2003 DAEWOO MATIZ Service Repair Manual

ENGINE CONTROLS 1F–15
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:
Passed the last test.

Run and passed during this ignition cycle.

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:

Few switch count (rich to lean or lean to rich).

Slow response (average transient time lean to rich or
rich to lean).

Response time ratio (ratio of average transient time
rich(lean) to lean(rich)).

Inactive signal (output steady at bias voltage approxi-
mately 450 mV).

Signal fixed high.

Signal fixed low.
The catalyst monitor heated oxygen sensor (HO2S) is
diagnosed for the following conditions:

Heater performance (current during IGN on).

Signal fixed low during steady state conditions or
power enrichment (hard acceleration when a rich mix-
ture should be indicated).

Signal fixed high during steady state conditions or de-
celeration mode (deceleration when a lean mixture
should be indicated).

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

1F–16 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
1000–3200 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
#1–4) 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 #1–4) 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, evenwhen 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:

Contaminated fuel.

Low fuel.

Fuel-fouled spark plugs.

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 1F–17
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:

Engine Control Module (ECM) grounds for being
clean, tight, and in their proper location.

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.

Air leaks at the throttle body mounting area and the
intake manifold sealing surfaces.

Ignition wires for cracks, hardness, proper routing,
and carbon tracking.

Wiring for proper connections.

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:

Poor mating of the connector halves.

Terminals not fully seated in the connector body.

Improperly formed or damaged terminals. All connec-
tor terminals in a problem circuit should be carefullyinspected, reformed, or replaced to insure contact
tension.

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:

Improper installation of electrical options such as
lights, two way radios, sound, or security systems.

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:

Do they always buy from the same source? If so, fuel
quality problems can usually be discounted.

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.

1F–18 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 1F–19
DAEWOO M-150 BL2
Euro On-Board Diagnostic (EOBD) System Check
StepActionValue(s)YesNo
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 3Go 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”
5Select DISPLAY DTC with the scan tool.
Are any Diagnostic Trouble Codes stored?–Go to Step 6Go 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 9Go 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 2Go to Step 11
11Replace the ECM.
Is the repair complete?–System OK–

1F–20 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 willbe 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 ECM’s 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
StepActionValue(s)YesNo
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 3Go 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 9Go 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 6Go 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
8Replace 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 OKGo to Step 2

ENGINE CONTROLS 1F–21
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:

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.

Inspect the wiring harness for damage. If the harness
appears to be OK, observe an affected sensor’s 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 sensor’s displayed value will indicate
the location of the fault.

1F–22 ENGINE CONTROLS
DAEWOO M-150 BL2
Multiple ECM Information Sensor DTCs Set
StepActionValue(s)YesNo
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:

Poor connection at the ECM.

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 19Go to Step 3
3
1. Check the sensor ground circuit for the following
conditions:

Poor connection at the ECM or affected
sensors.

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 19Go 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 VGo to Step 5Go 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 VGo to Step 6Go 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 VGo to Step 7Go 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 VGo to Step 8Go 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 VGo to Step 16Go 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 VGo to Step 10Go to Step 15
10Replace 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
–