the generator. Refer to
Generator in the On-Vehicle Service section.
10. Run the engine at a moderate idle, and measure the
generator amperage output.
11. Turn on the carbon pile, and adjust it to obtain the
maximum amps while maintaining the battery volt-
age above 13 volts.
12. If the reading is within 15 amps of the generators
rating noted on the generator, the generator is good.
If not, replace the generator. Refer to Generator
in the On-Vehicle Service section.
13. With the generator operating at the maximum out-
put, measure the voltage between the generator
housing and the battery negative terminal. The volt-
age drop should be 0.5 volt or less. If the voltage
drop is more than 0.5 volt, check the ground path
from the generator housing to the negative battery
cable.
14. Check, clean, tighten, and recheck all of the ground
connections.
ENGINE ELECTRICAL 1E13
DAEWOO M-150 BL2
GENERATOR SYSTEM CHECK
When operating normally, the generator indicator lamp
will come on when the ignition switch is in the ON posi-
tion and go out when the engine starts. If the lamp oper-
ates abnormally or if an undercharged or overcharged
battery condition occurs, the following procedure may
be used to diagnose the charging system. Remember
that an undercharged battery is often caused by acces-
sories being left on overnight or by a defective switch
that allows a lamp, such as a trunk or glove box lamp, to
stay on.
Diagnose the generator with the following procedure:
1. Visually check the belt and wiring.
2. With the ignition switch in the ON position and the en-
gine stopped, the charge indicator lamp should be on.
If not, detach the harness at the generator and
ground the ‘‘L’’ terminal in the harness with a fused,
5-ampere jumper lead.
D If the lamp lights, replace the generator. Refer to
Generator in the On-Vehicle Service section.
D If the lamp does not light, locate the open circuit
between the ignition switch and the harness con-
nector. The indicator lamp bulb may be burned out.
3. With the ignition switch in the ON position and the en-
gine running at moderate speed, the charge indicator
lamp should be off. If not, detach the wiring harness
at the generator.
D If the lamp goes off, replace the generator. Refer to
Generator in the On-Vehicle Service section.
D If the lamp stays on, check for a short to ground in
the harness between the connector and the indica-
tor lamp.
Important: Always check the generator for output be-
fore assuming that a grounded ‘‘L’’ terminal circuit has
damaged the regulator. Refer to Generator in the Unit
Repair section.
1E14 ENGINE ELECTRICAL
DAEWOO M-150 BL2
REPAIR INSTRUCTIONS
ONVEHICLE SERVICE
D12E5011
STARTER
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the electrical connector and clip around
the starter.
D Remove the engine oil temperature sensor to dis-
connect the harness connector (1).
D Remove the starter solenoid nut to disconnect the
electrical cable (2).
D Remove the harness clip bolt to disconnect the
harness clip (3).
D Remove the ground bolt (4).
D102E502
3. Remove the starter assembly.
D Remove the starter mounting bolts (1).
D Remove the starter assembly (2).
D12E5031
Installation procedure
1. Install in the reverse order of removal.
2. Install the starter mounting bolts and starter solenoid
nut.
Tighten
D Tighten the starter mounting bolts to 5565 NSm
(4148 lb-ft) (a).
D Tighten the starter solenoid nut to 912 NSm
(80106 lb-in) (b).
D Tighten the harness clip bolt to 912 NSm (80106
lb-in) (c).
D Tighten the ground bolt to 3541 NSm (2630 lb-ft)
(d).
ENGINE ELECTRICAL 1E15
DAEWOO M-150 BL2
D102E504
GENERATOR
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the harness connector.
D Remove the battery harness connector nut to dis-
connect the battery positive connector (1).
D Disconnect the generator harness connector (2).
D102E505
3. Remove the generator drive belt.
D Loosen the generator adjusting bolt (1).
D Remove the lower bracket-to-generator bolt and
nut (2).
D Separate the generator drive belt from the genera-
tor.
D102E506
4. Remove the engine mounting lower bracket.
D Remove the engine mounting lower bracket, at-
taching reaction rod bolt and nut (1).
D Remove the engine mounting lower bracket bolts
(2).
D Remove the engine mounting lower bracket (3).
D102E507
5. Remove the generator.
D Remove the generator adjusting bolt (1).
D Carefully remove the genrator (2).
1E16 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D12E508A
3541 NSm
6883 NSm
Installation Procedure
1. Install in the reverse order of removal except genera-
tor driver velt.
2. Install the engine mounting lower bracket bolts and
nut.
Tighten
D Tighten the engine mounting lower bracket bolts to
3541 NSm (2530 lb-ft) (a).
D Tighten the engine mounting lower bracket, attach-
ing reaction rod bolt and nut to 6883 NSm (5061
lb-ft) (b).
D12E509A
47 NSm
1828 NSm
3. Install the bolts and nut.
Tighten
D Tighten the generator adjusting bolt to 47 NSm
(3562 lb-in) (a).
D Tighten the generator lower bracket bolt and nut to
1828 NSm (1321 lb-ft) (b).
D Inspect the generator drive belt tension.
D12E511A
BATTERY
Removal Procedure
1. Disconnect the negative battery cable and then dis-
connect the positive battery cable.
D Remove the battery cable nut to disconnect the
negative battery cable (1).
D Remove the battery terminal cap (2).
D Remove the battery cable nut to disconnect the
positive battery cable (3).
D102E512
2. Remove the battery.
D Remove the battery rod nut (1).
D Remove the battery rod (2).
D Remove the battery (3).
ENGINE ELECTRICAL 1E17
DAEWOO M-150 BL2
D12E513A
Installation Procedure
1. Install in the reverse order of removal.
2. Install the battery rod and cable nuts.
Tighten
D Tighten the battery rod nut to 68 NSm (5371 lb-
in) (a).
D Tighten the battery cable nut to 9-12 NSm (80106
lb-in) (b).
D12E514A
DISTRIBUTOR
Removal Procedure
1. Disconnect the negative battery cable.
2. Remove the air filter, resonator with snorkel assem-
bly. Refer to Section 1B, SOHC Engine Mechanical.
3. Disconnect the ignition wires and electrical connec-
tor.
D Disconnect the optical sensor connector (1).
D Disconnect the ignition wires (2).
D Remove the ignition wire clip (3).
D102E515
4. Remove the distributor.
Important: Mark on the distributor housing and case
before remove distributor (a).
D Remove the distributor bolts (1).
D Carefully remove the distributor assembly (2).
D12E516A
1016 NSm
Installation Procedure
1. Install in the reverse order of removal.
2. Install the distributor bolts.
Tighten
Tighten the distributor bolts to 1016 NSm (89142 lb-
in).
1E18 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D102E517
IGNITION COIL
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the ignition wires and ignition coil connec-
tor.
D Disconnect the ignition wire (1).
D Disconnect the ignition coil connector by pushing
the connectors lock(2).
D102E518
3. Remove the ignition coil.
D Remove the screws (1).
D Remove the ignition coil (2).
D12E519A
47 NSm
Installation Procedure
1. Install in the reverse order of removal.
2. Install the ignition coil screws.
Tighten
Tighten the ignition coil screws to 47 NSm (3562 lb-
in).
ENGINE ELECTRICAL 1E19
DAEWOO M-150 BL2
REPAIR INSTRUCTIONS
UNIT REPAIR
D102E701
STARTER MOTOR
Inspection / Measurement
(Before the Overhaul)
1. Remove the starter. Refer to “Starter” in this section.
2. Pinion clearance inspection.
D Disconnect the starter motor terminal M (1).
D Connect the 12-volt battery lead to the starter mo-
tor terminals M and S.
Notice: Complete the testing in a minimum amount of
time to prevent overheating and damaging the solenoid.
(in 10 seconds)
D102E702
D Switch on to move the pinion gear (2).
D Now check the clearance between the pinion and
the stopper with the filler gauge (3).
D If the clearance does not fall within the limits,
check for improper installation and replace all worn
parts.
D102E703
3. Magnetic switch pull-in test.
D Disconnect the starter motor terminal M (1).
D Connect the 12-volt battery lead to the starter mo-
tor terminals M and S.
Notice: Complete the testing in a minimum amount of
time to prevent overheating and damaging the solenoid.
(in 10 seconds)
1E20 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D102E704
D Inspect the pinion gears moving to the outside (2).
D If the pinion gear does not move outside, replace
the magnetic switch.
D102E705
4. Solenoid hold-in test.
D Disconnect the starter motor terminal M (1).
D Connect the 12-volt battery lead to the starter mo-
tor terminal S and body.
Notice: Complete the testing in a minimum amount of
time to prevent overheating and damaging the solenoid.
D102E706
D Check the pinion gears moving to the outside (2).
D If the pinion gear move to the inside, the circuit is
open. Replace the magnetic switch.
D102E707
5. Solenoid return test.
D Disconnect the starter motor terminal M (1).
D Connect the 12-volt battery lead to the starter mo-
tor terminal S and body.
Notice: Complete the testing in a minimum amount of
time to prevent overheating and damaging the solenoid.
ENGINE ELECTRICAL 1E21
DAEWOO M-150 BL2
D102E708
D Check the returning speed of pinion gear (2).
If the returning speed is fast, the operation is nor-
mal.
D Replace the solenoid if the operation is abnormal.
D102E709
5. No-road test.
D Connect the 12-volt battery lead to the starter cir-
cuit.
D Connect the current and the voltage (1).
D Install the starter motor rpm gage (2).
D Start the starter motor with the switch on (3).
D Measure the speed of pinion gear and the current.
D If the measurement satisfy the limit, the starter mo-
tor is normal.
D102E710
Desciption Limit
The speed of pinion
gear
Minimum: 2,000 rpm
Condition:
Voltage/Current
Maximum: 9V / 150A
D Replace the starter motor if necessary.
D102E711
Disassembly Procedure
1. Remove the starter contact end frame.
D Remove the through-bolts (1).
D Remove the contact end frame bolts (2).
D Remove the frame with the spacer (3).
1E22 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D102E712
2. Remove the brush holder assembly.
D Remove the starter motor terminal M nut (1).
D Remove the brush holder assembly (2).
D102E713
3. Remove the field frame assembly from the armature
set (1).
D102E714
4. Remove the solenoid assembly.
D Remove the solenoid screws (1).
D Remove the magnetic switch (2).
D Remove the spring (3).
D102E715
5. Remove the armature set and solenoid from the start-
er housing.
D Remove the armature set (1).
D Remove the rubber sealer (2).
D Remove the shift lever plate (3).
D Remove the shift lever (4).
D Remove the solenoid (5).
D Remove the gasket (6).
ENGINE ELECTRICAL 1E23
DAEWOO M-150 BL2
D102E716
Inspection / Measurement
(After the Overhaul)
1. Ground test for armature coil.
D Inspect the insulation between commutator and ar-
mature coil using the voltmeter.
D Replace the armature assembly if necessary.
D102E717
2. Short circuit test for armature coil.
D If test equipment is available, check the armature
for short circuit by placing it on a growler, and hold-
ing back a saw blade over the armature core while
the armature is rotated. If the saw blade vibrates,
replace the armature.
D102E718
3. Open circuit test for armature coil.
D Check the continuity between the commutator
bars using multimeter.
D Replace the armature assembly if necessary.
D102E719
4. Inspect the brushes wear.
D Inspect the brushes, the pop-out springs and the
brush holder for wear and damage. Replace the
brushes, if necessary.
a. Brushes wear limit.
Desciption Standard Limit
Brushes wear 11.311.5 mm
(0.4450.453 in)
7.07.25 mm
(0.2750.285 in)
1E24 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D12E720A
9-12 NSm
4-6 NSm
Assembly Procedure
1. Install in the reverse order of removal.
2. Install the bolts / nuts.
Tighten
Tighten the starter motor terminal M nut to 912 NSm
(80106 lb-in) (a).
Tighten the through-bolts to 46 NSm (3553 lb-in)
(b).
D102E721
GENERATOR (A-TYPE : MANDO)
Disassembly Procedure
1. Remove the generator. Refer to Generator in this
section.
2. Remove the front bracket and rear bracket.
D Remove the through-bolts (1).
D102E722
D Pry front bracket downwards using a screwdriver
(2).
D Separate the front bracket and rear bracket (3).
D102E723
3. Remove the pulley and rotor assembly from the front
bracket.
D Cover the rotor with the cloth (1).
D Place the pulley upwards and vice the rotor (2).
D Remove the pulley nut (3).
D Remove the pulley (4).
ENGINE ELECTRICAL 1E25
DAEWOO M-150 BL2
D102E724
4. Remove the front bracket, rotor and collar.
D Remove the collar (large) (1).
D Remove the rotor from the front bracket (2).
D Remove the collar (small) from the rotor shaft (3).
D102E725
5. Remove the front bearing.
D Remove the support plate screws (1).
D Remove the plate (2).
D Remove the front bearing using the press (3).
D102E726
6. Remove the battery positive terminal nut from the
rear bracket.
D Remove the battery position terminal nut (1).
D Remove the washer (2).
D102E727
7. Remove the stator assembly from the rear bracket.
D Remove the rectifier screw (1).
D Remove the brush holder and regulator assembly
screws (2).
D Remove the stator assembly with the rectifier /
brush holder / regulator (3).
1E26 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D102E728
8. Remove the rectifier / brush holder / regulator from
the stator.
D Remove the rectifier / brush holder / regulator con-
nections (1).
D Remove the stator and rectifier connections (2).
Notice: If the stator connections are welded, melt the
lead. Avoid overheating as it can damage the diodes.
D102E729
Inspection / Measurement
1. Inspect the rotor assembly.
D Test the rotor for an open circuit by using the ohm-
meter (1). Replace the rotor if necessary.
D102E730
D Test the rotor for open or short circuit (2).
Desciption Limit
The measured
resistance
2.9
D Replace the rotor if necessary.
D Test the rotor for open or ground circuit by using
the ohmmeter (3). Replace the rotor if necessary.
D102E731
2. Inspect the stator.
D Test the stator for an open circuit by using the ohm-
meter (1). Replace the stator if necessary.
ENGINE ELECTRICAL 1E27
DAEWOO M-150 BL2
D102E732
D Test the stator for open or ground circuit by using
the ohmmeter (2). Replace the starter if necessary.
D102E733
3. Inspect the rectifier.
D Positive rectifier test:
Inspect the open circuit for stator coil lead termi-
nals using the ohmmeter (1).
Replace the rectifier if necessary.
D102E734
D Negative rectifier test:
Inspect the open circuit for stator coil lead termi-
nals using the ohmmeter (2).
Replace the rectifier if necessary.
D102E735
4. Inspect trio diodes.
D Inspect the open circuit for trio diodes using the
ohmmeter (1).
D Replace the heat sink if necessary (a).
1E28 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D12E736A
5. Inspect the brush wear.
D If the brush wear exceeds the specified valve (a),
replace the brush.
Desciption Standard Limit
Brushes wear 18.5 (0.73) 13.5 (0.53)
D102E737
Assembly Procedure
1. Install in the reverse order of removal.
D Assemble the stator assembly into the rear bracket
and rotor assembly.
a. Brushes.
b. Hole.
D12E738A
2. Install the bolts / nuts / screws.
Tighten
D Tighten the brush holder / regulator / rectifier
screws to 912 NSm (80106 lb-in) (a).
D Tighten the battery positive terminal nut to 47
NSm (3562 lb-in) (b).
D102E739
68 NSm
D Tighten the front bearing spot plate screws to 68
NSm (5371 lb-in) (c).
ENGINE ELECTRICAL 1E29
DAEWOO M-150 BL2
D12E740A
46 NSm
80110 NSm
D Tighten the generator pulley nut to 80110 NSm
(5981 lb-ft) (d).
D Tighten the through-bolts to 46 NSm (3553 lb-in)
(e).
D102E741
GENERATOR (B-TYPE: DAC)
Disassembly Procedure
1. Remove the generator. Refer to Generator in this
section.
2. Remove the cover from the generator.
D Remove the battery positive terminal nut (1).
D Remove the cover (2).
a. Cover.
D102E742
3. Remove the regulator / brush holder / rectifier assem-
bly.
D Remove the stator coil lead and rectifier diode lead
connections (1).
D102E743
D Remove the rectifier bolts (2).
D Remove the rectifier / regulator screw (3).
D Remove the brush holder / regulator screw (4).
D Remove the regulator screw (5).
D Remove the regulator / brush holder / rectifier as-
sembly (6).
1E30 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D102E744
4. Remove the regulator / brush holder / rectifier.
D Remove the rectifier and regulator connection (1).
D Remove the regulator and brush holder connection
(2).
D Visibly inspect the rectifier / regulator / brush hold-
er for damage or broken.
a. Rectifier.
b. Regulator.
c. Brush holder.
D102E745
5. Remove the shield before the drive end bracket and
the frame.
D Remove the shield (1).
D Remove the through-bolts (2).
D Remove the frame from the drive end bracket (3).
D102E746
6. Remove the pulley and rotor assembly from the drive
end bracket.
D Cover the rotor with the cloth (1).
D Place the pulley upwards and vice the rotor (2).
D Remove the pulley nut (3).
D Remove the pulley (4).
D102E747
7. Remove the drive end bracket, rotor and space.
D Remove the collar (1).
D Remove the rotor from the driver end bracket (2).
D Remove the collar from the rotor shaft (3).
D Inspect the front bearing for corrosion, wear, noisy
and other damage (4).
ENGINE ELECTRICAL 1E31
DAEWOO M-150 BL2
D102E748
8. Remove the stator assembly from the frame.
D Remove the remains after the welding.
D Remove the stator assembly (2).
D102E749
Inspection / Measurement
1. Inspect the rotor assembly.
D Test the rotor coil for an open circuit by using the
ohmmeter. The reading should be sufficiently low,
or the rotor must be replaced (1).
D102E750
D Test the rotor for open or short circuits. The read-
ing should be 2.6 to 2.8 ohms, or the rotor should
be replaced (2).
D Test the rotor for open or ground circuits by using
the ohmmeter. The reading should be sufficiently
high, or the rotor must be replaced (3).
D Inspect the fan blade for damage.
D102E751
2. Inspect the stator.
D Test the rotor for an open circuit by using the ohm-
meter. The reading should be sufficiently low, or
the stator must be replaced (1).
1E32 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D102E752
D Test the stator for open or ground circuits by using
the ohmmeter. The reading should be sufficiently
high, or the stator must be replaced (2).
D102E753
3. Inspect the rectifier.
D Positive rectifier test:
Inspect the open circuit for stator coil lead termi-
nals using the ohmmeter (1).
Replace the rectifier if necessary.
D102E754
D Negative rectifier test:
Inspect the open circuit for stator coil lead termi-
nals using the ohmmeter (2).
Replace the rectifier if necessary.
D102E755
4. Inspect trio diodes.
D Inspect the open circuit for trio diodes using the
ohmmeter (1).
Replace the heat sink if necessary (a).
ENGINE ELECTRICAL 1E33
DAEWOO M-150 BL2
D12E756A
5. Inspect the brush wear
D If the brush wear exceeds the specified value, re-
place the brush.
a. Brush wear limit.
Desciption Standard Limit
Brushes wear 20 (0.79) 14 (0.55)
D12E757A
912 NSm
Assembly Procedure
1. Install in the reverse order of removal.
2. Install the screws / nuts / bolts.
Tighten
D Tighten the regulator screw to 912 NSm (80106
lb-in) (a).
D Tighten the rectifier / regulator screw to 912 NSm
(80106 lb-in) (b).
D Tighten the brush holder / regulator screw to 912
NSm (80106 lb-in) (c).
D12E758A
912 NSm
D Tighten the rectifier bolts to 912 NSm (80106 lb-
in) (d).
D12E759A
80110 NSm
D Tighten the pulley nut to 80-110 NSm (5981 lb-ft)
(e).
1E34 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D12E760A
47 NSm
46 NSm
D Tighten the through-bolts to 46 NSm (3553 lb-in)
(f).
D Tighten the battery positive terminal nut to 47
NSm (3562 lb-in) (g).
D102E761
DISTRIBUTOR ASSEMBLY
Disassembly Procedure
1. Remove the distributor. Refer to Distributor in this
section.
2. Remove the cap, seal and rotor from the distributor
housing.
D Remove the bolts (1).
D Remove the distributor cap (2).
D Remove the seal (3).
D Remove the rotor (4).
D102E762
D Inspect the cap for cracks or damage (a).
D Inspect the cap electrode for damage / wear or car-
bon traces (b).
D Inspect the rotor for damage or carbon traces (c).
D102E763
3. Remove the inner / outer cover from the distributor
housing.
D Remove the outer cover (1).
D Remove the screws (2).
D Remove the inner cover (3).
ENGINE ELECTRICAL 1E35
DAEWOO M-150 BL2
D102E764
4. Remove the optical sensor cover and adaptor from
the distributor housing.
D Remove the screw (1).
D Remove the adaptor (2).
D Remove the screws (3).
D Remove the cover (4).
D Remove the gasket (5).
D102E765
5. Remove the optical sensor unit from the distributor
housing.
D Carefully remove the disc wheel (1).
D Remove the bushing (2).
D Remove the screws (3).
D Remove the optical sensor unit plate (4).
D Remove the optical sensor unit (5).
D102E766
6. Remove the bearing plate from the distributor hous-
ing.
D Remove the screws (1).
D Remove the bearing plate (2).
D102E767
7. Remove the coupling, shaft and bearing from the dis-
tributor housing.
D Remove the coupling (1).
D Remove the shaft using the press (2).
D Remove the bearing (3).
1E36 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D102E768
Assembly Procedure
1. Install in the reverse order of removal.
D Lubricate the shaft with clean engine oil.
ENGINE ELECTRICAL 1E37
DAEWOO M-150 BL2
SCHEMATIC AND ROUTING DIAGRAMS
STARTING SYSTEM
D12E2011
1E38 ENGINE ELECTRICAL
DAEWOO M-150 BL2
CHARGING SYSTEM
D12E2021
ENGINE ELECTRICAL 1E39
DAEWOO M-150 BL2
IGNITION SYSTEM CIRCUIT TYPICAL
D12E2031
1E40 ENGINE ELECTRICAL
DAEWOO M-150 BL2
IGNITION SYSTEM CIRCUIT EURO III
MAA1E010
ENGINE ELECTRICAL 1E41
DAEWOO M-150 BL2
SPECIFICATIONS
STARTER SPECIFICATIONS
Application Description Unit Standard Limit
Starter Motor Type SD 80
Output(Capacity) kW 0.8
No Load Test @ 9 volts
Drive Pinion Speed
A
RPM
150
2,000
Brushes Length mm (in.) 11.311.5
(0.4450.453)
7.07.25
(0.2750.285)
GENERATOR SPECIFICATIONS
Application Description Unit Standard Limit
Generator Type A-Type J114D(MANDO) Generator Type A-Type
B-Type
J114D(MANDO)
CS114D(DAC)
Regulator A-Type V 14.415.0 Regulator
Voltage
A-Type
B-Type
V 14.415.0
14.34.9
Brushes
Length
A-Type
B-Type
mm (in.) 18.5 (0.728)
20.0 (0.787)
13.5 (0.531)
14 (0.551)
Output A-Type 12V, 65A Output
(Capacity)
A-Type
B-Type
12V, 65A
12V, 65A
IGNITION SYSTEM SPECIFICATIONS
Application Description Unit Standard Limit
Ignition Coil Type Closed
Magnetic Type
First Coil Resistance 1.2$10%
Second Coil Resistance K 12.1 $15%
Distributor Type Optical Sensor
Type
Spark Plug Type Unlead BPR5EY-11
RN9YC4
WR8DCX
Type Lead BPR5EY
RN9YC
WR8DC
Spark Plug Gap Unlead mm (in.) 1.1 (0.043)
1.2 (0.047)
Lead mm (in.) 0.8 (0.031)
Ignition Wire Ignition Wire Resistance KΩ/m 2.512.0
1E42 ENGINE ELECTRICAL
DAEWOO M-150 BL2
BATTERY SPECIFICATIONS
Application Description Unit Standard Limit
Battery Type MF
Capacity AH 35
Cold Cranking Amps CCA 246
FASTENER TIGHTENING SPECIFICATIONS
Application NSm Lb-Ft Lb-In
Distributor Bolts 1016 89142
Battery Retainer ClamptoBattery Rod Nuts 68 5371
Battery Carrier Tray Bolts 912 80106
Battery Cable Nuts 912 80106
Starter field Connector Nut 912 80106
Starter ThroughBolts 46 3553
Starter Mounting Bolts 5565 4148
Starter Solenoid Assembly Screws 68 5371
Starter Solenoid Nuts 912 80106
Spark Plug 2030 1522
Generator ThroughBolts 46 3553
Generator Drive End Nut 80110 5981
Generator Battery Lead Connector Nut 47 3562
Generator Bearing Plate Bolt 68 5371
Generator Brush Holder / Rectifier Screw 912 80106
Generator Belt Tension Adjusting Bolt 1828 1321
Generator Shackle Bracket Bolt 4555 3341
Generator Lower BrackettoGenerator Bolt/Nut 1828 1321
Ground Bolt 3541 2630
Ignition Coil Screw 47 3562
Ignition Coil Bracket Bolt 912 80106
DAEWOO M-150 BL2
SECTION 1F
ENGINE CONTROLS
CAUTION: Disconnect the negative battery cable before removing or installing any electrical unit or when a
tool or equipment could easily come in contact with exposed electrical terminals. Disconnecting this cable
will help prevent personal injury and damage to the vehicle. The ignition must also be in LOCK unless
otherwise noted.
TABLE OF CONTENTS
Description and Operation 1F-4. . . . . . . . . . . . . . . . . .
Ignition System Operation 1F-4. . . . . . . . . . . . . . . . . .
Electronic Ignition System Ignition Coil 1F-4. . . . . . .
Crankshaft Position Sensor 1F-4. . . . . . . . . . . . . . . . .
Camshaft Position Sensor 1F-4. . . . . . . . . . . . . . . . . .
Idle Air System Operation 1F-4. . . . . . . . . . . . . . . . . .
Fuel Control System Operation 1F-4. . . . . . . . . . . . . .
Evaporative Emission Control System
Operation 1F-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controlled Charcoal Canister 1F-5. . . . . . . . . . . . . . . .
Positive Crankcase Ventilation Control System
Operation 1F-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Coolant Temperature Sensor 1F-6. . . . . . . . .
Throttle Position Sensor 1F-6. . . . . . . . . . . . . . . . . . . .
Catalyst Monitor Oxygen Sensors 1F-6. . . . . . . . . . .
Electric Exhaust Gas Recirculation Valve 1F-6. . . . .
Intake Air Temperature Sensor 1F-7. . . . . . . . . . . . . .
Idle Air Control Valve 1F-7. . . . . . . . . . . . . . . . . . . . . .
Manifold Absolute Pressure Sensor 1F-7. . . . . . . . . .
Engine Control Module 1F-8. . . . . . . . . . . . . . . . . . . . .
Fuel Injector 1F-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Cutoff Switch (Inertia Switch) 1F-8. . . . . . . . . . .
Knock Sensor 1F-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Variable Reluctance (VR) Sensor 1F-8. . . . . . . . . . . .
Octane Number Connector 1F-8. . . . . . . . . . . . . . . . .
Strategy-Based Diagnostics 1F-9. . . . . . . . . . . . . . . .
EOBD Serviceability Issues 1F-9. . . . . . . . . . . . . . . . .
Serial Data Communications 1F-10. . . . . . . . . . . . . . .
Euro On-Board Diagnostic (EOBD) 1F-10. . . . . . . . .
Comprehensive Component Monitor Diagnostic
Operation 1F-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Common EOBD Terms 1F-11. . . . . . . . . . . . . . . . . . . .
DTC Types 1F-13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reading Diagnostic Trouble Codes 1F-13. . . . . . . . .
Primary System-Based Diagnostics 1F-15. . . . . . . .
Diagnostic Information and Procedures 1F-17. . . .
System Diagnosis 1F-17. . . . . . . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 1F-17. . . . . . . . . . . . . . . . . . . . . . . . . .
Idle Learn Procedure 1F-17. . . . . . . . . . . . . . . . . . . . .
Euro On-Board Diagnostic (EOBD) System
Check 1F-18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECM Output Diagnosis 1F-20. . . . . . . . . . . . . . . . . . . .
Multiple ECM Information Sensor DTCs Set 1F-21. .
Engine Cranks But Will Not Run 1F-25. . . . . . . . . . . .
No Malfunction Indicator Lamp 1F-30. . . . . . . . . . . . .
Malfunction Indicator Lamp On Steady 1F-32. . . . . .
Fuel System Diagnosis 1F-34. . . . . . . . . . . . . . . . . . . .
Fuel Pump Relay Circuit Check 1F-36. . . . . . . . . . . .
Main Relay Circuit Check 1F-38. . . . . . . . . . . . . . . . . .
Manifold Absolute Pressure Check 1F-40. . . . . . . . . .
Idle Air Control System Check 1F-42. . . . . . . . . . . . .
Ignition System Check 1F-45. . . . . . . . . . . . . . . . . . . .
Engine Cooling Fan Circuit Check 1F-48. . . . . . . . . .
Data Link Connector Diagnosis 1F-52. . . . . . . . . . . . .
Fuel Injector Balance Test 1F-54. . . . . . . . . . . . . . . . .
Diagnostic Trouble Code Diagnosis 1F-55. . . . . . . .
Clearing Trouble Codes 1F-55. . . . . . . . . . . . . . . . . . .
Diagnostic Trouble Codes 1F-55. . . . . . . . . . . . . . . . .
DTC P0107 Manifold Absolute Pressure Sensor
Low Voltage 1F-58. . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0108 Manifold Pressure Sensor High
Voltage 1F-62. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0112 Intake Air Temperature Sensor Low
Voltage 1F-66. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0113 Intake Air Temperature Sensor High
Voltage 1F-68. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0117 Engine Coolant Temperature Sensor
Low Voltage 1F-72. . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0118 Engine Coolant Temperature Sensor
High Voltage 1F-74. . . . . . . . . . . . . . . . . . . . . . . . . . .
1F2 ENGINE CONTROLS
DAEWOO M-150 BL2
DTC P0122 Throttle Position Sensor Low
Voltage 1F-76. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0123 Throttle Position Sensor High
Voltage 1F-80. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0131 Oxygen Sensor Low Voltage 1F-84. . . .
DTC P0132 Oxygen Sensor High Voltage 1F-88. . . .
DTC P0133 Oxygen Sensor No Activity 1F-90. . . . .
DTC P0137 Heated Oxygen Sensor Low
Voltage 1F-94. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0138 Heated Oxygen Sensor High
Voltage 1F-98. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0140 Heated Oxygen Sensor
No Activity 1F-100. . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0141 Heated Oxygen Sensor
Heater Malfunction 1F-104. . . . . . . . . . . . . . . . . . . .
DTC P0171 Fuel Trim System Too Lean 1F-106. . . .
DTC P0172 Fuel Trim System Too Rich 1F-109. . . .
DTC P1230 Fuel Pump Relay Low Voltage 1F-114.
DTC P1231 Fuel Pump Relay High Voltage 1F-118.
DTC P0261 Injector 1 Low Voltage 1F-122. . . . . . . .
DTC P0262 Injector 1 High Voltage 1F-124. . . . . . . .
DTC P0264 Injector 2 Low Voltage 1F-126. . . . . . . .
DTC P0265 Injector 2 High Voltage 1F-128. . . . . . . .
DTC P0267 Injector 3 Low Voltage 1F-130. . . . . . . .
DTC P0268 Injector 3 High Voltage 1F-132. . . . . . . .
DTC P0300 Multiple Cylinder Misfire 1F-135. . . . . . .
DTC P0300 Multiple Cylinder Misfire 1F-139. . . . . . .
DTC P1320 Crankshaft Segment Period
Segment adaptation At Limit 1F-142. . . . . . . . . . . .
DTC P1321 Crankshaft Segment Period
Tooth Error 1F-144. . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0327 Knock Sensor Circuit Fault 1F-146. . . .
DTC P0335 Magnetic Crankshaft Position
Sensor Electrical Error 1F-150. . . . . . . . . . . . . . . . .
DTC P0336 58X Crankshaft Position Sensor
No Plausible Signal 1F-152. . . . . . . . . . . . . . . . . . . .
DTC P0337 58X Crankshaft Position Sensor
No Signal 1F-154. . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0341 Camshaft Position Sensor
Rationality 1F-156. . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0342 Camshaft Position Sensor
No Signal 1F-158. . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0351 Ignition Signal Coil A Fault 1F-160. . . . .
DTC P0352 Ignition Signal Coil B Fault 1F-162. . . . .
DTC P0353 Ignition Signal Coil C Fault 1F-164. . . . .
DTC P1382 Rough Road Data
Invalid (Non ABS) 1F-166. . . . . . . . . . . . . . . . . . . . .
DTC P1382 Rough Road Data Invalid (ABS) 1F-170
DTC P1385 Rough Road Sensor Circuit Fault
(Non ABS) 1F-174. . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1385 Rough Road Sensor Circuit Fault
(ABS) 1F-178. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0400 Exhaust Gas Recirculation
Out Of Limit 1F-182. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1402 Exhaust Gas Recirculation
Blocked 1F-186. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1403 Exhaust Gas Recirculation
Valve Failure 1F-188. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0404 Exhaust Gas Recirculation
Opened 1F-192. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1404 Exhaust Gas Recirculation
Closed 1F-196. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0405 EEGR Pintle Position Sensor
Low Voltage 1F-200. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0406 EEGR Pintle Position Sensor
High Voltage 1F-204. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0420 Catalyst Low Efficiency 1F-208. . . . . . . .
DTC P0444 EVAP Purge Control Circuit
No Signal 1F-210. . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0445 EVAP Purge Control Fault 1F-214. . . . .
DTC P0462 Fuel Level Sensor Low Voltage 1F-218.
DTC P0463 Fuel Level Sensor High Voltage 1F-222
DTC P0480 Low Speed Cooling Fan Relay
Circuit Fauit (Without A/C) 1F-226. . . . . . . . . . . . . .
DTC P0480 Low Speed Cooling Fan Relay
Circuit Fauit (With A/C) 1F-230. . . . . . . . . . . . . . . . .
DTC P0481 High Speed Cooling Fan Relay
Circuit Fauit (Without A/C) 1F-234. . . . . . . . . . . . . .
DTC P0481 High Speed Cooling Fan Relay
Circuit Fauit (With A/C) 1F-238. . . . . . . . . . . . . . . . .
DTC P0501 Vehicle Speed No Signal
(M/T Only) 1F-242. . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1505 Idle Air Control Valve (IACV)
Error 1F-246. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1535 Evaporator Temperature Sensor
High Voltage 1F-250. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1536 Evaporator Temperature Sensor
Low Voltage 1F-252. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1537 A/C Compressor Relay High
Voltage 1F-254. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1538 A/C Compressor Relay Low
Voltage 1F-256. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0562 System Voltage (Engine Side)
Too Low 1F-258. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0563 System Voltage (Engine Side)
Too High 1F-260. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0601 Engine Control Module Chechsum
Error 1F-262. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0604 Engine Control Module Internal/
External RAM Error 1F-263. . . . . . . . . . . . . . . . . . . .
DTC P0605 Engin Control Module NMVY
Write Error 1F-264. . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1610 Main Relay High Voltage 1F-266. . . . . .
DTC P1611 Main Relay Low Voltage 1F-268. . . . . . .
ENGINE CONTROLS 1F3
DAEWOO M-150 BL2
DTC P1628 Immobilizer No Successful
Communication 1F-270. . . . . . . . . . . . . . . . . . . . . . .
DTC P1629 Immovilizer Wrong Computation 1F-272
DTC P0656 Fuel Level Gauge Circuit Fault 1F-274.
DTC P1660 Malfunction Indicator Lamp (MIL)
High Voltage 1F-276. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1661 Malfunction Indicator Lamp (MIL)
Low Voltage 1F-278. . . . . . . . . . . . . . . . . . . . . . . . . .
Symptom Diagnosis 1F-280. . . . . . . . . . . . . . . . . . . . . .
Important Preliminary Checks 1F-280. . . . . . . . . . . . .
Intermittent 1F-281. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hard Start 1F-283. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surges or Chuggles 1F-286. . . . . . . . . . . . . . . . . . . . .
Lack of Power, Sluggishness or Sponginess 1F-288
Detonation/Spark Knock 1F-290. . . . . . . . . . . . . . . . . .
Hesitation, Sag, Stumble 1F-292. . . . . . . . . . . . . . . . .
Cuts Out, Misses 1F-294. . . . . . . . . . . . . . . . . . . . . . . .
Poor Fuel Economy 1F-296. . . . . . . . . . . . . . . . . . . . . .
Rough, Unstable, or Incorrect Idle, Stalling 1F-297. .
Excessive Exhaust Emissions or Odors 1F-300. . . .
Dieseling, Run-on 1F-302. . . . . . . . . . . . . . . . . . . . . . .
Backfire 1F-303. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance and Repair 1F-304. . . . . . . . . . . . . . . . . .
On-Vehicle Service 1F304. . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump 1F304. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pressure Regulator 1F-305. . . . . . . . . . . . . . . . .
Fuel Filter 1F-306. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Tank 1F-307. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Rail and Injectors 1F-308. . . . . . . . . . . . . . . . . . .
Evaporator Emission Canister 1F-309. . . . . . . . . . . . .
Evaporator Emission Canister Purge
Solenoid 1F-310. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manifold Absolute Pressure (MAP) Sensor 1F-310. .
Throttle Body 1F-311. . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Coolant Temperature (ECT) Sensor 1F-312.
Intake Air Temperature (ECT) Sensor 1F-313. . . . . .
Oxygen Sensor (O2S 1) 1F-314. . . . . . . . . . . . . . . . . .
Heated Oxygen Sensor (HO2S 2) 1F-314. . . . . . . . .
Electric Exhaust Gas Recirculation (EEGR)
Valve 1F-315. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Knock Sensor 1F-315. . . . . . . . . . . . . . . . . . . . . . . . . . .
Electronic Ignition (EI) System Ignition Coil 1F-316.
Crankshaft Position (CKP) Sensor 1F-316. . . . . . . .
Camshaft Position (CMP) Sensor 1F-317. . . . . . . . . .
Engine Control Module (ECM) 1F-317. . . . . . . . . . . . .
Specifications 1F-319. . . . . . . . . . . . . . . . . . . . . . . . . . .
Fastener Tightening Specification 1F-319. . . . . . . . . .
Special Tools 1F-319. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Special Tools Table 1F-319. . . . . . . . . . . . . . . . . . . . . .
Schematic and Routing Diagrams 1F-320. . . . . . . . .
ECM Wiring Diagram
(Sirius D3 1 of 5) 1F-320. . . . . . . . . . . . . . . . . . . .
ECM Wiring Diagram
(Sirius D3 2 of 5) 1F-321. . . . . . . . . . . . . . . . . . . .
ECM Wiring Diagram
(Sirius D3 3 of 5) 1F-322. . . . . . . . . . . . . . . . . . . .
ECM Wiring Diagram
(Sirius D3 4 of 5) 1F-323. . . . . . . . . . . . . . . . . . . .
ECM Wiring Diagram
(Sirius D3 5 of 5) 1F-324. . . . . . . . . . . . . . . . . . . .
1F4 ENGINE CONTROLS
DAEWOO M-150 BL2
DESCRIPTION AND OPERATION
IGNITION SYSTEM OPERATION
This ignition system does not use a conventional distrib-
utor and coil. It uses a crankshaft position sensor input
to the Engine Control Module (ECM). The ECM then de-
termines Electronic Spark Timing (EST) and triggers the
electronic ignition system ignition coil.
This type of distributorless ignition system uses a waste
spark’’ method of spark distribution. Each cylinder is in-
dividural with coil per cylinder.
These systems use the EST signal from the ECM to
control the EST. The ECM uses the following informa-
tion:
D Engine load (manifold pressure or vacuum).
D Atmospheric (barometric) pressure.
D Engine temperature.
D Intake air temperature.
D Crankshaft position.
D Engine speed (rpm).
ELECTRONIC IGNITION SYSTEM
IGNITION COIL
The Electronic Ignition (EI) system ignition coil is
mounted near on the cylinder head.
A terminals of the EI system ignition coil provides the
spark for each spark plug. The EI system ignition coil is
not serviceable and must be replaced as an assembly.
CRANKSHAFT POSITION SENSOR
This Electronic Ignition (EI) system uses a magnetic
crankshaft position sensor. This sensor protrudes
through its mount to within approximately 1.3 mm (0.05
inch) of the crankshaft reluctor. The reluctor is a special
wheel attached to the crankshaft with 58 slots machined
into it, 57 of which are equally spaced in 6-degree inter-
vals. The last slot is wider and serves to generate a
sync pulse. As the crankshaft rotates, the slots in the
reluctor change the magnetic field of the sensor, creat-
ing an induced voltage pulse. The longer pulse of the
58th slot identifies a specific orientation of the crank-
shaft and allows the Engine Control Module (ECM) to
determine the crankshaft orientation at all times. The
ECM uses this information to generate timed ignition
and injection pulses that it sends to the ignition coils and
to the fuel injectors.
CAMSHAFT POSITION SENSOR
The Camshaft Position (CMP) sensor sends a CMP sig-
nal to the Engine Control Module (ECM). The ECM uses
this signal as a sync pulse to trigger the injectors in the
proper sequence. The ECM uses the CMP signal to indi-
cate the position of the #1 piston during its power stroke.
This allows the ECM to calculate true sequential fuel in-
jection mode of operation. If the ECM detects an incor-
rect CMP signal while the engine is running, Diagnostic
Trouble Code (DTC) P0341 will set. If the CMP signal is
lost while the engine is running, the fuel injection system
will shift to a calculated sequential fuel injection mode
based on the last fuel injection pulse, and the engine will
continue to run. As long as the fault is present, the en-
gine can be restarted. It will run in the calculated se-
quential mode with a 1-in-6 chance of the injector
sequence being correct.
IDLE AIR SYSTEM OPERATION
The idle air system operation is controlled by the base
idle setting of the throttle body and the Idle Air Control
(IAC) valve.
The Engine Control Module (ECM) uses the IAC valve to
set the idle speed dependent on conditions. The ECM
uses information from various inputs, such as coolant
temperature, manifold vacuum, etc., for the effective
control of the idle speed.
FUEL CONTROL SYSTEM
OPERATION
The function of the fuel metering system is to deliver the
correct amount of fuel to the engine under all operating
conditions. The fuel is delivered to the engine by the in-
dividual fuel injectors mounted into the intake manifold
near each cylinder.
The main fuel control sensors are the Manifold Absolute
Pressure (MAP) sensor, the oxygen sensor (O2S), and
the heated oxygen sensor (HO2S).
The MAP sensor measures or senses the intake man-
ifold vacuum. Under high fuel demands, the MAP sensor
reads a low vacuum condition, such as wide open
throttle. The Engine Control Module (ECM) uses this in-
formation to enrich the mixture, thus increasing the fuel
injector on-time, to provide the correct amount of fuel.
When decelerating, the vacuum increases. This vacuum
change is sensed by the MAP sensor and read by the
ECM, which then decreases the fuel injector on-time
due to the low fuel demand conditions.
The O2S is located in the exhaust manifold. The HO2S
is located in the exhaust pipe. The oxygen sensors indi-
cate to the ECM the amount of oxygen in the exhaust
gas, and the ECM changes the air/fuel ratio to the en-
gine by controlling the fuel injectors. The best air/fuel ra-
tio to minimize exhaust emissions is 14.7:1, which
allows the catalytic converter to operate most efficiently.
Because of the constant measuring and adjusting of the
air/fuel ratio, the fuel injection system is called a closed
loop system.
The ECM uses voltage inputs from several sensors to
determine how much fuel to provide to the engine. The
ENGINE CONTROLS 1F5
DAEWOO M-150 BL2
fuel is delivered under one of several conditions, called
modes.’’
Starting Mode
When the ignition is turned ON, the ECM turns the fuel
pump relay on for 2 seconds. The fuel pump then builds
fuel pressure. The ECM also checks the Engine Coolant
Temperature (ECT) sensor and the Throttle Position
(TP) sensor and determines the proper air/fuel ratio for
starting the engine. The ECM controls the amount of
fuel delivered in the starting mode by changing how long
the fuel injector is turned on and off. This is done by
pulsing’’ the fuel injectors for very short times.
Run Mode
The run mode has two conditions called open loop’’ and
closed loop.’’
Open Loop
When the engine is first started and it is above 400 rpm,
the system goes into open loop’’ operation. In open
loop,’’ the ECM ignores the signal from the O2S and cal-
culates the air/fuel ratio based on inputs from the ECT
sensor and the MAP sensor. The ECM stays in open
loop until the following conditions are met:
D The O2S has a varying voltage output, showing that it
is hot enough to operate properly.
D The ECT sensor is above a specified temperature.
D A specific amount of time has elapsed after starting
the engine.
Closed Loop
The specific values for the above conditions vary with
different engines and are stored in the Electronically
Erasable Programmable Read-Only Memory (EE-
PROM). When these conditions are met, the system
goes into closed loop operation. In closed loop, the
ECM calculates the air/fuel ratio (fuel injector on-time)
based on the signals from the oxygen sensors. This al-
lows the air/fuel ratio to stay very close to 14.7 to 1.
Acceleration Mode
The ECM responds to rapid changes in throttle position
and airflow and provides extra fuel.
Deceleration Mode
The ECM responds to changes in throttle position and
airflow and reduces the amount of fuel. When decelera-
tion is very fast, the ECM can cut off fuel completely for
short periods of time.
Battery Voltage Correction Mode
When battery voltage is low, the ECM can compensate
for a weak spark delivered by the ignition module by us-
ing the following methods:
D Increasing the fuel injector pulse width.
D Increasing the idle speed rpm.
D Increasing the ignition dwell time.
Fuel Cut-Off Mode
No fuel is delivered by the fuel injectors when the ignition
is off. This prevents dieseling or engine run-on. Also, the
fuel is not delivered if there are no reference pulses re-
ceived from the CKP sensor. This prevents flooding.
EVAPORATIVE EMISSION CONTROL
SYSTEM OPERATION
The basic Evaporative Emission (EVAP) control system
used is the charcoal canister storage method. This
method transfers fuel vapor from the fuel tank to an acti-
vated carbon (charcoal) storage canister which holds
the vapors when the vehicle is not operating. When the
engine is running, the fuel vapor is purged from the car-
bon element by intake airflow and consumed in the nor-
mal combustion process.
Gasoline vapors from the fuel tank flow into the tube la-
beled TANK. These vapors are absorbed into the car-
bon. The canister is purged by Engine Control Module
(ECM) when the engine has been running for a specified
amount of time. Air is drawn into the canister and mixed
with the vapor. This mixture is then drawn into the intake
manifold.
The ECM supplies a ground to energize the controlled
charcoal canister purge solenoid valve. This valve is
Pulse Width Modulated (PWM) or turned on and off sev-
eral times a second. The controlled charcoal canister
purge PWM duty cycle varies according to operating
conditions determined by mass airflow, fuel trim, and in-
take air temperature.
Poor idle, stalling, and poor driveability can be caused
by the following conditions:
D An inoperative controlled canister purge valve.
D A damaged canister.
D Hoses that are split, cracked, or not connected to the
proper tubes.
CONTROLLED CHARCOAL
CANISTER
The controlled charcoal canister is an emission control
device containing activated charcoal granules. The con-
trolled charcoal canister is used to store fuel vapors from
the fuel tank. Once certain conditions are met, the En-
gine Control Module (ECM) activates the controlled
charcoal canister purge solenoid, allowing the fuel va-
pors to be drawn into the engine cylinders and burned.
POSITIVE CRANKCASE
VENTILATION CONTROL SYSTEM
OPERATION
A Positive Crankcase Ventilation (PCV) control system
is used to provide complete use of the crankcase va-
1F6 ENGINE CONTROLS
DAEWOO M-150 BL2
pors. Fresh air from the air cleaner is supplied to the
crankcase. The fresh air is mixed with blowby gases
which then pass through a vacuum hose into the intake
manifold.
Periodically inspect the hoses and the clamps. Replace
any crankcase ventilation components as required.
A restricted or plugged PCV hose may cause the follow-
ing conditions:
D Rough idle
D Stalling or low idle speed
D Oil leaks
D Oil in the air cleaner
D Sludge in the engine
A leaking PCV hose may cause the following conditions:
D Rough idle
D Stalling
D High idle speed
ENGINE COOLANT TEMPERATURE
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
(100,000 ohms at 40_C [40_F]) while high tempera-
ture causes low resistance (70 ohms at 130_C [266_F]).
The Engine Control Module (ECM) supplies 5 volts to
the ECT sensor through a resistor in the ECM and mea-
sures the change in voltage. The voltage will be high
when the engine is cold and low when the engine is hot.
By measuring the change in voltage, the ECM can de-
termine the coolant temperature. The engine coolant
temperature affects most of the systems that the ECM
controls. A failure in the ECT sensor circuit should set a
Diagnostic Trouble Code (DTC) P0117 or P0118. Re-
member, these DTC indicate a failure in the ECT circuit,
so proper use of the chart will lead either to repairing a
wiring problem or to replacing the sensor to repair a
problem properly.
THROTTLE POSITION SENSOR
The Throttle Position (TP) sensor is a potentiometer
connected to the throttle shaft of the throttle body. The
TP sensor electrical circuit consists of a 5-volt supply
line and a ground line, both provided by the Engine Con-
trol Module (ECM). The ECM calculates the throttle
position by monitoring the voltage on this signal line. The
TP sensor output changes as the accelerator pedal is
moved, changing the throttle valve angle. At a closed
throttle position, the output of the TP sensor is low,
about 0.40.8 volt. As the throttle valve opens, the out-
put increases so that, at Wide Open Throttle (WOT), the
output voltage will be about 4.55 volts.
The ECM can determine fuel delivery based on throttle
valve angle (driver demand). A broken or loose TP sen-
sor can cause intermittent bursts of fuel from the injector
and an unstable idle, because the ECM thinks the
throttle is moving. A problem in any of the TP sensor cir-
cuits should set a Diagnostic Trouble Code (DTC)
P0122 or P0123. Once the DTC is set, the ECM will sub-
stitute a default value for the TP sensor and some ve-
hicle performance will return.
CATALYST MONITOR OXYGEN
SENSORS
Three-way catalytic converters are used to control emis-
sions of hydrocarbons (HC), carbon monoxide (CO),
and oxides of nitrogen (NOx). The catalyst within the
converters promotes a chemical reaction. This reaction
oxidizes the HC and CO present in the exhaust gas and
converts them into harmless water vapor and carbon
dioxide. The catalyst also reduces NOx by converting it
to nitrogen. The ECM can monitor this process using the
oxygen sensor (O2S) and heated oxygen sensor
(HO2S). These sensors produce an output signal which
indicates the amount of oxygen present in the exhaust
gas entering and leaving the three-way converter. This
indicates the catalysts ability to efficiently convert ex-
haust gasses. If the catalyst is operating efficiently, the
O2S signals will be more active than the signals pro-
duced by the HO2S. The catalyst monitor sensors oper-
ate the same way as the fuel control sensors. The
sensors main function is catalyst monitoring, but they
also have a limited role in fuel control. If a sensor output
indicates a voltage either above or below the 450 mV
bias voltage for an extended period of time, the Engine
Control Module (ECM) will make a slight adjustment to
fuel trim to ensure that fuel delivery is correct for catalyst
monitoring.
A problem with the O2S circuit will set DTC P0131,
P0132, P0133 or P0134 depending on the special condi-
tion. A problem with the HO2S signal will set DTC
P0137, P0138, P0140 or P0141 depending on the spe-
cial condition.
A fault in the heated oxygen sensor (HO2S) heater ele-
ment or its ignition feed or ground will result in lower oxy-
gen sensor response. This may cause incorrect catalyst
monitor diagnostic results.
ELECTRIC EXHAUST GAS
RECIRCULATION VALVE
The Electric Exhaust Gas Recirculation (EEGR) system
is used on engines equipped with an automatic trans-
axle to lower oxides of nitrogen (NOx) emission levels
caused by high combustion temperature. The main ele-
ment of the system is the EEGR valve, controlled electri-
cally by the Engine Control Module (ECM). The EEGR
valve feeds small amounts of exhaust gas into the intake
ENGINE CONTROLS 1F7
DAEWOO M-150 BL2
manifold to decrease combustion temperature. The
amount of exhaust gas recirculated is controlled by vari-
ations in vacuum and exhaust back pressure. If too
much exhaust gas enters, combustion will not take
place. For this reason, very little exhaust gas is allowed
to pass through the valve, especially at idle.
The EEGR valve is usually open under the following
conditions:
D Warm engine operation.
D Above idle speed.
Results of Incorrect Operation
Too much EEGR flow tends to weaken combustion,
causing the engine to run roughly or to stop. With too
much EEGR flow at idle, cruise, or cold operation, any of
the following conditions may occur:
D The engine stops after a cold start.
D The engine stops at idle after deceleration.
D The vehicle surges during cruise.
D Rough idle.
If the EEGR valve stays open all the time, the engine
may not idle. Too little or no EEGR flow allows combus-
tion temperatures to get too high during acceleration
and load conditions. This could cause the following con-
ditions:
D Spark knock (detonation)
D Engine overheating
D Emission test failure
INTAKE AIR TEMPERATURE
SENSOR
The Intake Air Temperature (IAT) sensor is a thermistor,
a resistor which changes value based on the tempera-
ture of the air entering the engine. Low temperature pro-
duces a high resistance (100 kohms at 40_C [40_F]),
while high temperature causes a low resistance (70
ohms at 130_C [266_F]).
The Engine Control Module (ECM) provides 5 volts to
the IAT sensor through a resistor in the ECM and mea-
sures the change in voltage to determine the IAT. The
voltage will be high when the manifold air is cold and low
when the air is hot. The ECM knows the intake IAT by
measuring the voltage.
The IAT sensor is also used to control spark timing when
the manifold air is cold.
A failure in the IAT sensor circuit sets a diagnostic
trouble code P0112 or P0113.
IDLE AIR CONTROL VALVE
Notice: Do not attempt to remove the protective cap
and readjust the stop screw. Misadjustment may result
in damage to the Idle Air Control (IAC) valve or to the
throttle body.
The IAC valve is mounted on the throttle body where it
controls the engine idle speed under the command of
the Engine Control Module (ECM). The ECM sends volt-
age pulses to the IAC valve motor windings, causing the
IAC valve pintle to move in or out a given distance (a
step or count) for each pulse. The pintle movement con-
trols the airflow around the throttle valves which, in turn,
control the engine idle speed.
The desired idle speeds for all engine operating condi-
tions are programmed into the calibration of the ECM.
These programmed engine speeds are based on the
coolant temperature, the park/neutral position switch
status, the vehicle speed, the battery voltage, and the
A/C system pressure, if equipped.
The ECM learns the proper IAC valve positions to
achieve warm, stabilized idle speeds (rpm) desired for
the various conditions (park/neutral or drive, A/C on or
off, if equipped). This information is stored in ECM keep
alive memories (information is retained after the ignition
is turned off). All other IAC valve positioning is calcu-
lated based on these memory values. As a result, en-
gine variations due to wear and variations in the
minimum throttle valve position (within limits) do not af-
fect engine idle speeds. This system provides correct
idle control under all conditions. This also means that
disconnecting power to the ECM can result in incorrect
idle control or the necessity to partially press the accel-
erator when starting until the ECM relearns idle control.
Engine idle speed is a function of total airflow into the
engine based on the IAC valve pintle position, the
throttle valve opening, and the calibrated vacuum loss
through accessories. The minimum throttle valve posi-
tion is set at the factory with a stop screw. This setting
allows enough airflow by the throttle valve to cause the
IAC valve pintle to be positioned a calibrated number of
steps (counts) from the seat during controlled idle op-
eration. The minimum throttle valve position setting on
this engine should not be considered the minimum idle
speed, as on other fuel injected engines. The throttle
stop screw is covered with a plug at the factory following
adjustment.
If the IAC valve is suspected as being the cause of im-
proper idle speed, refer to Idle Air Control System
Check in this section.
MANIFOLD ABSOLUTE PRESSURE
SENSOR
The Manifold Absolute Pressure (MAP) sensor mea-
sures the changes in the intake manifold pressure which
result from engine load and speed changes and con-
verts these to a voltage output.
A closed throttle on engine coast down produces a rela-
tively low MAP output. MAP is the opposite of vacuum.
When manifold pressure is high, vacuum is low. The
MAP sensor is also used to measure barometric pres-
sure. This is performed as part of MAP sensor calcula-
1F8 ENGINE CONTROLS
DAEWOO M-150 BL2
tions. With the ignition ON and the engine not running,
the Engine Control Module (ECM) will read the manifold
pressure as barometric pressure and adjust the air/fuel
ratio accordingly. This compensation for altitude allows
the system to maintain driving performance while hold-
ing emissions low. The barometric function will update
periodically during steady driving or under a wide open
throttle condition. In the case of a fault in the barometric
portion of the MAP sensor, the ECM will set to the de-
fault value.
A failure in the MAP sensor circuit sets a diagnostic
trouble codes P0107, P0108 or P0106.
ENGINE CONTROL MODULE
The Engine Control Module (ECM), is the control center
of the fuel injection system. It constantly looks at the in-
formation from various sensors and controls the sys-
tems that affect the vehicles performance. The ECM
also performs the diagnostic functions of the system. It
can recognize operational problems, alert the driver
through the Malfunction Indicator Lamp (MIL), and store
diagnostic trouble code(s) which identify the problem
areas to aid the technician in making repairs.
There are no serviceable parts in the ECM. The calibra-
tions are stored in the ECM in the Programmable Read
Only Memory (PROM).
The ECM supplies either 5 or 12 volts to power the sen-
sors or switches. This is done through resistance in the
ECM which are so high in value that a test light will not
come on when connected to the circuit. In some cases,
even an ordinary shop voltmeter will not give an accu-
rate reading because its resistance is too low. You must
use a digital voltmeter with a 10 megohm input imped-
ance to get accurate voltage readings. The ECM con-
trols output circuits such as the fuel injectors, the Idle Air
Control (IAC) valve, the A/C clutch relay, etc., by control-
ling the ground circuit through transistors or a device
called a quad-driver.
FUEL INJECTOR
The Multi-port Fuel Injection (MFI) assembly is a sole-
noid-operated device controlled by the Engine Control
Module (ECM) that meters pressurized fuel to a single
engine cylinder. The ECM energizes the fuel injector or
solenoid to a normally closed ball or pintle valve. This al-
lows fuel to flow into the top of the injector, past the ball
or pintle valve, and through a recessed flow director
plate at the injector outlet.
The director plate has six machined holes that control
the fuel flow, generating a conical spray pattern of finely
atomized fuel at the injector tip. Fuel from the tip is di-
rected at the intake valve, causing it to become further
atomized and vaporized before entering the combustion
chamber. A fuel injector which is stuck partially open
would cause a loss of fuel pressure after the engine is
shut down. Also, an extended crank time would be no-
ticed on some engines. Dieseling could also occur be-
cause some fuel could be delivered to the engine after
the ignition is turned off.
FUEL CUT-OFF SWITCH
The fuel cutoff switch is a safety device. In the event of a
collision or a sudden impact, it automatically cuts off the
fuel supply and activates the door lock relay. After the
switch has been activated, it must be reset in order to
restart the engine. Reset the fuel cutoff switch by press-
ing the rubber top of the switch. The switch is located
near the right side of the passengers seat.
KNOCK SENSOR
The knock sensor detects abnormal knocking in the en-
gine. The sensor is mounted in the engine block near the
cylinders. The sensor produces an AC output voltage
which increases with the severity of the knock. This sig-
nal is sent to the Engine Control Module (ECM). The
ECM then adjusts the ignition timing to reduce the spark
knock.
VARIABLE RELUCTANCE (VR)
SENSOR
The variable reluctance sensor is commonly refered to
as an inductive sensor.
The VR wheel speed sensor consists of a sensing unit
fixed to the left side front macpherson strut, for non-ABS
vehicle.
The ECM uses the rough road information to enable or
disable the misfire diagnostic. The misfire diagnostic
can be greatly affected by crankshaft speed variations
caused by driving on rough road surfaces. The VR sen-
sor generates rough road information by producing a
signal which is proportional to the movement of a small
metal bar inside the sensor.
If a fault occurs which causes the ECM to not receive
rough road information between 30 and 70 km/h (1.8
and 43.5 mph), Diagnostic Trouble Code (DTC) P1391
will set.
OCTANE NUMBER CONNECTOR
The octane number connector is a jumper harness that
signal to the engine control module (ECM) the octane
rating of the fuel.
The connector is located on the next to the ECM. There
are two different octane number connector settings
available. The vehicle is shipped from the factory with a
label attached to the jumper harness to indicate the oc-
tane rating setting of the ECM. The ECM will alter fuel
delivery and spark timing based on the octane number
setting. The following table shows which terminal to
jump on the octane number connector in order to
achieve the correct fuel octane rating. Terminal 2 is
ground on the octane number connector. The find the
ENGINE CONTROLS 1F9
DAEWOO M-150 BL2
appropriate wiring diagram. Refer to ECM Wiring Dia-
grams in this Section.
95 91
Terminal 49 Ground Open
STRATEGY-BASED DIAGNOSTICS
Strategy-Based Diagnostics
The strategy-based diagnostic is a uniform approach to
repair all Electrical/Electronic (E/E) systems. The diag-
nostic flow can always be used to resolve an E/E system
problem and is a starting point when repairs are neces-
sary. The following steps will instruct the technician on
how to proceed with a diagnosis:
Verify the customer complaint. To verify the customer
complaint, the technician should know the normal op-
eration of the system.
D Perform preliminary checks as follows:
D Conduct a thorough visual inspection.
D Review the service history.
D Detect unusual sounds or odors.
D Gather Diagnostic Trouble Code (DTC) information to
achieve an effective repair.
D Check bulletins and other service information. This
includes videos, newsletters, etc.
D Refer to service information (manual) system
check(s).
D Refer to service diagnostics.
No Trouble Found
This condition exists when the vehicle is found to oper-
ate normally. The condition described by the customer
may be normal. Verify the customer complaint against
another vehicle that is operating normally. The condition
may be intermittent. Verify the complaint under the con-
ditions described by the customer before releasing the
vehicle.
Re-examine the complaints.
When the complaints cannot be successfully found or
isolated, a re-evaluation is necessary. The complaint
should be re-verified and could be intermittent as de-
fined in intermittents, or could be normal.
After isolating the cause, the repairs should be made.
Validate for proper operation and verify that the symp-
tom has been corrected. This may involve road testing
or other methods to verify that the complaint has re-
solved under following conditions:
D Conditions noted by the customer.
D If a DTC was diagnosed, verify the repair be duplicat-
ing conditions present when the DTC was set as
noted in Failure Records or Freeze Frame data.
Verifying Vehicle Repair
Verification of the vehicle repair will be more compre-
hensive for vehicles with Euro On-Board Diagnostic
(EOBD) system diagnostics. Following a repair, the
technician should perform the following steps:
Important: Follow the steps below when you verify re-
pairs on EOBD systems. Failure to follow these steps
could result in unnecessary repairs.
D Review and record the Failure Records and the
Freeze Frame data for the DTC which has been diag-
nosed (Freeze Fame data will only be stored for an A,
B and E type diagnostic and only if the Malfunction
Indicator Lamp has been requested).
D Clear the DTC(s).
D Operate the vehicle within conditions noted in the
Failure Records and Freeze Frame data.
D Monitor the DTC status information for the specific
DTC which has been diagnosed until the diagnostic
test associated with that DTC runs.
EOBD SERVICEABILITY ISSUES
Based on the knowledge gained from Euro On-Board
Diagnostic (OBD) experience in the 1994 and 1995
model years in United Status, this list of non-vehicle
faults that could affect the performance of the Euro On-
Board Diagnostic (EOBD) system has been compiled.
These non-vehicle faults vary from environmental condi-
tions to the quality of fuel used. With the introduction of
EOBD across the entire passenger car, illumination of
the Malfunction Indicator Lamp (MIL) due to a non-ve-
hicle fault could lead to misdiagnosis of the vehicle, in-
creased warranty expense and customer
dissatisfaction. The following list of non-vehicle faults
does not include every possible fault and may not apply
equally to all product lines.
Fuel Quality
Fuel quality is not a new issue for the automotive indus-
try, but its potential for turning on the MIL with EOBD
systems is new.
Fuel additives such as dry gas and octane enhancers
may affect the performance of the fuel. If this results in
an incomplete combustion or a partial burn, it will set
Diagnostic Trouble Code (DTC) P0300. The Reed Vapor
Pressure of the fuel can also create problems in the fuel
system, especially during the spring and fall months
when severe ambient temperature swings occur. A high
Reed Vapor Pressure could show up as a Fuel Trim
DTC due to excessive canister loading.
Using fuel with the wrong octane rating for your vehicle
may cause driveability problems. Many of the major fuel
companies advertise that using premium gasoline will
improve the performance of your vehicle. Most premium
1F10 ENGINE CONTROLS
DAEWOO M-150 BL2
fuels use alcohol to increase the octane rating of the
fuel. Although alcohol-enhanced fuels may raise the oc-
tane rating, the fuels ability to turn into vapor in cold
temperatures deteriorates. This may affect the starting
ability and cold driveability of the engine.
Low fuel levels can lead to fuel starvation, lean engine
operation, and eventually engine misfire.
Non-OEM Parts
The EOBD system has been calibrated to run with Origi-
nal Equipment Manufacturer (OEM) parts. Something
as simple as a high performance-exhaust system that
affects exhaust system back pressure could potentially
interfere with the operation of the Electric Exhaust Gas
Recirculation (EEGR) valve and thereby turn on the
MIL. Small leaks in the exhaust system near the heated
oxygen sensor (HO2S) can also cause the MIL to turn
on.
Aftermarket electronics, such as cellular phones, ster-
eos, and anti-theft devices, may radiate Electromagnet-
ic Interference (EMI) into the control system if they are
improperly installed. This may cause a false sensor
reading and turn on the MIL.
Environment
Temporary environmental conditions, such as localized
flooding, will have an effect on the vehicle ignition sys-
tem. If the ignition system is rain-soaked, it can tempo-
rarily cause engine misfire and turn on the MIL.
Vehicle Marshaling
The transportation of new vehicles from the assembly
plant to the dealership can involve as many as 60 key
cycles within 2 to 3 miles of driving. This type of opera-
tion contributes to the fuel fouling of the spark plugs and
will turn on the MIL with a set DTC P0300.
Poor Vehicle Maintenance
The sensitivity of the EOBD will cause the MIL to turn on
if the vehicle is not maintained properly. Restricted air fil-
ters, fuel filters, and crankcase deposits due to lack of oil
changes or improper oil viscosity can trigger actual ve-
hicle faults that were not previously monitored prior to
EOBD. Poor vehicle maintenance can not be classified
as a non-vehicle fault, but with the sensitivity of the
EOBD, vehicle maintenance schedules must be more
closely followed.
Severe Vibration
The Misfire diagnostic measures small changes in the
rotational speed of the crankshaft. Severe driveline
vibrations in the vehicle, such as caused by an exces-
sive amount of mud on the wheels, can have the same
effect on crankshaft speed as misfire and, therefore,
may set DTC P0300.
Related System Faults
Many of the EOBD system diagnostics will not run if the
Engine Control Module (ECM) detects a fault on a re-
lated system or component. One example would be that
if the ECM detected a Misfire fault, the diagnostics on
the catalytic converter would be suspended until the
Misfire fault was repaired. If the Misfire fault is severe
enough, the catalytic converter can be damaged due to
overheating and will never set a Catalyst DTC until the
Misfire fault is repaired and the Catalyst diagnostic is al-
lowed to run to completion. If this happens, the custom-
er may have to make two trips to the dealership in order
to repair the vehicle.
SERIAL DATA COMMUNICATIONS
Keyword 2000 Serial Data
Communications
Government regulations require that all vehicle
manufacturers establish a common communication sys-
tem. This vehicle utilizes the Keyword 2000 commu-
nication system. Each bit of information can have one of
two lengths: long or short. This allows vehicle wiring to
be reduced by transmitting and receiving multiple sig-
nals over a single wire. The messages carried on Key-
word 2000 data streams are also prioritized. If two
messages attempt to establish communications on the
data line at the same time, only the message with higher
priority will continue. The device with the lower priority
message must wait. The most significant result of this
regulation is that it provides scan tool manufacturers
with the capability to access data from any make or
model vehicle that is sold.
The data displayed on the other scan tool will appear the
same, with some exceptions. Some scan tools will only
be able to display certain vehicle parameters as values
that are a coded representation of the true or actual val-
ue. On this vehicle, the scan tool displays the actual val-
ues for vehicle parameters. It will not be necessary to
perform any conversions from coded values to actual
values.
EURO ON-BOARD DIAGNOSTIC
(EOBD)
Euro On-Board Diagnostic Tests
A diagnostic test is a series of steps, the result of which
is a pass or fail reported to the diagnostic executive.
When a diagnostic test reports a pass result, the diag-
nostic executive records the following data:
D The diagnostic test has been completed since the last
ignition cycle.
D The diagnostic test has passed during the current
ignition cycle.
D The fault identified by the diagnostic test is not cur-
rently active.
When a diagnostic test reports a fail result, the diagnos-
tic executive records the following data:
D The diagnostic test has been completed since the last
ignition cycle.
ENGINE CONTROLS 1F11
DAEWOO M-150 BL2
D The fault identified by the diagnostic test is currently
active.
D The fault has been active during this ignition cycle.
D The operating conditions at the time of the failure.
Remember, a fuel trim Diagnostic Trouble Code (DTC)
may be triggered by a list of vehicle faults. Make use of
all information available (other DTCs stored, rich or lean
condition, etc.) when diagnosing a fuel trim fault.
COMPREHENSIVE COMPONENT
MONITOR DIAGNOSTIC OPERATION
Comprehensive component monitoring diagnostics are
required to monitor emissions-related input and output
powertrain components.
Input Components
Input components are monitored for circuit continuity
and out-of-range values. This includes rationality check-
ing. Rationality checking refers to indicating a fault when
the signal from a sensor does not seem reasonable, i.e.
Throttle Position (TP) sensor that indicates high throttle
position at low engine loads or Manifold Absolute Pres-
sure (MAP) voltage. Input components may include, but
are not limited to, the following sensors:
D Vehicle Speed Sensor (VSS).
D Crankshaft Position (CKP) sensor.
D Throttle Position (TP) sensor.
D Engine Coolant Temperature (ECT) sensor.
D Camshaft Position (CMP) sensor.
D MAP sensor.
In addition to the circuit continuity and rationality check,
the ECT sensor is monitored for its ability to achieve a
steady state temperature to enable closed loop fuel con-
trol.
Output Components
Output components are diagnosed for proper response
to control module commands. Components where func-
tional monitoring is not feasible will be monitored for cir-
cuit continuity and out-of-range values if applicable.
Output components to be monitored include, but are not
limited to the following circuit:
D Idle Air Control (IAC) Motor.
D Controlled Canister Purge Valve.
D A/C relays.
D Cooling fan relay.
D VSS output.
D Malfunction Indicator Lamp (MIL) control.
Refer to “Engine Control Module” and the sections on
Sensors in General Descriptions.
Passive and Active Diagnostic Tests
A passive test is a diagnostic test which simply monitors
a vehicle system or component. Conversely, an active
test, actually takes some sort of action when performing
diagnostic functions, often in response to a failed pas-
sive test. For example, the Electric Exhaust Gas Recir-
culation (EEGR) diagnostic active test will force the
EEGR valve open during closed throttle deceleration
and/or force the EEGR valve closed during a steady
state. Either action should result in a change in manifold
pressure.
Intrusive Diagnostic Tests
This is any Euro On-Board test run by the Diagnostic
Management System which may have an effect on ve-
hicle performance or emission levels.
Warm-Up Cycle
A warm-up cycle means that engine at temperature
must reach a minimum of 70_C (160_F) and rise at least
22_C (40_F) over the course of a trip.
Freeze Frame
Freeze Frame is an element of the Diagnostic Manage-
ment System which stores various vehicle information at
the moment an emissions-related fault is stored in
memory and when the MIL is commanded on. These
data can help to identify the cause of a fault.
Failure Records
Failure Records data is an enhancement of the EOBD
Freeze Frame feature. Failure Records store the same
vehicle information as does Freeze Frame, but it will
store that information for any fault which is stored in
Euro On-Board memory, while Freeze Frame stores in-
formation only for emission-related faults that command
the MIL on.
COMMON EOBD TERMS
Diagnostic
When used as a noun, the word diagnostic refers to any
Euro On-Board test run by the vehicles Diagnostic Man-
agement System. A diagnostic is simply a test run on a
system or component to determine if the system or com-
ponent is operating according to specification. There are
many diagnostics, shown in the following list:
D Misfire.
D Oxygen sensors (O2S)
D Heated oxygen sensor (HO2S)
D Electric Exhaust Gas Recirculation (EEGR)
D Catalyst monitoring
Enable Criteria
The term enable criteria is engineering language for
the conditions necessary for a given diagnostic test to
run. Each diagnostic has a specific list of conditions
which must be met before the diagnostic will run.
Enable criteria is another way of saying conditions re-
quired.
1F12 ENGINE CONTROLS
DAEWOO M-150 BL2
The enable criteria for each diagnostic is listed on the
first page of the Diagnostic Trouble Code (DTC) descrip-
tion under the heading Conditions for Setting the DTC.
Enable criteria varies with each diagnostic and typically
includes, but is not limited to the following items:
D Engine speed.
D Vehicle speed
D Engine Coolant Temperature (ECT)
D Manifold Absolute Pressure (MAP)
D Barometric Pressure (BARO)
D Intake Air Temperature (IAT)
D Throttle Position (TP)
D High canister purge
D Fuel trim
D A/C on
Trip
Technically, a trip is a key-on run key-off cycle in which
all the enable criteria for a given diagnostic are met, al-
lowing the diagnostic to run. Unfortunately, this concept
is not quite that simple. A trip is official when all the en-
able criteria for a given diagnostic are met. But because
the enable criteria vary from one diagnostic to another,
the definition of trip varies as well. Some diagnostics are
run when the vehicle is at operating temperature, some
when the vehicle first starts up; some require that the
vehicle cruise at a steady highway speed, some run only
when the vehicle is at idle. Some run only immediately
following a cold engine start-up.
A trip then, is defined as a key-on run-key off cycle in
which the vehicle is operated in such a way as to satisfy
the enable criteria for a given diagnostic, and this diag-
nostic will consider this cycle to be one trip. However,
another diagnostic with a different set of enable criteria
(which were not met) during this driving event, would not
consider it a trip. No trip will occur for that particular
diagnostic until the vehicle is driven in such a way as to
meet all the enable criteria.
Diagnostic Information
The diagnostic charts and functional checks are de-
signed to locate a faulty circuit or component through a
process of logical decisions. The charts are prepared
with the requirement that the vehicle functioned correct-
ly at the time of assembly and that there are not multiple
faults present.
There is a continuous self-diagnosis on certain control
functions. This diagnostic capability is complimented by
the diagnostic procedures contained in this manual. The
language of communicating the source of the malfunc-
tion is a system of diagnostic trouble codes. When a
malfunction is detected by the control module, a DTC is
set, and the Malfunction Indicator Lamp (MIL) is illumi-
nated.
Malfunction Indicator Lamp (MIL)
The Malfunction Indicator Lamp (MIL) is required by
Euro On-Board Diagnostics (EOBD) to illuminate under
a strict set of guidelines.
Basically, the MIL is turned on when the Engine Control
Module (ECM) detects a DTC that will impact the vehicle
emissions.
The MIL is under the control of the Diagnostic Execu-
tive. The MIL will be turned on if an emissions-related
diagnostic test indicates a malfunction has occurred. It
will stay on until the system or component passes the
same test for three consecutive trips with no emissions
related faults.
Extinguishing the MIL
When the MIL is on, the Diagnostic Executive will turn
off the MIL after three consecutive trips that a test
passed has been reported for the diagnostic test that
originally caused the MIL to illuminate. Although the MIL
has been turned off, the DTC will remain in the ECM
memory (both Freeze Frame and Failure Records) until
forty (40) warm-up cycles after no faults have been com-
pleted.
If the MIL was set by either a fuel trim or misfire-related
DTC, additional requirements must be met. In addition
to the requirements stated in the previous paragraph,
these requirements are as follows:
D The diagnostic tests that are passed must occur with
375 rpm of the rpm data stored at the time the last
test failed.
D Plus or minus ten percent of the engine load that was
stored at the time the last test failed. Similar engine
temperature conditions (warmed up or warming up)
as those stored at the time the last test failed.
Meeting these requirements ensures that the fault which
turned on the MIL has been corrected.
The MIL is on the instrument panel and has the following
functions:
D It informs the driver that a fault affecting the vehicles
emission levels has occurred and that the vehicle
should be taken for service as soon as possible.
D As a system check, the MIL will come on with the key
ON and the engine not running. When the engine is
started, the MIL will turn OFF.
D When the MIL remains ON while the engine is run-
ning, or when a malfunction is suspected due to a
driveability or emissions problem, an EOBD System
Check must be performed. The procedures for these
checks are given in EOBD System Check. These
checks will expose faults which may not be detected
if other diagnostics are performed first.
ENGINE CONTROLS 1F13
DAEWOO M-150 BL2
Data Link Connector (DLC)
The provision for communicating with the control mod-
ule is the Data Link Connector (DLC). The DLC is used
to connect to a scan tool. Some common uses of the
scan tool are listed below:
D Identifying stored DTCs.
D Clearing DTCs.
D Performing output control tests.
D Reading serial data.
DTC TYPES
Each Diagnostic Trouble Code (DTC) is directly related
to a diagnostic test. The Diagnostic Management Sys-
tem sets DTCs based on the failure of the tests during a
trip or trips. Certain tests must fail two consecutive trips
before the DTC is set. The following are the three types
of DTCs and the characteristics of those codes:
Type A
D Emissions related.
D Requests illumination of the Malfunction Indicator.
Lamp (MIL) of the first trip with a fail.
D Stores a History DTC on the first trip with a fail.
D Stores a Freeze Frame (if empty).
D Stores a Fail Record.
D Updates the Fail Record each time the diagnostic test
fails.
Type B
D Emissions related.
D Armed after one trip with a fail.
D Disarmed after one trip with a pass.
D Requests illumination of the MIL on the second con-
secutive trip with a fail.
D Stores a History DTC on the second consecutive trip
with a fail (The DTC will be armed after the first fail).
D Stores a Freeze Frame on the second consecutive
trip with a fail (if empty).
Type Cnl
D Non-Emissions related.
D Does not request illumination of any lamp.
D Stores a History DTC on the first trip with a fail .
D Does not store a Freeze Frame.
D Stores Fail Record when test fails.
D Updates the Fail Record each time the diagnostic test
fails.
Type E
D Emissions related.
D Armed after two consecutive trip with a fail.
D Disarmed after one trip with a pass.
D Requests illumination of the MIL on the third consec-
utive trip with a fail.
D Stores a History DTC on the third consecutive trip
with a fail (The DTC will be armed after the second
fail).
D Stores a Freeze Frame on the third consecutive trip
with a fail (if empty).
Important: For 0.8 SOHC engine eight fail records can
be stored. Each Fail Record is for a different DTC. It is
possible that there will not be Fail Records for every
DTC if multiple DTCs are set.
Special Cases of Type B Diagnostic Tests
Unique to the misfire diagnostic, the Diagnostic Execu-
tive has the capability of alerting the vehicle operator to
potentially damaging levels of misfire. If a misfire condi-
tion exists that could potentially damage the catalytic
converter as a result of high misfire levels, the Diagnos-
tic Executive will command the MIL to flash as a rate of
once per seconds during those the time that the catalyst
damaging misfire condition is present.
Fuel trim and misfire are special cases of Type B diag-
nostics. Each time a fuel trim or misfire malfunction is
detected, engine load, engine speed, and Engine Cool-
ant Temperature (ECT) are recorded.
When the ignition is turned OFF, the last reported set of
conditions remain stored. During subsequent ignition
cycles, the stored conditions are used as a reference for
similar conditions. If a malfunction occurs during two
consecutive trips, the Diagnostic Executive treats the
failure as a normal Type B diagnostic, and does not use
the stored conditions. However, if a malfunction occurs
on two non-consecutive trips, the stored conditions are
compared with the current conditions. The MIL will then
illuminate under the following conditions:
D When the engine load conditions are within 10% of
the previous test that failed.
D Engine speed is within 375 rpm, of the previous test
that failed.
D ECT is in the same range as the previous test that
failed.
READING DIAGNOSTIC TROUBLE
CODES
The procedure for reading Diagnostic Trouble Code(s)
(DTC) is to use a diagnostic scan tool. When reading
DTC(s), follow instructions supplied by tool manufactur-
er.
Clearing Diagnostic Trouble Codes
Important: Do not clear DTCs unless directed to do so
by the service information provided for each diagnostic
procedure. When DTCs are cleared, the Freeze Frame
and Failure Record data which may help diagnose an in-
1F14 ENGINE CONTROLS
DAEWOO M-150 BL2
termittent fault will also be erased from memory. If the
fault that caused the DTC to be stored into memory has
been corrected, the Diagnostic Executive will begin to
count the ‘‘warm-up cycles with no further faults de-
tected, the DTC will automatically be cleared from the
Engine Control Module (ECM) memory.
To clear DTCs, use the diagnostic scan tool.
It cant cleared DTCs without the diagnostic scan tool.
So you must use the diagnostic scan tool.
Notice: To prevent system damage, the ignition key
must be OFF when disconnecting or reconnecting bat-
tery power.
D The power source to the control module. Examples:
fuse, pigtail at battery ECM connectors, etc.
D The negative battery cable. (Disconnecting the nega-
tive battery cable will result in the loss of other Euro
On-Board memory data, such as preset radio tuning.)
DTC Modes
On Euro On-Board Diagnostic (EOBD) passenger cars
there are five options available in the scan tool DTC
mode to display the enhanced information available. A
description of the new modes, DTC Info and Specific
DTC, follows. After selecting DTC, the following menu
appears:
D DTC Info.
D Specific DTC.
D Freeze Frame.
D Fail Records (not all applications).
D Clear Info.
The following is a brief description of each of the sub
menus in DTC Info and Specific DTC. The order in
which they appear here is alphabetical and not neces-
sarily the way they will appear on the scan tool.
DTC Information Mode
Use the DTC info mode to search for a specific type of
stored DTC information. There are seven choices. The
service manual may instruct the technician to test for
DTCs in a certain manner. Always follow published ser-
vice procedures.
To get a complete description of any status, press the
‘‘Enter key before pressing the desired F-key. For ex-
ample, pressing ‘‘Enter then an F-key will display a defi-
nition of the abbreviated scan tool status.
DTC Status
This selection will display any DTCs that have not run
during the current ignition cycle or have reported a test
failure during this ignition up to a maximum of 33 DTCs.
DTC tests which run and pass will cause that DTC num-
ber to be removed from the scan tool screen.
Fail This Ign. (Fail This Ignition)
This selection will display all DTCs that have failed dur-
ing the present ignition cycle.
History
This selection will display only DTCs that are stored in
the ECMs history memory. It will not display Type B
DTCs that have not requested the Malfunction Indicator
Lamp (MIL). It will display all type A, B and E DTCs that
have requested the MIL and have failed within the last
40 warm-up cycles. In addition, it will display all type C
and type D DTCs that have failed within the last 40
warm-up cycles.
Last Test Fail
This selection will display only DTCs that have failed the
last time the test ran. The last test may have run during
a previous ignition cycle if a type A or type B DTC is dis-
played. For type C and type D DTCs, the last failure
must have occurred during the current ignition cycle to
appear as Last Test Fail.
MIL Request
This selection will display only DTCs that are requesting
the MIL. Type C and type D DTCs cannot be displayed
using this option. This selection will report type B and E
DTCs only after the MIL has been requested.
Not Run SCC (Not Run Since Code Clear)
This option will display up to 33 DTCs that have not run
since the DTCs were last cleared. Since the displayed
DTCs have not run, their condition (passing or failing) is
unknown.
Test Fail SCC (Test Failed Since Code
Clear)
This selection will display all active and history DTCs
that have reported a test failure since the last time DTCs
were cleared. DTCs that last failed more than 40 warm-
up cycles before this option is selected will not be dis-
played.
Specific DTC Mode
This mode is used to check the status of individual diag-
nostic tests by DTC number. This selection can be ac-
cessed if a DTC has passed, failed or both. Many EOBD
DTC mode descriptions are possible because of the ex-
tensive amount of information that the diagnostic execu-
tive monitors regarding each test. Some of the many
possible descriptions follow with a brief explanation.
The F2 key is used, in this mode, to display a descrip-
tion of the DTC. The Yes and No keys may also be
used to display more DTC status information. This
selection will only allow entry of DTC numbers that are
supported by the vehicle being tested. If an attempt is,
ENGINE CONTROLS 1F15
DAEWOO M-150 BL2
made to enter DTC numbers for tests which the diag-
nostic executive does not recognize, the requested in-
formation will not be displayed correctly and the scan
tool may display an error message. The same applies to
using the DTC trigger option in the Snapshot mode. If an
invalid DTC is entered, the scan tool will not trigger.
Failed Last Test
This message display indicates that the last diagnostic
test failed for the selected DTC. For type A, B and E
DTCs, this message will be displayed during subse-
quent ignition cycles until the test passes or DTCs are
cleared. For type C and type D DTCs, this message will
clear when the ignition is cycled.
Failed Since Clear
This message display indicates that the DTC has failed
at least once within the last 40 warm-up cycles since the
last time DTCs were cleared.
Failed This Ig. (Failed This Ignition)
This message display indicates that the diagnostic test
has failed at least once during the current ignition cycle.
This message will clear when DTCs are cleared or the
ignition is cycled.
History DTC
This message display indicates that the DTC has been
stored in memory as a valid fault. A DTC displayed as a
History fault may not mean that the fault is no longer
present. The history description means that all the con-
ditions necessary for reporting a fault have been met
(maybe even currently), and the information was stored
in the control module memory.
MIL Requested
This message display indicates that the DTC is currently
causing the MIL to be turned ON. Remember that only
type A B and E DTCs can request the MIL. The MIL re-
quest cannot be used to determine if the DTC fault con-
ditions are currently being experienced. This is because
the diagnostic executive will require up to three trips dur-
ing which the diagnostic test passes to turn OFF the
MIL.
Not Run Since CI (Not Run Since Cleared)
This message display indicates that the selected diag-
nostic test has not run since the last time DTCs were
cleared. Therefore, the diagnostic test status (passing
or failing) is unknown. After DTCs are cleared, this mes-
sage will continue to be displayed until the diagnostic
test runs.
Not Run This Ig. (Not Run This Ignition)
This message display indicates that the selected diag-
nostic test has not run during this ignition cycle.
Test Ran and Passed
This message display indicates that the selected diag-
nostic test has done the following:
D Passed the last test.
D Run and passed during this ignition cycle.
D Run and passed since DTCs were last cleared.
If the indicated status of the vehicle is Test Ran and
Passed after a repair verification, the vehicle is ready to
be released to the customer.
If the indicated status of the vehicle is Failed This Igni-
tion after a repair verification, then the repair is incom-
plete and further diagnosis is required.
Prior to repairing a vehicle, status information can be
used to evaluate the state of the diagnostic test, and to
help identify an intermittent problem. The technician can
conclude that although the MIL is illuminated, the fault
condition that caused the code to set is not present. An
intermittent condition must be the cause.
PRIMARY SYSTEM-BASED
DIAGNOSTICS
There are primary system-based diagnostics which
evaluate the system operation and its effect on vehicle
emissions. The primary system-based diagnostics are
listed below with a brief description of the diagnostic
function:
Oxygen Sensor Diagnosis
The fuel control oxygen sensor (O2S) is diagnosed for
the following conditions:
D Few switch count (rich to lean or lean to rich).
D Slow response (average transient time lean to rich or
rich to lean).
D Response time ratio (ratio of average transient time
rich(lean) to lean(rich)).
D Inactive signal (output steady at bias voltage approxi-
mately 450 mV).
D Signal fixed high.
D Signal fixed low.
The catalyst monitor heated oxygen sensor (HO2S) is
diagnosed for the following conditions:
D Heater performance (current during IGN on).
D Signal fixed low during steady state conditions or
power enrichment (hard acceleration when a rich mix-
ture should be indicated).
D Signal fixed high during steady state conditions or de-
celeration mode (deceleration when a lean mixture
should be indicated).
D Inactive sensor (output steady at approx. 438 mV).
If the O2S pigtail wiring, connector or terminal are dam-
aged, the entire O2S assembly must be replaced. Do
not attempt to repair the wiring, connector or terminals.
In order for the sensor to function properly, it must have
clean reference air provided to it. This clean air refer-
ence is obtained by way of the O2S wire(s). Any attempt
to repair the wires, connector or terminals could result in
1F16 ENGINE CONTROLS
DAEWOO M-150 BL2
the obstruction of the reference air and degrade the O2S
performance.
Misfire Monitor Diagnostic Operation
The misfire monitor diagnostic is based on crankshaft
rotational velocity (reference period) variations. The En-
gine Control Module (ECM) determines crankshaft rota-
tional velocity using the Crankshaft Position (CKP)
sensor and the Camshaft Position (CMP) sensor. When
a cylinder misfires, the crankshaft slows down momen-
tarily. By monitoring the CKP and CMP sensor signals,
the ECM can calculate when a misfire occurs.
For a non-catalyst damaging misfire, the diagnostic will
be required to monitor a misfire present for between
10003200 engine revolutions.
For catalyst-damaging misfire, the diagnostic will re-
spond to misfire within 200 engine revolutions.
Rough roads may cause false misfire detection. A rough
road will cause torque to be applied to the drive wheels
and drive train. This torque can intermittently decrease
the crankshaft rotational velocity. This may be falsely
detected as a misfire.
A rough road sensor, or G sensor, works together with
the misfire detection system. The rough road sensor
produces a voltage that varies along with the intensity of
road vibrations. When the ECM detects a rough road,
the misfire detection system is temporarily disabled.
Misfire Counters
Whenever a cylinder misfires, the misfire diagnostic
counts the misfire and notes the crankshaft position at
the time the misfire occurred. These misfire counters
are basically a file on each engine cylinder. A current
and a history misfire counter are maintained for each
cylinder. The misfire current counters (Misfire Current
#14) indicate the number of firing events out of the last
200 cylinder firing events which were misfires. The mis-
fire current counter will display real time data without a
misfire DTC stored. The misfire history counters (Misfire
Histtory #14) indicate the total number of cylinder firing
events which were misfires. The misfire history counters
will display 0 until the misfire diagnostic has failed and a
DTC P0300 is set. Once the misfire DTC P0300 is set,
the misfire history counters will be updated every 200
cylinder firing events. A misfire counter is maintained for
each cylinder.
If the misfire diagnostic reports a failure, the diagnostic
executive reviews all of the misfire counters before re-
porting a DTC. This way, the diagnostic executive re-
ports the most current information.
When crankshaft rotation is erratic, a misfire condition
will be detected. Because of this erratic condition, the
data that is collected by the diagnostic can sometimes
incorrectly identify which cylinder is misfiring.
Use diagnostic equipment to monitor misfire counter
data on EOBD compliant vehicles. Knowing which spe-
cific cylinder(s) misfired can lead to the root cause, even
when dealing with a multiple cylinder misfire. Using the
information in the misfire counters, identify which cylin-
ders are misfiring. If the counters indicate cylinders
numbers 1 and 4 misfired, look for a circuit or compo-
nent common to both cylinders number 1 and 4.
The misfire diagnostic may indicate a fault due to a tem-
porary fault not necessarily caused by a vehicle emis-
sion system malfunction. Examples include the following
items:
D Contaminated fuel.
D Low fuel.
D Fuel-fouled spark plugs.
D Basic engine fault.
Fuel Trim System Monitor Diagnostic
Operation
This system monitors the averages of short-term and
long-term fuel trim values. If these fuel trim values stay
at their limits for a calibrated period of time, a malfunc-
tion is indicated. The fuel trim diagnostic compares the
averages of short-term fuel trim values and long-term
fuel trim values to rich and lean thresholds. If either val-
ue is within the thresholds, a pass is recorded. If both
values are outside their thresholds, a rich or lean DTC
will be recorded.
The fuel trim system diagnostic also conducts an intru-
sive test. This test determines if a rich condition is being
caused by excessive fuel vapor from the controlled char-
coal canister. In order to meet EOBD requirements, the
control module uses weighted fuel trim cells to deter-
mine the need to set a fuel trim DTC. A fuel trim DTC
can only be set if fuel trim counts in the weighted fuel
trim cells exceed specifications. This means that the ve-
hicle could have a fuel trim problem which is causing a
problem under certain conditions (i.e., engine idle high
due to a small vacuum leak or rough idle due to a large
vacuum leak) while it operates fine at other times. No
fuel trim DTC would set (although an engine idle speed
DTC or HO2S DTC may set). Use a scan tool to observe
fuel trim counts while the problem is occurring.
A fuel trim DTC may be triggered by a number of vehicle
faults. Make use of all information available (other DTCs
stored, rich or lean condition, etc.) when diagnosing a
fuel trim fault.
Fuel Trim Cell Diagnostic Weights
No fuel trim DTC will set regardless of the fuel trim
counts in cell 0 unless the fuel trim counts in the
weighted cells are also outside specifications. This
means that the vehicle could have a fuel trim problem
which is causing a problem under certain conditions (i.e.
engine idle high due to a small vacuum leak or rough
due to a large vacuum leak) while it operates fine at oth-
er times. No fuel trim DTC would set (although an en-
gine idle speed DTC or HO2S DTC may set). Use a
scan tool to observe fuel trim counts while the problem is
occurring.
ENGINE CONTROLS 1F17
DAEWOO M-150 BL2
DIAGNOSTIC INFORMATION AND PROCEDURES
SYSTEM DIAGNOSIS
DIAGNOSTIC AIDS
If an intermittent problem is evident, follow the guide-
lines below.
Preliminary Checks
Before using this section you should have already per-
formed the Euro On-Board Diagnostic (EOBD) System
Check.
Perform a thorough visual inspection. This inspection
can often lead to correcting a problem without further
checks and can save valuable time. Inspect for the fol-
lowing conditions:
D Engine Control Module (ECM) grounds for being
clean, tight, and in their proper location.
D Vacuum hoses for splits, kinks, collapsing and proper
connections as shown on the Vehicle Emission Con-
trol Information label. Inspect thoroughly for any type
of leak or restriction.
D Air leaks at the throttle body mounting area and the
intake manifold sealing surfaces.
D Ignition wires for cracks, hardness, proper routing,
and carbon tracking.
D Wiring for proper connections.
D Wiring for pinches or cuts.
Diagnostic Trouble Code Tables
Do not use the Diagnostic Trouble Code (DTC) tables to
try and correct an intermittent fault. The fault must be
present to locate the problem.
Incorrect use of the DTC tables may result in the unnec-
essary replacement of parts.
Faulty Electrical Connections or Wiring
Most intermittent problems are caused by faulty electri-
cal connections or wiring. Perform a careful inspection
of suspect circuits for the following:
D Poor mating of the connector halves.
D Terminals not fully seated in the connector body.
D Improperly formed or damaged terminals. All connec-
tor terminals in a problem circuit should be carefully
inspected, reformed, or replaced to insure contact
tension.
D Poor terminal-to-wire connection. This requires re-
moving the terminal from the connector body.
Road Test
If a visual inspection does not find the cause of the prob-
lem, the vehicle can be driven with a voltmeter or a scan
tool connected to a suspected circuit. An abnormal volt-
age or scan tool reading will indicate that the problem is
in that circuit.
If there are no wiring or connector problems found and a
DTC was stored for a circuit having a sensor, except for
DTC P0171 and DTC P0172, replace the sensor.
Intermittent Malfunction Indicator Lamp
(MIL)
An intermittent Malfunction Indicator Lamp(MIL) with no
DTC present may be caused by the following:
D Improper installation of electrical options such as
lights, two way radios, sound, or security systems.
D MIL driver wire intermittently shorted to ground.
Fuel System
Some intermittent driveability problems can be attrib-
uted to poor fuel quality. If a vehicle is occasionally run-
ning rough, stalling, or otherwise performing badly, ask
the customer about the following fuel buying habits:
D Do they always buy from the same source? If so, fuel
quality problems can usually be discounted.
D Do they buy their fuel from whichever fuel station that
is advertising the lowest price? If so, check the fuel
tank for signs of debris, water, or other contamina-
tion.
IDLE LEARN PROCEDURE
Whenever the battery cables, the Engine Control Mod-
ule (ECM), or the fuse is disconnected or replaced, the
following idle learn procedure must be performed:
1. Turn the ignition ON for 10 seconds.
2. Turn the ignition OFF for 10 seconds.
1F18 ENGINE CONTROLS
DAEWOO M-150 BL2
MAA1F010
EURO ON-BOARD DIAGNOSTIC (EOBD) SYSTEM CHECK
Circuit Description
The Euro On-Board Diagnostic (EOBD) System Check
is the starting point for any driveability complaint diagno-
sis. Before using this procedure, perform a careful visu-
al/physical check of the Engine Control Module (ECM)
and the engine grounds for cleanliness and tightness.
The EOBD system check is an organized approach to
identifying a problem created by an electronic engine
control system malfunction.
Diagnostic Aids
An intermittent may be caused by a poor connection,
rubbed-through wire insulation or a wire broken inside
the insulation. Check for poor connections or a dam-
aged harness. Inspect the ECM harness and connec-
tions for improper mating, broken locks, improperly
formed or damaged terminals, poor terminal-to-wire
connections, and damaged harness.
ENGINE CONTROLS 1F19
DAEWOO M-150 BL2
Euro On-Board Diagnostic (EOBD) System Check
Step Action Value(s) Yes No
1
1. Turn the ignition ON with the engine OFF.
2. Observe the Malfunction Indicator Lamp (MIL).
Is the MIL on?
Go to Step 2
Go to No
Malfunction
Indicator
Lamp
2
1. Turn the ignition OFF.
2. Install the scan tool.
3. Turn the ignition ON.
4. Attempt to display the Engine Control Module
(ECM) engine data with the scan tool.
Does the scan tool display the ECM engine data?
Go to Step 3 Go to Step 8
3
1. Using the scan tool output test function, select the
MIL lamp control and command the MIL off.
2. Observe the MIL.
Does the MIL turn off?
Go to Step 4
Go to
Malfunction
Indicator Lamp
on Steady
4
Attempt to start the engine.
Does the engine start and continue to run?
Go to Step 5
Go to Engine
Cranks But
Will Not Run
5
Select DISPLAY DTC with the scan tool.
Are any Diagnostic Trouble Codes stored?
Go to Step 6 Go to Step 7
6
Check the display for DTCs P0107, P0108, P0113,
P0118, P0122, P0123, P0172, P1392.
Are two or more of the following DTCs stored?
Go to Multiple
ECM
Information
Sensor DTCs
Set
Go to
applicable DTC
table
7
Compare the ECM data values displayed on the
scan tool to the typical engine scan data values.
Are the displayed values normal or close to the
typical values?
Go to ECM
Output
Diagnosis
Go to indicated
component
system check
8
1. Turn the ignition OFF and disconnect the ECM.
2. Turn the ignition ON with the engine OFF.
3. Check the serial data circuit for an open, short to
ground, or short to voltage. Also check the Data
Link Connector (DLC) ignition feed circuit for an
open or short to ground, and check the DLC
ground circuits for an open.
Is a problem found?
Go to Step 9 Go to Step 10
9
Repair the open, short to ground, or short to voltage
in the serial data circuit or the DLC ignition feed
circuit.
Is the repair complete?
System OK
10
1. Attempt to reprogram the ECM.
2. Attempt to display the ECM data with the scan
tool.
Does the scan tool display ECM engine data?
Go to Step 2 Go to Step 11
11
Replace the ECM.
Is the repair complete?
System OK
1F20 ENGINE CONTROLS
DAEWOO M-150 BL2
ECM OUTPUT DIAGNOSIS
Circuit Description
The Engine Control Module (ECM) controls most com-
ponents with electronic switches which complete a
ground circuit when turned on. These switches are ar-
ranged in groups of 4 and 7, and they are called either a
Surface Mounted Quad Driver Module, which can inde-
pendently control up to 4 output terminals or an Output
Driver Module (ODM), which can independently control
up to 7 outputs. Not all of the outputs are always used.
Drivers are fault protected. If a relay or solenoid is
shorted, having very low or zero resistance, or if the con-
trol side of the circuit is shorted to voltage, it would allow
too much current flow into the ECM. The driver senses
this and the output is either turned OFF or its internal re-
sistance increases to limit current flow and protect the
ECM and driver. The result is high output terminal volt-
age when it should be low. If the circuit from B+ to the
component or the component is open, or the control side
of the circuit is shorted to ground, terminal voltage will
be low. Either of these conditions is considered to be a
driver fault.
Drivers also have a fault line to indicate the presence of
a current fault to the ECMs central processor. A scan
tool displays the status of the driver fault lines as 0=OK
and 1=Fault.
Diagnostic Aids
The scan tool has the ability to command certain compo-
nents and functions ON and OFF. If a component or
function does not have this capability, operate the ve-
hicle during its normal function criteria to check for an
open or shorted circuit.
An open or short to ground will appear in the open posi-
tions on the scan tool only when it is not commanded by
the ECM or the scan tool, while a short to voltage will
appear in the short positions on the scan tool only while
the component is being commanded by the ECM or
scan tool.
ECM Output Diagnosis
Step Action Value(s) Yes No
1
Perform an Euro On-Board Diagnostic (EOBD)
System Check.
Is the check complete.
Go to Step 2
Go to Euro
On-Board
Diagnostic
System Check
2
Install the scan tool.
Is there a number 1 (=fault) below any of the
numbered positions in the OUTPUT DRIVERS?
Go to Step 3 Go to Step 4
3
Check for an open or shorted circuit in any
corresponding position (circuit) that contained a
number 1 and repair as necessary.
Is a repair necessary?
Go to Step 9 Go to Step 7
4
Command the output being checked with a scan tool
while watching the corresponding position for each
circuit.
Do any of the position changed to a 1?
Go to Step 6 Go to Step 5
5
Command the output being checked with a scan tool
while watching the corresponding position for each
circuit.
Does the component or function operate when
commanded?
Go to Step 9
Go to the
appropriate
component
table for repair
6
Repair the short to voltage in the corresponding
circuit for position (circuit) that displayed at a 1.
Is the repair complete?
Go to Step 9
7
Disconnect the electrical connector to the
component connected to the fault circuit.
Is a 1 still displayed in the corresponding OUTPUT
DRIVER position?
Go to Step 8
Go to the
appropriate
component
table for repair
8
Replace the Engine control Module (ECM).
Is the repair complete?
Go to Step 9
9
Operate the vehicle within the conditions under
which the original symptom was noted.
Does the system now operate properly?
System OK Go to Step 2
ENGINE CONTROLS 1F21
DAEWOO M-150 BL2
MULTIPLE ECM INFORMATION SENSOR DTCS SET
Circuit Description
The Engine Control Module (ECM) monitors various
sensors to determine engine operating conditions. The
ECM controls fuel delivery, spark advance, transaxle op-
eration, and emission control device operation based on
the sensor inputs.
The ECM provides a sensor ground to all of the sensors.
The ECM applies 5 volts through a pull-up resistor and
monitors the voltage present between the sensor and
the resistor to determine the status of the Engine Cool-
ant Temperature (ECT) sensor, the Intake Air Tempera-
ture (IAT) sensor. The ECM provides the Electric
Exhaust Gas Recirculation (EEGR) Pintle Position Sen-
sor, the Throttle Position (TP) sensor, the Manifold Ab-
solute Pressure (MAP) sensor, and the Fuel Tank
Pressure Sensor with a 5 volt reference and a sensor
ground signal. The ECM monitors the separate feed-
back signals from these sensors to determine their oper-
ating status.
Diagnostic Aids
Be sure to inspect the ECM and the engine grounds for
being secure and clean.
A short to voltage in one of the sensor circuits can cause
one or more of the following DTCs to be set: P0108,
P0113, P0118, P0123, P1106.
If a sensor input circuit has been shorted to voltage, en-
sure that the sensor is not damaged. A damaged sensor
will continue to indicate a high or low voltage after the
affected circuit has been repaired. If the sensor has
been damaged, replace it.
An open in the sensor ground circuit between the ECM
and the splice will cause one or more of the following
DTCs to be set: P0108, P0113, P0118, P0123, P1106.
A short to ground in the 5 volt reference circuit or an
open in the 5 volt reference circuit between the ECM
and the splice will cause one or more of the following
DTCs to be set: P0107, P0112, P0117, P0122, P1107.
Check for the following conditions:
D Inspect for a poor connection at the ECM. Inspect
harness connectors for backed-out terminals, im-
proper mating, broken locks, improperly formed or
damaged terminals, and poor terminal-to-wire con-
nection.
D Inspect the wiring harness for damage. If the harness
appears to be OK, observe an affected sensors dis-
played value on the scan tool with the ignition ON and
the engine OFF while moving connectors and wiring
harnesses related to the affected sensors. A change
in the affected sensors displayed value will indicate
the location of the fault.
1F22 ENGINE CONTROLS
DAEWOO M-150 BL2
Multiple ECM Information Sensor DTCs Set
Step Action Value(s) Yes No
1
Perform an Euro On-Board Diagnostic (EOBD)
System Check.
Is the check complete.
Go to Step 2
Go to Euro
On-Board
Diagnostic
System Check
2
1. Turn the ignition OFF and disconnect the Engine
Control Module (ECM).
2. Turn the ignition ON and check the 5 volt
reference circuit for the following conditions:
D Poor connection at the ECM.
D Open between the ECM connector affected
sensors shorted to ground or voltage.
3. If a problem is found, locate and repair the open
or short circuit as necessary.
Is a problem found?
Go to Step 19 Go to Step 3
3
1. Check the sensor ground circuit for the following
conditions:
D Poor connection at the ECM or affected
sensors.
D Open between the ECM connector and the
affected sensors.
2. If a problem is found, repair it as necessary.
Is a problem found?
Go to Step 19 Go to Step 4
4
Measure the voltage of the Electric Exhaust Gas
Recirculation (EEGR) Pintle Position Sensor signal
circuit between ECM harness connector and ground.
Does the voltage measure near the specified value? 0 V Go to Step 5 Go to Step 9
5
Measure the voltage of the Manifold Absolute
Pressure (MAP) sensor signal circuit between the
ECM harness connector and ground.
Does the voltage measure near the specified value? 0 V Go to Step 6 Go to Step 11
6
Measure the voltage of the Throttle Position (TP)
sensor signal circuit between the ECM harness
connector and ground.
Does the voltage measure near the specified value? 0 V Go to Step 7 Go to Step 12
7
Measure the voltage of the Intake Air Temperature
(IAT) sensor signal circuit between the ECM harness
connector and ground.
Does the voltage measure near the specified value? 0 V Go to Step 8 Go to Step 13
8
Measure the voltage of the Engine Coolant
Temperature (ECT) sensor signal circuit between the
ECM harness connector and ground.
Does the voltage measure near the specified value? 0 V Go to Step 16 Go to Step 14
9
1. Disconnect the EEGR valve.
2. Measure the voltage of the EEGR Pintle Position
sensor signal circuit between the ECM harness
connector and ground.
Does the voltage measure near the specified value? 0 V Go to Step 10 Go to Step 15
10
Replace the EEGR valve.
Is the repair complete?
Go to Step 19
11
Locate and repair the short to voltage in the MAP
sensor signal circuit.
Is the repair complete?
Go to Step 19
ENGINE CONTROLS 1F23
DAEWOO M-150 BL2
Multiple ECM Information Sensor DTCs Set (Cont’d)
Step Action Value(s) Yes No
12
Locate and repair the short to voltage in the TP
sensor signal circuit.
Is the repair complete?
Go to Step 19
13
Locate and repair the short to voltage in the IAT
sensor signal circuit.
Is the repair complete?
Go to Step 19
14
Locate and repair the short to voltage in the ECT
sensor signal circuit.
Is the repair complete?
Go to Step 19
15
Locate and repair the short to voltage in the EEGR
Pintle Position sensor circuit.
Is the repair complete?
Go to Step 19
16
Measure the voltage of the Fuel Tank Pressure
sensor signal circuit between the ECM harness
connector and ground.
Does the voltage measure near the specified value? 0 V Go to Step 18 Go to Step 17
17
Locate and repair the short to voltage in the Fuel
Tank Pressure sensor signal circuit.
Is the repair complete?
Go to Step 19
18
Replace the ECM.
Is the repair complete?
Go to Step 19
19
1. Using the scan tool, clear the Diagnostic Trouble
Codes (DTCs).
2. Start the engine and idle at normal operating
temperature.
3. Operate the vehicle within the conditions for
setting the DTCs as specified in the supporting
text.
Does the scan tool indicate that this diagnostic ran
and passed?
Go to Step 20 Go to Step 2
20
Check if any additional DTCs are set.
Are any DTCs displayed that have not been
diagnosed?
Go to
Applicable DTC
table
System OK
1F24 ENGINE CONTROLS
DAEWOO M-150 BL2
MAA1F020
ENGINE CRANKS BUT WILL NUT RUN
ENGINE CONTROLS 1F25
DAEWOO M-150 BL2
ENGINE CRANKS BUT WILL NOT RUN
Caution: Use only electrically insulated pliers when
handling ignition wires with the engine running to
prevent an electrical shock.
Caution: Do not pinch or restrict nylon fuel lines.
Damage to the lines could cause a fuel leak, result-
ing in possible fire or personal injury.
Important: If a no start condition exists, ensure the fuel
cutoff switch has not been tripped prior to further diagno-
sis.
Engine Cranks But Will Not Run
Step Action Value(s) Yes No
1
Perform an Euro On-Board Diagnostic (EOBD)
System Check.
Is the check complete.
Go to Step 2
Go to Euro
On-Board
Diagnostic
System Check
2
Crank the engine.
Does the engine start and continue to run?
System Ok Go to Step 3
3
Perform a cylinder compression test.
Is the cylinder compression for all of the cylinders at
or above the value specified?
1250 kPa
(181 psi) Go to Step 7 Go to Step 4
4
Inspect the timing belt alignment.
Is the timing belt in alignment?
Go to Step 6 Go to Step 5
5
Align or replace the timing belt as needed.
Is the repair complete?
Go to Step 2
6
Repair internal engine damage as needed.
Is the repair complete?
Go to Step 2
7
Inspect the fuel pump fuse.
Is the problem found?
Go to Step 8 Go to Step 9
8
Replace the fuse.
Is the repair complete?
Go to Step 2
9
Check for the presence of spark from all of the
ignition wires while cranking the engine.
Is spark present from all of the ignition wires?
Go to Step 23 Go to Step 10
10
1. Measure the resistance of the ignition wires.
2. Replace any of the ignition wire(s) with a
resistance above the value specified.
3. Check for the presence of spark from all of the
ignition wire.
Is spark present from all of the ignition wires? 5 k Go to Step 2 Go to Step 11
11
1. Turn the ignition OFF.
2. Disconnect the crankshaft position (CKP) sensor
connector.
3. Turn the ignition ON.
4. Measure the voltage between following terminals:
D Terminal 1 and 3 of the CKP sensor connector.
D Terminal 2 and 3 of the CKP sensor connector.
D Terminal 1 of the CKP sensor connector and
ground.
D Terminal 2 of the CKP sensor connector and
ground.
Are the voltage measure within the value specified? 0.4 V Go to Step 13 Go to Step 12
1F26 ENGINE CONTROLS
DAEWOO M-150 BL2
Engine Cranks But Will Not Run (Contd)
Step Action Value(s) Yes No
12
Check for an open or short in the wires between
CKP sensor connector and ECM connector and
repair as need.
Is the repair complete?
Go to Step 2
13
1. Disconnect electronic Ignition (EI) system ignition
coil connector to prevent the vehicle from starting.
2. Measure the voltage at ECM connector terminal
24 and 54 by backprobing the ECM connector.
Are the voltage readings near the value specified?
0.4 V with
ignition ON,
2.0 V during
cranking
Go to Step 15 Go to Step 14
14
Replace the CKP sensor.
Is the repair complete?
Go to Step 2
15
1. Turn the ignition OFF.
2. Disconnect the electrical connector at EI system
ignition coil.
3. Connect a test light between terminal 1 of the EI
system ignition coil connector and ground.
4. Turn the ignition ON.
Is the test light on?
Go to Step 17 Go to Step 16
16
Check for open in wire between the battery and EI
system ignition coil connector terminal 1 and repair
as needed.
Is the repair complete?
Go to Step 2
17
1. Turn the ignition OFF.
2. Disconnect ECM connector and EI system
ignition coil connector.
3. Measure the resistance between following
terminals:
D Terminal 2 of ignition coil and terminal 1 of
ECM connector.
D Terminal 3 of ignition coil and terminal 32 of
ECM connector.
D Terminal 4 of ignition coil and terminal 31 of
ECM connector.
Are the resistance within the value specified? 0 Go to Step 19 Go to Step 18
18
Check for open circuit and repair as needed.
Is the repair complete?
Go to Step 2
19
1. Measure the resistance between following
terminals:
D Terminal 1 and 2 of ignition coil.
D Terminal 3 and 4 of ignition coil.
Are the resistance within the value specified?
2. Remove the high tension cable.
3. Measure the resistance between second coil.
D Between 1 and 4
D Between 2 and 3
Are the resistance within the value specified?
0.9
5.3 k Go to Step 21 Go to Step 20
20
Replace the EI system ignition coil.
Is the repair complete?
Go to Step 2
ENGINE CONTROLS 1F27
DAEWOO M-150 BL2
Engine Cranks But Will Not Run (Contd)
Step Action Value(s) Yes No
21
1. Check for any damages or poor connection in
ignition wires and repair as needed.
2. Connect the Ei system ignition coil connector and
ECM connector.
3. Check for the presence of spark from all of the
ignition wires.
Is the spark present from all of the ignition wires?
Go to Step 2 Go to Step 22
22
Replace ECM
Is the repair complete?
Go to Step 2
23
1. Turn the ignition OFF.
2. Connect a fuel pressure gauge.
3. Crank the engine.
Is any fuel pressure present?
Go to Step 26 Go to Step 24
24
1. Turn the ignition OFF.
2. Disconnect the electrical connector at the fuel
pump.
3. Connect a test light between the fuel pump
terminals 2 and 3.
4. Turn the ignition ON.
5. With the ignition ON, the test light should light for
the time specified.
Is the test light on? 2 sec. Go to Step 25 Go to Step 32
25
Replace the fuel pump.
Is the repair complete?
Go to Step 2
26
Is the fuel pressure within the value specified?
380 kPa
(55 psi) Go to Step 27 Go to Step 29
27
Check the fuel for contamination.
Is the fuel contaminated?
Go to Step 28 Go to Step 41
28
1. Remove the contaminated fuel from the fuel tank.
2. Clean the fuel tank as needed.
Is the repair complete?
Go to Step 2
29
1. Check the fuel filter for restriction.
2. Inspect the fuel lines for kinks and restrictions.
3. Repair or replace as needed.
4. Measure the fuel pressure.
Is the fuel pressure within the value specified?
380 kPa
(55 psi)
Go to Step 2 Go to Step 30
30
1. Disconnect vacuum line from the fuel pressure
regulator.
2. Inspect the vacuum line for the presence of fuel.
3. Inspect the fuel pressure regulator vacuum port
for the presence of fuel.
Is any fuel present?
Go to Step 31 Go to Step 32
31
Replace the fuel pressure regulator.
Is the repair complete?
Go to Step 2
32
1. Remove the fuel pump assembly from the fuel
tank.
2. Inspect the fuel pump sender and the fuel
coupling hoses for a restriction.
3. Inspect the in-tank fuel filter for restriction.
Is the problem found?
Go to Step 33 Go to Step 25
1F28 ENGINE CONTROLS
DAEWOO M-150 BL2
Engine Cranks But Will Not Run (Contd)
Step Action Value(s) Yes No
33
Replace the fuel pump sender, the in-tank fuel filter,
and/or the fuel coupling hoses as needed.
Is the repair complete?
Go to Step 2
34
1. Turn the ignition OFF.
2. Disconnect the electric connector at the fuel
pump.
3. Connect a test light between fuel pump connector
terminal 3 and ground.
4. Turn the ignition ON.
5. With the ignition ON, the test light should
illuminate for the time specified.
Is the test light on? 2 sec Go to Step 35 Go to Step 36
35
Repair the open circuit between the fuel pump
connector terminal 2 and ground.
Is the repair complete?
Go to Step 2
36
1. Turn the ignition OFF.
2. Disconnect the fuel pump relay.
3. Turn the ignition ON.
4. Measure the voltage at terminal 30 and 85 of fuel
pump relay.
Is the voltage within the value specified?
11 14 V Go to Step 38 Go to Step 37
37
Repair open or short circuit for power supply.
Is the repair complete?
Go to Step 2
38
1. Turn the ignition OFF.
2. Disconnect ECM connector.
3. Using an ohmmeter, measure the resistance
between following terminals.
D Terminal 10 of ECM and terminal 85 of fuel
pump relay.
D Terminal 87 of fuel pump relay and terminal 3
of fuel pump.
Does the resistance within the value specified? 0 Go to Step 40 Go to Step 39
39
1. Check for open circuit and fuel cutoff switch.
2. Reset fuel cut-off switch or repair open circuit as
needed.
Is the repair complete?
Go to Step 2
40
Replace the fuel pump relay.
Is the repair complete?
Go to Step 2
41
1. Turn the ignition OFF.
2. Disconnect the fuel inject harness connectors
from all of the fuel injectors.
3. Turn the ignition ON.
4. Connect test light between fuel injector harness
connector 1 and ground.
5. Repeat step 4 for each of the remaining fuel
injectors.
Does the test light on at all of the fuel injectors?
Go to Step 42 Go to Step 45
ENGINE CONTROLS 1F29
DAEWOO M-150 BL2
Engine Cranks But Will Not Run (Contd)
Step Action Value(s) Yes No
42
1. Turn the ignition OFF.
2. Connect test light between fuel injector harness
connector 2 and battery positive.
3. Crank the engine.
4. Repeat step 2 and 3 for each of the remaining
fuel injectors.
Does the test light flash for all of the fuel injectors?
Go to Step 43 Go to Step 46
43
Measure the resistance of each fuel injectors.
Is the resistance within the value specified.
Note: the resistance will increase slightly at higher
temperature. 13.7515.25
System OK Go to Step 44
44
Replace any of the fuel injectors with a resistance
out of specification.
Is the repair complete?
Go to Step 2
45
1. Inspect the fuse EF19 in engine fuse block.
2. Check for an open between the circuit from
terminal 2 of the three fuel injectors and terminal
87 of main relay.
Is the problem found?
Go to Step 48
Go to Main
Relay Circuit
Check
46
Measure the resistance between following terminals.
D Terminal 1 of injector 1 connector and terminal 30
of ECM connector.
D Terminal 1 of injector 2 connector and terminal 58
of ECM connector.
D Terminal 1 of injector 3 connector and terminal 89
of ECM connector.
Does the resistance within the specified value? 0 Go to Step 49 Go to Step 47
47
Repair the open fuel injector harness wire(s).
Is the repair complete?
Go to Step 2
48
Replace the fuse or repair the wiring as needed.
Is the repair complete?
Go to Step 2
49
Replace the ECM.
Is the repair complete?
Go to Step 2
1F30 ENGINE CONTROLS
DAEWOO M-150 BL2
MAA1F030
NO MALFUNCTION INDICATOR LAMP
Circuit Description
When the ignition is turned ON, the Malfunction Indica-
tor Lamp (MIL) will be turned ON and remain ON until
the engine is running, if no Diagnostic Trouble Codes
(DTCs) are stored. Battery voltage is supplied through
the ignition switch directly to the MIL telltale. The Engine
Control Module (ECM) controls the MIL by providing a
ground path through the MIL control circuit to turn ON
the MIL.
Diagnostic Aids
An open ignition F16 fuse will cause the entire cluster to
be inoperative.
Check the battery and ignition feed circuits for poor con-
nections if the MIL is intermittent.
Any circuitry, that is suspected as causing an intermit-
tent complaint, should be thoroughly checked for
backed-out terminals, improper mating, broken locks,
improperly formed or damaged terminals, poor terminal-
to-wiring connections or physical damage to the wiring
harness.
ENGINE CONTROLS 1F31
DAEWOO M-150 BL2
No Malfunction Indicator Lamp
Step Action Value(s) Yes No
1
Attempt to start the engine.
Does the engine start?
Go to Step 2
Go to Engine
Cranks But
Will Not Run
2
1. Turn the ignition OFF.
2. Disconnect the engine control module (ECM)
connector.
3. Turn the ignition ON.
4. Connect a test light between terminal 68 of ECM
connector and ground.
Is the test light on?
Go to Step 3 Go to Step 6
3
Check terminals for damage or poor connection.
Does any problem found?
Go to Step 5 Go to Step 4
4
Replace ECM
Is the repair complete?
Go to On
Board
Diagnostic
System Check
5
Repair any damaged terminals or poor connection.
Is the repair complete?
Go to On
Board
Diagnostic
System Check
6
Check the fuse F1.
Is the fuse blown?
Go to Step 7 Go to Step 8
7
1. Check for a short to ground in the circuit and
repair as needed.
2. Replace the blown fuse.
Is the repair complete?
Go to On
Board
Diagnostic
System Check
8
1. Check for an open circuit between fuse F16 and
terminal 68 of ECM connector and repair as
needed.
2. Check the MIL bulb and replace if blown.
Is the repair complete?
Go to On
Board
Diagnostic
System Check
1F32 ENGINE CONTROLS
DAEWOO M-150 BL2
MAA1F030
MALFUNCTION INDICATOR LAMP ON STEADY
Circuit Description
When the ignition is turned ON, the Malfunction Indica-
tor Lamp (MIL) will be turned ON and remain ON until
the engine is running, if no Diagnostic Trouble Codes
(DTCs) are stored. Battery voltage is supplied through
the ignition switch directly to the MIL telltale. The Engine
Control Module (ECM) controls the MIL by providing a
ground path through the MIL control circuit to turn ON
the MIL.
ENGINE CONTROLS 1F33
DAEWOO M-150 BL2
Malfunction Indicator Lamp On Steady
Step Action Value(s) Yes No
1
Perform an Euro On-Board Diagnostic (EOBD)
System Check.
Is the check complete.
Go to Step 2
Go to Euro
On-Board
Diagnostic
System Check
2
1. Turn the ignition OFF.
2. Install the scan tool.
3. Command the Malfunction Indicator Lamp (MIL)
on and off.
Does the MIL turn on and off when commanded?
Go to Step 7 Go to Step 3
3
1. Turn the ignition OFF.
2. Disconnect the engine control module (ECM)
connector.
3. Turn the ignition ON.
Is the MIL off?
Go to Step 6 Go to Step 4
4
Check the MIL control circuit for a short to ground
and repair as needed.
Is a repair necessary?
Go to Step 7 Go to Step 5
5
Replace the instrument panel cluster. Refer to
Section 9E, Instrumentation/Driver Information.
Is the repair complete?
Go to Step 7
6
Replace the ECM.
Is the repair complete?
Go to Step 7
7
1. Using the scan tool, clear the Diagnostic Trouble
Codes(DTCs).
2. Attempt to start the engine.
Does the engine start and continue to run?
Go to Step 8 Go to Step 1
8
Allow the engine to idle until normal operating
temperature is reached.
Check if any DTCs are set.
Are any DTCs displayed that have not been
diagnosed?
Go to applicable
DTC table System OK
1F34 ENGINE CONTROLS
DAEWOO M-150 BL2
FUEL SYSTEM DIAGNOSIS
Circuit Description
The fuel pump is an in-tank type mounted to a fuel send-
er assembly. The fuel pump will remain on as long as the
engine is cranking or running and the Engine Control
Module (ECM) is receiving reference pulses from the
crankshaft position (CKP) sensor. If there are no refer-
ence pulses, the ECM will turn off the fuel pump two sec-
onds after the ignition switch is turned ON or two
seconds after the engine stops running. The fuel pump
delivers fuel to the fuel rail and the fuel injectors, where
the fuel system pressure is controlled from 380 kPa (55
psi) by the fuel pressure regulator. The excess fuel is re-
turned to the fuel tank.
Caution: The fuel system is under pressure. To
avoid fuel spillage and the risk of personal injury or
fire, it is necessary to relieve the fuel system pres-
sure before disconnecting the fuel lines.
Caution: Do not pinch or restrict nylon fuel lines.
Damage to the lines could cause a fuel leak, result-
ing in possible fire or personal injury.
Fuel Pressure Relief Procedure
1. Remove the fuel cap.
2. Remove the fuel pump fuse EF23 from the engine
fuse block.
3. Start the engine and allow the engine to stall.
4. Crank the engine for an additional 10 seconds.
Fuel System Pressure Test
Step Action Value(s) Yes No
1
1. Relieve the fuel system pressure.
2. Install a fuel pressure gauge.
3. Turn the ignition ON.
Is the fuel pressure around the values specified and
holding steady?
380 kPa
(55 psi)
System OK Go to Step 2
2
1. Relieve the fuel system pressure.
2. Install a fuel pressure gauge.
3. Turn the ignition ON.
Is the fuel pressure around the values specified but
not holding steady?
380 kPa
(55 psi)
Go to Step 13 Go to Step 3
3
Inspect the fuel lines for a leak.
Is the problem found?
Go to Step 4 Go to Step 5
4
1. Replace the fuel line(s) as needed.
2. Install a fuel pressure gauge.
3. Turn the ignition ON.
Is the fuel pressure around the values specified and
holding steady?
380 kPa
(55 psi)
System OK
5
1. Remove the fuel pump assembly.
2. With the fuel pump under pressure, inspect the
fuel pump coupling hoses for leaking.
Is the problem found?
Go to Step 6 Go to Step 7
6
1. Tighten or replace the fuel pump coupling hoses
as needed.
2. Install a fuel pressure gauge.
3. Turn the ignition ON.
Is the fuel pressure around the values specified and
holding steady?
380 kPa
(55 psi)
System OK Go to Step 8
7
With the fuel system under pressure, inspect the fuel
return outlet for leaking.
Is the problem found?
Go to Step 8 Go to Step 9
ENGINE CONTROLS 1F35
DAEWOO M-150 BL2
Fuel System Pressure Test (Contd)
Step Action Value(s) Yes No
8
1. Replace the fuel pressure regulator.
2. Install a fuel pressure gauge.
3. Turn the ignition ON.
Is the fuel pressure around the values specified and
holding steady?
380 kPa
(55 psi)
System OK
9
With the fuel system under pressure, inspect the fuel
return inlet for leaking.
Is the problem found?
Go to Step 10 Go to Step 11
10
1. Replace the fuel pump assembly.
2. Install a fuel pressure gauge.
3. Turn the ignition ON.
Is the fuel pressure around the values specified and
holding steady?
380 kPa
(55 psi)
System OK
11
1. Remove the fuel rail and the fuel injectors as an
assembly.
2. With the fuel system under pressure, inspect all
of the fuel injectors for leaking.
Is the problem found?
Go to Step 12
12
1. Replace the leaking fuel injector(s).
2. Install a fuel pressure gauge.
3. Turn the ignition ON.
Is the fuel pressure around the values specified and
holding steady?
380 kPa
(55 psi)
System OK
13
1. Replace the fuel pressure regulator.
2. Start the engine.
3. Allow the engine to idle.
Is the fuel pressure around the values specified and
holding steady?
380 kPa
(55 psi) System OK
1F36 ENGINE CONTROLS
DAEWOO M-150 BL2
MAA1F040
FUEL PUMP RELAY CIRCUIT CHECK
Circuit Description
When the ignition switch is turned ON, the Engine Con-
trol Module (ECM) will supply battery voltage to activate
the fuel pump relay and run the in-tank fuel pump. The
fuel pump will operate as long as the engine is cranking
or running and the ECM is receiving ignition reference
pulses.
If there are no reference pulses, the ECM will shut off
the fuel pump within 2 seconds after the ignition switch
is turned ON.
Diagnostic Aids
An intermittent problem may be caused by a poor con-
nection, rubbed through wire insulation, or a broken wire
inside the insulation.
Fuel Pump Relay Circuit Check
Step Action Value(s) Yes No
1
1. Turn the ignition OFF for 10 seconds.
2. Turn the ignition ON.
3. Listen for in-tank fuel pump operation.
Does the fuel pump operate for the time specified? 2 sec System OK Go to Step 2
2
1. Turn the ignition OFF.
2. Connect battery positive to fuel pump test
connect.
3. Listen for in-tank fuel pump operation.
Does the fuel pump operate?
Go to Step 4 Go to Step 3
ENGINE CONTROLS 1F37
DAEWOO M-150 BL2
Fuel Pump Relay Circuit Check (Contd)
Step Action Value(s) Yes No
3
1. Check for an open circuit between fuel pump test
connector and ground G401, and repair as
needed.
2. Check for the fuel cut-off switch and reset or
replace the fuel cut off switch.
Is the repair complete?
System OK Go to Step 4
4
1. Turn the ignition OFF.
2. Disconnect the fuel pump relay.
3. Connect a test light between the fuel pump relay
connector terminal 66 and battery positive.
4. Turn the ignition ON.
Is the test light on?
Go to Step 6 Go to Step 5
5
Check for an open circuit between terminal 66 of fuel
pump relay and battery positive and repair as
needed.
Is the repair complete?
System OK
6
1. Turn the ignition OFF.
2. Connect a test light between the fuel pump relay
connector terminal 85 and ground.
3. Turn the ignition ON.
Is the test light on? 2 sec Go to Step 8 Go to Step 7
7
Check for an open circuit between terminal 85 of fuel
pump relay and terminal 10 of ECM, and repair as
needed.
Is the repair complete?
System OK
8
1. Turn the ignition OFF.
2. Connect a test light between the fuel pump relay
connector terminal 30 and ground.
Is the test light on?
Go to Step 10 Go to Step 9
9
1. Check the fuse EF19, if blown, repair short circuit
between fuel pump relay 30 terminal.
2. Replace the fuse as needed.
3. Repair an open circuit as needed.
Is the repair complete?
System OK
10
1. Turn the ignition OFF.
2. Measure the resistance between following
terminals:
D Terminal 87 of fuel pump relay and terminal 1
of the fuel cut-off switch(or terminal 1 of
connector C201).
Does the resistance within the value specified. 0 Go to Step 12 Go to Step 11
11
Repair an open circuit as needed.
Is the repair complete?
System OK
12
Replace the fuel pump relay.
Is the repair complete?
System OK Go to Step 13
13
Replace the ECM.
Is the repair complete?
System OK
1F38 ENGINE CONTROLS
DAEWOO M-150 BL2
MAA1F050
MAIN RELAY CIRCUIT CHECK
Circuit Description
When the ignition is turned On or to the START position,
the main relay is energized. The main relay then supply
voltage to the engine fuse block fuse EF25 and EF26.
The Electronic Ignition (EI) system ignition coil is sup-
plied voltage through the engine fuse block fuse EF26.
The fuel injectors are supplied voltage through the en-
gine fuse block fuse EF25.
Diagnostic Aids
D An intermittent problem may be caused by a poor
connection, rubbed through wire insulation, or a bro-
ken wire inside the insulation.
D A fault main relay will cause a no start condition.
There will be no voltage supplied to the EI system
ignition coil, or the fuel injectors. Without voltage sup-
plied to these components, they will not operate.
ENGINE CONTROLS 1F39
DAEWOO M-150 BL2
Main Relay Circuit Check
Step Action Value(s) Yes No
1
1. Turn the ignition OFF.
2. Disconnect the engine fuse block fuse EF26.
3. Turn the ignition ON.
4. With a test light connected to the ground, probe
the fuse terminals nearest the main relay for fuse
EF19.
Is the light on at both terminal?
System OK Go to Step 2
2 Is the light on at only one terminal? Go to Step 3 Go to Step 4
3
Repair the open in the wiring between the main relay
connector terminal 30 and the fuse EF19 as needed.
Is the repair complete?
System OK
4
1. Turn the ignition OFF.
2. Remove the main relay.
3. Turn the ignition ON.
4. With a test light connected to the ground, probe
the main relay terminals 85 and 30.
Is the light on at both terminals.
Go to Step 8 Go to Step 5
5
1. Turn the ignition OFF.
2. Check engine fuse block fuse EF19.
Is one or both fuse blown?
Go to Step 6 Go to Step 7
6
1. Repair short circuit between terminal 87 of main
relay and heated oxygen sensor
2. Replace fuse EF19.
Is the repair complete?
System OK
7
Repair open circuit between terminal 30 of main
relay and fuse EF19.
Is the repair complete?
System OK Go to Step 8
8
1. Turn the ignition OFF.
2. Measure the resistance between following
terminals.
D Terminal 86 of main relay and ground.
D Terminal 87 of main relay and ground.
Is the resistance within the specified value
0 Go to Step 10 Go to Step 9
9
Repair open circuit.
Is the repair complete?
System OK
10
Replace the main relay.
Is the repair complete?
System OK
1F40 ENGINE CONTROLS
DAEWOO M-150 BL2
MAA1F060
MANIFOLD ABSOLUTE PRESSURE CHECK
Circuit Description
The Manifold Absolute Pressure (MAP) sensor measure
the changes in the intake manifold pressure which result
from engine load (intake manifold vacuum) and rpm
changes. The MAP sensor converts these changes into
voltage output. The Engine Control Module (ECM) send
a 5-volt reference voltage to the MAP sensor. As the in-
take manifold pressure changes, the output voltage of
MAP sensor also changes. A low voltage (high vacuum)
output of 1 to 1.5 volts is present at idle. A high voltage
(low vacuum) output of 4.5 to 5.0 volts is present at wide
open throttle. The MAP sensor is also used under cer-
tain conditions to measure barometric attitude changes.
The ECM uses the MAP sensor for the delivery and igni-
tion timing changes.
ENGINE CONTROLS 1F41
DAEWOO M-150 BL2
Manifold Absolute Pressure Check
Step Action Value(s) Yes No
1
1. Turn the ignition OFF.
2. Connect a scan tool to the Data Link Connector
(DLC).
3. Turn the ignition ON.
4. Compare the Manifold Absolute Pressure (MAP)
sensor voltage reading from scanner with that
from known good vehicle.
Is the difference in the two voltage reading less than
the value specified?
0.4 V Go to Step 2 Go to Step 5
2
1. Turn the ignition OFF.
2. Connect a scan tool to the DLC.
3. Disconnect the MAP sensor vacuum line.
4. Connect a hand vacuum pump to the Map sensor.
5. Turn the ignition ON.
6. Note the MAP sensor voltage.
7. Apply 34kPa (10 in. Hg) of vacuum to the Map
sensor and note the voltage change.
Is the difference in voltage readings more than the
value specified?
1.5 V System OK Go to Step 3
3
Inspect the MAP sensor connector terminals.
Is the problem found.
Go to Step 4 Go to Step 5
4
Repair the MAP sensor connector terminals as
needed.
Is the repair complete?
System OK
5
Replace the MAP sensor.
Is the repair complete?
System OK
1F42 ENGINE CONTROLS
DAEWOO M-150 BL2
MAA1F070
IDLE AIR CONTROL SYSTEM CHECK
Circuit Description
The Engine Control Module (ECM) controls the engine
idle speed with the Idle Air Control (IAC) valve. To in-
crease the idle speed, the ECM pulls the IAC pintle
away from its seat, allowing more air to pass by the
throttle body. To decrease the idle speed, it extends the
IAC valve pintle toward its seat, reducing bypass air
flow. A scan tool will read the ECM commands to the
IAC valve in counts. The higher counts indicate more air
bypass (higher idle). The lower counts indicate less air is
allowed to bypass (lower idle).
Diagnostic Aids
If the idle is too high, stop the engine. Fully extend the
Idle Air Control (IAC) valve with a IAC driver. Start the
engine. If the idle speed is above 950 rpm, locate and
repair the vacuum leak. Also, check for a binding throttle
plate or throttle linkage or an incorrect base idle setting.
Idle Air Control Valve Reset Procedure
Whenever the battery cable or the Engine Control Mod-
ule (ECM) connector or the ECM fuse EF6 is discon-
nected or replaced, the following idle learn procedure
must be performed:
1. Turn the ignition ON for 5 seconds.
2. Turn the ignition OFF for 10 seconds.
3. Turn the ignition ON for 5 seconds.
4. Start the engine in park/neutral.
5. Allow the engine to run until the engine coolant is
above 85_C (185_F ).
6. Turn the A/C ON for 10 seconds, if equipped.
7. Turn the A/C OFF for 10 seconds, if equipped.
8. If the vehicle is equipped with an automatic trans-
axle, apply the parking brake. While pressing the
brake pedal, place the transaxle in D (drive).
9. Turn the A/C ON for 10 seconds, if equipped.
10. Turn the A/C OFF for 10 seconds, if equipped.
11. Turn the ignition OFF. The idle learn procedure is
complete.
ENGINE CONTROLS 1F43
DAEWOO M-150 BL2
Idle Air Control System Check
Step Action Value(s) Yes No
1
Perform an Euro On-Board Diagnostic (EOBD)
system check.
Was the check performed?
Go to Step 2
Go to Euro
On-Board
Diagnostic
System Check
2
1. Turn the ignition OFF.
2. Remove Idle Air Control (IAC) valve.
3. Inspect the IAC passages for restrictions.
Is the problem found?
Go to Step 3 Go to Step 4
3
Clean the IAC passages.
Is the repair complete?
System OK
4
Measure the resistance between following terminals
of IAC valve.
D Terminal A and B
D Terminal C and D
Does the resistance equal to the value specified? 4080 Go to Step 6 Go to Step 5
5
Replace the IAC valve.
Is the repair complete?
System OK
6
1. Disconnect the Engine control Module (ECM)
connector.
2. Check for an open or short in the wires between
following terminals.
D Terminal A of IAC valve connector and terminal
70 of ECM connector
D Terminal B of IAC valve connector and terminal
71 of ECM connector
D Terminal C of IAC valve connector and terminal
42 of ECM connector
D Terminal D of IAC valve connector and terminal
72 of ECM connector
Is the problem found?
Go to Step 8 Go to Step 7
7
Repair an open or short circuit as needed.
Is the repair complete?
System OK
8
Inspect the IAC connector terminals and the ECM
connector terminals.
Is the problem found?
Go to Step 9 Go to Step 10
9
Repair or replace the throttle body assembly and/or
ECM connector terminals as needed.
Is the repair complete?
System OK
10
Replace the ECM.
Is the repair complete?
System OK
1F44 ENGINE CONTROLS
DAEWOO M-150 BL2
MAA1F080
IGNITION SYSTEM CHECK
ENGINE CONTROLS 1F45
DAEWOO M-150 BL2
IGNITION SYSTEM CHECK
Circuit Description
The Electronic Ignition (EI) system uses a waste spark
method of spark distribution. In this type of EI system,
the Crankshaft Position (CKP) sensor is mounted to the
oil pump near a slotted wheel that is a part of the crank-
shaft pulley. The CKP sensor sends reference pulses to
the Engine Control Module (ECM). The ECM then trig-
gers the EI system ignition coil. Each cylinder is individu-
al with coil per cylinder in sequence.
This leaves the remainder of the high voltage to be used
to fire the spark plug in the cylinder on its compression
stroke. Since the CKP sensor is in a fixed position, tim-
ing adjustments are not possible or needed.
Ignition System Check
Caution: Use only electrically insulated pliers when
handling ignition wires with the engine running to
prevent an electrical shock.
Step Action Value(s) Yes No
1
1. Remove the spark plugs.
2. Inspect for wet spark plugs, cracks, wear,
improper gap, burned electrodes, or heavy
deposits.
3. Replace the spark plugs as needed.
Is the repair complete?
System OK Go to Step 2
2
Check for the presence of spark from all of the
ignition wires while cranking the engine.
Is spark present from all of the ignition wires?
System OK Go to Step 3
3
1. Measure the resistance of the ignition wires.
2. Replace any ignition wire(s) with a resistance
above the value specified.
3. Check for the presence of spark from all of the
ignition wires.
Is spark present from all of the ignition wires? 30000 System OK Go to Step 4
4
Is spark present from at least one of the ignition
wires, but not all of the ignition wires?
Go to Step 5 Go to Step 12
5
1. Turn the ignition OFF.
2. Disconnect the Electronic Ignition (EI) system
ignition coil connector.
3. While cranking the engine, measure the voltage
at the EI system ignition coil connector terminal 1.
Does the voltage fluctuate within the values
specified? 0.22.0 V Go to Step 8 Go to Step 6
6
Check for an open in the wire from EI system
ignition coil connector terminal 1 to the Engine
Control Module (ECM) connector terminal 66.
Is the problem found?
Go to Step 7 Go to Step 11
7
1. Repair the wiring as needed.
2. Connect the EI system ignition coil connector.
3. Check for the presence of spark from all of the
ignition wires.
Is spark present from all of the ignition wires?
System OK
8
While cranking the engine, measure the voltage at
the EI system ignition coil connector terminal 2.
Does the voltage fluctuate within the values
specified? 0.22.0 V Go to Step 10 Go to Step 9
1F46 ENGINE CONTROLS
DAEWOO M-150 BL2
Ignition System Check (Contd)
Step Action Value(s) Yes No
9
Check for an open in the wire from EI system
ignition coil connector terminal 2 to the Engine
Control Module (ECM) connector terminal 1.
Is the problem found?
Go to Step 7 Go to Step 11
10
1. Replace the EI system ignition coil.
2. Connect the EI system ignition coil connector.
3. Check for the presence of spark from all of the
ignition wires.
Is spark present from all of the ignition wires?
System OK
11
1. Replace the ECM.
2. Connect the EI system ignition coil connector.
3. Check for the presence of spark from all of the
ignition wires.
Is spark present from all of the ignition wires?
System OK
12
1. Turn the ignition OFF.
2. Disconnect the crankshaft position (CKP) sensor
connector.
3. Measure the resistance between the CKP sensor
terminals 1 and 2.
Is the resistance within the value specified?
4. Measure the resistance between following
terminals.
D Terminals 1 and 3 of CKP sensor.
D Terminals 2 and 3 of CKP sensor.
Is the resistance within the value specified?
400600
Go to Step 14 Go to Step 13
13
Replace the crankshaft position sensor.
Is the repair complete?
System OK
14
1. Turn the ignition ON.
2. Measure the voltage between the CKP sensor
connector terminals 1 and 3.
Is the voltage within the value specified? 0.951.10 V Go to Step 20 Go to Step 15
15
Measure the voltage between the CKP sensor
connector terminal 1 and ground.
Is the voltage within the value specified? 0.951.10 V Go to Step 18 Go to Step 16
16
Check the wire between the CKP sensor connector
terminal 1 and the ECM connector terminal 54 for an
open or short.
Is the problem found?
Go to Step 17 Go to Step 10
17
Repair the wire between the CKP sensor connector
terminal 1 and the ECM connector terminal 54.
Is the repair complete?
System OK
18
Check the wire between the CKP sensor connector
terminal 3 and ground for an open or short.
Is the problem found?
Go to Step 19 Go to Step 11
19
Repair the wire between the CKP sensor connector
terminal 3 and ground.
Is the repair complete?
System OK
20
1. Turn the ignition ON.
2. Measure the voltage between the CKP sensor
connector terminals 2 and 3.
Is the voltage within the value specified? 0.951.10 V Go to Step 24 Go to Step 21
ENGINE CONTROLS 1F47
DAEWOO M-150 BL2
Ignition System Check (Contd)
Step Action Value(s) Yes No
21
Measure the voltage between the CKP sensor
connector terminal 2 and ground.
Is the voltage within the value specified? 0.951.10 V Go to Step 18 Go to Step 22
22
Check the wire between the CKP sensor connector
terminal 2 and the ECM connector terminal 24 for an
open or short.
Is the problem found?
Go to Step 23 Go to Step 11
23
Repair the wire between the CKP sensor connector
terminal 2 and the ECM connector terminal 24.
Is the repair complete?
System OK
24
1. Turn the ignition OFF.
2. Connect a test light between the EI system
ignition coil connector terminal 2 and ground.
3. Turn the ignition ON.
Is the test light on?
Go to Step 27 Go to Step 25
25
Check for an open in the wiring between the EI
system ignition coil connector, terminal 1 and the
main relay connector terminal 87.
Is the problem found?
Go to Step 26
Go to Main
Relay Circuit
Check
26
Repair the open in the wiring between the EI system
ignition coil connector terminal 1 and the main relay
connector terminal 87.
Is the repair complete?
System OK
27
Check for a damage in the terminal of the EI system
ignition coil connector and repair as needed.
Is the repair complete?
System OK
1F48 ENGINE CONTROLS
DAEWOO M-150 BL2
MAA1F090
ENGINE COOLING FAN CIRCUIT CHECK
Circuit Description
The engine cooling fan circuit operates the cooling fan.
The cooling fan is controlled by the engine control mod-
ule (ECM) based on input from the coolant temperature
sensor (CTS) and the A/C ON/OFF. The ECM controls
the low speed cooling fan operation by internally ground-
ing the ECM connector terminal 39. This energizes the
low speed cooling fan relay and operates the cooling fan
at low speed. The low speed cooling fan operation is
achieved by the cooling fan resistor causing a drop in
the voltage supplied to the cooling fan. The ECM con-
trols the high speed cooling fan operation by internally
grounding the ECM connector terminal 5. This ener-
gizes the high speed cooling fan relay, bypassing the ra-
diator fan resistor. This results in high speed cooling fan
operation.
Diagnostic Aids
D If the owner complained of an overheating problem, it
must be determined if the complaint was due to an
actual boil over, or the engine coolant temperature
gauge indicated overheating. If the engine is over-
heating and the cooling fans are on, the cooling sys-
tem should be checked.
D If the engine fuse block fuse EF15 become open
(blown) immediately after installation, inspect for a
short to ground in the wiring of the appropriate circuit.
If the fuse become open (blown) when the cooling
fans are to be turned on by the Engine Control Mod-
ule (ECM), suspect a faulty cooling fan motor.
D The ECM will turn the cooling fan on at low speed
when the coolant temperature is 93_C (199_F). The
ECM will turn the cooling fans off when the coolant
temperature is 90_C (194_F).
D The ECM will turn the cooling fans on at high speed
when the coolant temperature is 100_C (212_F). The
ECM will change the cooling fans from high speed to
low speed when the coolant temperature is 97_C
(207_F).
ENGINE CONTROLS 1F49
DAEWOO M-150 BL2
Engine Cooling Fan Circuit Check
Step Action Value(s) Yes No
1
Perform an Euro On-Board Diagnostic (EOBD)
System Check.
Was the check performed?
Go to Step 2
Go to Euro
On-Board
Diagnostic
System Check.
2
1. Check the fuses EF3 and EF10 in engine fuse
block.
2. Replace the fuse(s) as needed.
Is the fuse(s) OK?
Go to Step 3
Go to
Diagnostic
Aids
3
1. Turn the ignition OFF.
2. Turn the A/C switch OFF. If equipped.
3. Connect a scan tool to the Data Link Connector
(DLC).
4. Start the engine.
5. The main cooling fan should run at low speed
when the coolant temperature reaches 96_C
(205_F).
Does the cooling fan run at low speed?
Go to Step 4 Go to Step 8
4
The cooling fans should run at high speed when the
coolant temperature reaches 100_C (212_F).
Do the cooling fans run at high speed?
Go to Step 5 Go to Step 19
5
1. Turn the ignition OFF.
2. Start the engine.
3. Turn the A/C switch ON.
Does the cooling fan runs at low speed?
Go to Step 7 Go to Step 6
6
1. Diagnose the A/C compressor clutch circuit.
2. Repair the A/C compressor clutch circuit as
needed.
Is the repair complete?
System OK
7
1. Turn the ignition OFF.
2. Start the engine.
3. Turn the A/C switch ON and raise the rpm.
4. The cooling fan should run at high speed when
the high side A/C pressure reaches 2068 kPa
(300 psi).
Do the cooling fans run at high speed?
System OK
8
1. Turn the ignition OFF.
2. Disconnect the cooling fan connector.
3. Turn the ignition ON.
4. Connect a test light between terminal 1 of cooling
fan connector and ground.
Is the test light on?
Go to Step 9 Go to Step 12
9
Connect a test light between terminal 2 of cooling
fan connector and battery positive.
Is the test light on?
Go to Step 11 Go to Step 10
10
Repair open circuit between terminal 2 of cooling fan
connector and ground.
Is the repair complete?
System OK
11
Check for a damaged terminals in main cooling fan
connector and repair it or replace the main cooling
fan.
Is the repair complete?
System OK
1F50 ENGINE CONTROLS
DAEWOO M-150 BL2
Engine Cooling Fan Circuit Check (Contd)
Step Action Value(s) Yes No
12
1. Turn the ignition ON.
2. Connect a test light between terminals 86 and 30
of low speed cooling fan relay and ground.
Does the test light on for both case?
Go to Step 14 Go to Step 13
13
Repair power supply circuit.
D Fuse EF15 and terminal 30 of low speed cooling
fan relay.
Is the repair complete?
System OK Go to Step 14
14
1. Turn the ignition OFF.
2. Disconnect Engine Control Module (ECM)
connectors.
3. Turn the ignition ON.
4. Connect a jump wire between terminal 5 and
ground.
Does the cooling fan run at low speed?
Go to Step 15 Go to Step 16
15
Replace the ECM.
Is the repair complete?
System OK
16
1. Turn the ignition OFF.
2. Measure the resistance between following
terminals:
D Terminal 85 of low speed cooling fan relay and
terminal 39 of ECM connector.
Are the resistance within the value specified? 0 Go to Step 18 Go to Step 17
17
Repair open circuit.
Is the repair complete?
System OK
18
Replace the low speed cooling fan relay.
Is the repair complete?
System OK
ENGINE CONTROLS 1F51
DAEWOO M-150 BL2
BLANK
1F52 ENGINE CONTROLS
DAEWOO M-150 BL2
MAA1F010
DATA LINK CONNECTOR DIAGNOSIS
Circuit Description
The provision for communicating with the Engine Con-
trol Module (ECM) is the Data Link Connector (DLC). It
is located under the instrument panel. The DLC is used
to connect the scan tool. Battery power and ground is
supplied for the scan tool through the DLC. The Key-
word 2000 serial data circuit to the DLC allows the ECM
to communicate with the scan tool. A Universal Asyn-
chronous Receiver Transmitter (UART) serial data line
is used to communicate with the other modules such as
the Electronic Brake Control Module (EBCM), the Sup-
plemental Inflatable Restraint (SIR) system. and the In-
strument Panel Cluster.
Diagnostic Aids
Ensure that the correct application (model line, car year,
etc.) has been selected on the scan tool. If communica-
tion still cannot be established, try the scan tool on
another vehicle to ensure that the scan tool or cables
are not the cause of the condition.
An intermittent may be caused by a poor connection,
rubbed through wire insulation, or a broken wire inside
the insulation.
Any circuitry that is suspected of causing an intermittent
complaint should be thoroughly checked for the follow-
ing conditions:
D Backed-out terminals.
D Improper mating of terminals.
D Broken locks.
D Improperly formed or damaged terminals.
D Poor terminal-to-wiring connection.
D Physical damage to the wiring harness.
D Corrosion.
ENGINE CONTROLS 1F53
DAEWOO M-150 BL2
Data Link Connector Diagnosis
Step Action Value(s) Yes No
1
Perform an Euro On-Board Diagnostic (EOBD)
System Check.
Was the check performed?
Go to Step 2
Go to Euro
On-Board
Diagnostic
System Check.
2
With a test light connected to the ground, probe the
Data Link Connector (DLC) battery feed terminal 16.
Is the test light on?
Go to Step 4 Go to Step 3
3
Repair an open or short to ground in the DLC battery
feed circuit .
Is the repair complete?
Go to Step 4
4
With a test light connected to the battery, probe the
Data Link Connector (DLC) ground terminal 4 and 5.
Is the test light on?
Go to Step 6 Go to Step 5
5
Repair an open circuit .
Is the repair complete?
Go to Step 6
6
1. Turn the ignition OFF.
2. Connect a scan tool to the Data Link Connector
(DLC).
3. Turn the ignition ON.
Does the scan tool power up?
Go to Step 8 Go to Step 7
7
Check for damages in the terminal of DLC and scan
tool, and repair as needed.
Is the repair complete?
Go to Step 8
8
Using a scan tool, request engine data of Engine
Control Module (ECM).
Does the scan tool display any data?
Go to Step 12 Go to Step 9
9
Install the scan tool on another vehicle and check for
proper operation.
Does the scan tool work properly on a different
vehicle.
Go to Step 11 Go to Step 10
10
The scan tool is malfunctioning.
Refer to the scan tools manual for repair.
Is the repair complete?
Go to Step 12
11
Repair communication circuit between ECM and
DLC.
Is the repair complete?
Go to Step 12
12
1. Using a scan tool, clear the Diagnostic Trouble
Codes(DTCs).
2. Attempt to start the engine.
Does the engine and continue to run?
Go to Step 13 Go to Step 1
13
1. Allow the engine to idle until normal operation
temperature reached.
2. Check if any DTCs are set?
Are any DTCs displayed that have not been
diagnosed?
Go to applicable
DTC table
System OK
1F54 ENGINE CONTROLS
DAEWOO M-150 BL2
FUEL INJECTOR BALANCE TEST
A fuel injector tester is used to energize the injector for a
precise amount of time, thus spraying a measured
amount of fuel into the intake manifold. This causes a
drop in the fuel rail pressure that can be recorded and
used to compare each of the fuel injectors. All of the fuel
injectors should have the same pressure drop.
Fuel Injector Balance Test Example
Cylinder 1 2 3
First Reading 380 kPa
(55 psi)
380 kPa
(55 psi)
380 kPa
(55 psi)
Second Reading 215 kPa
(31 psi)
201 kPa
(29 psi)
230 kPa
(33 psi)
Amount Of Drop 165 kPa
(24 psi)
179 kPa
(26 psi)
151 kPa
(22 psi)
Average Range: 156-176 kPa
(22.5-25.5 psi)
Injector OK Faulty Injector
Too Much
Pressure Drop
Faulty Injector
Too Little
Pressure Drop
Caution: The fuel system is under pressure. To
avoid fuel spillage and the risk of personal injury or
fire, it is necessary to relieve the fuel system pres-
sure before disconnecting the fuel lines.
Caution: Do not pinch or restrict fuel lines. Damage
to the lines could cause a fuel leak, resulting in pos-
sible fire or personal injury.
Notice: In order to prevent flooding of the engine, do not
perform the Injector Balance Test more than once (in-
cluding any retest on faulty fuel injectors) without run-
ning the engine.
Test
Notice: An engine cool down period of 10 minutes is
necessary in order to avoid irregular readings due to hot
soak fuel boiling.
1. Connect the fuel pressure gauge carefully to avoid
any fuel spillage.
2. The fuel pump should run about 2 seconds after the
ignition is turned to the ON position.
3. Insert a clear tube attached to the vent valve of the
fuel pressure gauge into a suitable container.
4. Bleed the air from the fuel pressure gauge and hose
until all of the air is bled from the fuel pressure gauge.
5. The ignition switch must be in the OFF position at
least 10 seconds in order to complete the electronic
control module (ECM) shutdown cycle.
6. Turn the ignition ON in order to get the fuel pressure
to its maximum level.
7. Allow the fuel pressure to stabilize and then record
this initial pressure reading. Wait until there is no
movement of the needle on the fuel pressure gauge.
8. Follow the manufacturers instructions for the use of
the adapter harness. Energize the fuel injector test-
er once and note the fuel pressure drop at its lowest
point. Record this second reading. Subtract it from
the first reading to determine the amount of the fuel
pressure drop.
9. Disconnect the fuel injector tester from the fuel in-
jector.
10. After turning the ignition ON, in order to obtain maxi-
mum pressure once again, make a connection at
the next fuel injector. Energize the fuel injector test-
er and record the fuel pressure reading. Repeat this
procedure for all the injectors.
11. Retest any of the fuel injectors that the pressure
drop exceeds the 10 kPa (1.5 psi) specification.
12. Replace any of the fuel injectors that fail the retest.
13. If the pressure drop of all of the fuel injectors is with-
in 10 kPa (1.5 psi), then the fuel injectors are flowing
normally and no replacement should be necessary.
14. Reconnect the fuel injector harness and review the
symptom diagnostic tables.
ENGINE CONTROLS 1F55
DAEWOO M-150 BL2
DIAGNOSTIC TROUBLE CODE DIAGNOSIS
CLEARING TROUBLE CODES
Notice: To prevent Engine Control Module (ECM) dam-
age, the key must be OFF when disconnecting or recon-
necting the power to the ECM (for example battery
cable, ECM pigtail connector, ECM fuse, jumper cables,
etc.).When the ECM sets a Diagnostic Trouble Code
(DTC), the Malfunction Indicator Lamp (MIL) lamp will
be turned on only for type A, B and E but a DTC will be
stored in the ECM’s memory for all types of DTC. If the
problem is intermittent, the MIL will go out after 10 sec-
onds if the fault is no longer present. The DTC will stay
in the ECM’s memory until cleared by scan tool. Remov-
ing battery voltage for 10 seconds will clear some stored
DTCs.
DTCs should be cleared after repairs have been com-
pleted. Some diagnostic tables will tell you to clear the
codes before using the chart. This allows the ECM to set
the DTC while going through the chart, which will help to
find the cause of the problem more quickly.
DIAGNOSTIC TROUBLE CODES
DTC Function Error Type Illuminate MIL
P0107 Manifold Absolute Pressure Sensor Low Voltage A YES
P0108 Manifold Absolute Pressure Sensor High voltage A YES
P0112 Intake Air Temperature Sensor Low Voltage E YES
P0113 Intake Air Temperature Sensor High voltage E YES
P0117 Engine Coolant Temperature Sensor Low Voltage A YES
P0118 Engine Coolant Temperature Sensor High voltage A YES
P0122 Throttle Position Sensor Low Voltage A YES
P0123 Throttle Position Sensor Hig voltage A YES
P0131 Oxygen Sensor Low Voltage A YES
P0132 Oxygen Sensor High Voltage A YES
P0133 Oxygen Sensor No Activity E YES
P0137 Heated Oxygen Sensor Low Voltage E YES
P0138 Heated Oxygen Sensor high voltage E YES
P0140 Heated Oxygen Sensor No Activity E YES
P0141 Heated Oxygen Sensor Heater Malfuction E YES
P0171 Fuel Trim System Too Lean E YES
P0172 Fuel Trim System Too Rich E YES
P1230 Fuel Pump Relay Low Voltage A YES
P1231 Fuel Pump Relay High Voltage A YES
P0261 Injector 1 Low Voltage A YES
P0262 Injector 1 high voltage A YES
P0264 Injector 2 Low Voltage A YES
P0265 Injector 2 high voltage A YES
P0267 Injector 3 Low Voltage A YES
P0268 Injector 3 high voltage A YES
P0300 Multifle Cylinder Misfire A/E BLINKING/ON
P1320 Crankshatft Segment Period Segment Adaptation At Limit E YES
P1321 Crankshatft Segment Period Tooth Error E YES
P0327 Knock Sensor Circuit Fault E YES
P0335 Magnetic Crankshaft Position Sensor Electrical Error E YES
1F56 ENGINE CONTROLS
DAEWOO M-150 BL2
Diagnostic Trouble Codes (Cont’d)
DTC Function Error Type Illuminate MIL
P0336 58X Crankshaft Position Sensor Extra/missing Pulse E YES
P0337 58X Crankshaft Sensor No Signal E YES
P0341 Camshaft Position Sensor Rationality E YES
P0342 Camshaft Position Sensor No Signal E YES
P0351 Ignition Signal Coil A Fault A YES
P0352 Ignition Signal Coil B Fault A YES
P0353 Ignition Signal Coil C Fault A YES
P1382 Rough Road Data Invalid (Non ABS) Cnl NO
P1382 Rrough Road Data Invalid (ABS) Cnl NO
P1385 Rough Road Sensor Circuit Fault (Non ABS) Cnl NO
P1385 Rough Road Sensor Circuit Fault (ABS) Cnl NO
P0400 Exhaust Gas Recirculation Out of Limit E YES
P1402 Exhaust Gas Recirculation Blocked E YES
P1403 Exhaust Gas Recirculation Valve Failure E YES
P0404 Electric Exhaust Gas Recirculation (EEGR) Opend E YES
P1404 Electric Exhaust Gas Recirculation (EEGR) Closed E YES
P0405 EEGR Pintle Position Sensor Low Voltage E YES
P0406 EEGR Pintle Position Sensor High voltage E YES
P0420 Catalyst Low Efficiency E YES
P0444 EVAP Purge Control Circuit No Signal E YES
P0445 EVAP Purge Control Circuit Fault E YES
P0462 Fuel Level Sensor Low Voltage Cnl NO
P0463 Fuel Level Sensor High voltage Cnl NO
P0480 Low Speed Cooling Fan Relay Circuit Fault (Without A/C) Cnl NO
P0480 Low Speed Cooling Fan Relay Circuit Fault (With A/C) Cnl NO
P0481 High Speed Cooling Fan Relay High Voltage (Without A/C) Cnl NO
P0481 High Speed Cooling Fan Relay High Voltage (With A/C) Cnl NO
P0501 Vehicle Speed No Signal (M/T Only) A YES
P0505 Idle Air Control Valve (IACV) Error E YES
P1535 Evaporator Temperature Sensor High Voltage Cnl NO
P1536 Evaporator Temperature Sensor Low Voltage Cnl NO
P1537 A/C Compressor Relay High Voltage Cnl NO
P1538 A/C Compressor Relay Low Voltage Cnl NO
P0562 System Voltage (Engine Side) Too Low Cnl NO
P0563 System Voltage (Engine Side) Too High Cnl NO
P0601 Engine Control Module Checksum Error E YES
P0604 Engine Control Module RAM Error E YES
P0605 Engine Control Module NMVY Write Error E YES
P1610 Main Relay High Voltage A YES
P1611 Main Relay Low Voltage A YES
P1628 Immobilizer No Successful Communication Cnl NO
P1629 Immobilizer Wrong Computation Cnl NO
P0656 Fuel Level Gauge High Circuit Fault Cnl NO
ENGINE CONTROLS 1F57
DAEWOO M-150 BL2
Diagnostic Trouble Codes (Contd)
DTC Function Error Type Illuminate MIL
P1660 Malfunction Indicator Lamp(MIL) High Voltage E YES
P1661 Malfunction Indicator Lamp(MIL) Low Voltage E YES
1F58 ENGINE CONTROLS
DAEWOO M-150 BL2
MAA1F060
DIAGNOSTIC TROUBLE CODE (DTC) P0107
MANIFOLD ABSOLUTE PRESSURE SENSOR LOW VOLTAGE
Circuit Description
The engine control module (ECM) uses the Manifold Ab-
solute Pressure (MAP) sensor to control the fuel deliv-
ery and the ignition timing. The MAP sensor measures
the changes in the intake manifold pressure, which re-
sults from engine load (intake manifold vacuum) and the
rpm changes; and converts these into voltage outputs.
The ECM sends a 5 volt-reference voltage to the MAP
sensor. As the manifold pressure changes, the output
voltage of the MAP sensor also changes. By monitoring
the MAP sensor output voltage, the ECM knows the
manifold pressure. A low-pressure (low voltage) output
voltage will be about 1.0 to 1.5 volts at idle, while higher
pressure (high voltage) output voltage will be about 4.5
to 5.0 at wide open throttle (WOT). The MAP sensor is
metric pressure, allowing the ECM to make adjustments
for different altitudes.
Conditions for Setting the DTC
D This DTC can be stored in key-on status.
(Case A)
D When the engine idling.
D No throttle position(TP) sensor fail conditions pres-
ent.
D Engine speed(rpm) is less than 2,500rpm.
D The MAP is less than 15kPA.
(Case A)
D When the engine part load.
D The engine revolution speed is less than 4,000rpm.
D No Throttle Position (TP) Sensor fails conditions
present.
D The Throttle Position (TP) angle greather than 20.0
D The MAP is less than 15 kPA.
An open or low voltage condition exists.
Action Taken when the DTC Sets
D The Malfunction Indicator Lamp (MIL) will illuminate.
D The ECM will record operating conditions at the time
the diagnostic fails. This information will be stored in
the Freeze Frame and Failure Records buffers.
D A history DTC is stored.
D The coolant fan turns ON.
D The ECM will substitutes a fixed MAP value and use
TP to control the fuel delivery (the scan tool will not
show defaulted)
Conditions for Clearing the MIL/DTC
D The MIL will turn off after four consecutive ignition
cycles in which the diagnostic runs without a fault.
D A history DTC will clear after 40 consecutive warm-up
cycles without a fault.
D DTC(s) can be cleared by using the scan tool.
Diagnostic Aids
With the ignition ON and the engine stopped, the man-
ifold pressure is equal to atmosphere pressure and the
signal voltage will be high.
The ECM as an indication of vehicle altitude uses this
information. Comparison of this reading with a known
good vehicle with the same sensor is a good way to
check the accuracy of a suspect sensor. Readings
should be the same ±0.4volt.
If a DTC P 0107 is intermittent, refer to “Manifold Abso-
lute Pressure Check” in this Section for further diagno-
sis.
ENGINE CONTROLS 1F59
DAEWOO M-150 BL2
If the connections are OK monitor the manifold absolute
pressure (MAP) sensor signal voltage while moving re-
lated connectors and the wiring harness. If the failure is
induced, the display on the scan tool will change. This
may help to isolate the location of an intermittent mal-
function.<