2003 DAEWOO MATIZ four wheel drive

ENGINE CONTROLS 1F–139
DAEWOO M-150 BL2
DIAGNOSTIC TROUBLE CODE (DTC) – P0300 MULTIPLE CYLINDER MISFIRE
System Description
The Engine Control Module (ECM) monitors the crank-
shaft and camshaft positions to detect if the engine is
misfiring. The ECM looks for a quick drop in crankshaft
speed. This test is executed in blocks of 100 engine rev-
olution tests. It may take between one to several tests to
store a Diagnostic Trouble Code (DTC) and illuminate
the Malfunction Indicator Lamp (MIL). Under light misfire
conditions, it may also take more than one trip to set a
DTC. Severe misfire will flash the MIL, indicating that
catalyst damage is possible.
Conditions for Setting the DTC

Emission threshold is 3.0% for automatic transaxle
and 3.0% for manual transaxle.

20 engine cycles have occurred since cranking has
started.

A/C compressor clutch has not just engaged or disen-
gaged.

Engine load and engine speed are in a detectable re-
gion and are at or above zero torque.

Camshaft Position (CMP) sensor is in synchroniza-
tion.

Electric Exhaust Gas Recirculation (EEGR) flow
diagnostic is not in progress.

Fuel level is greater than or equal to 20% of rated
tank capacity.

Decel Fuel Cutoff (DFCO) not active.

Fuel is not shutoff from high engine speed of 6500
rpm for manual transaxle vehicle or 6500 rpm in drive
and 6250 rpm in park for automatic transaxle ve-
hicles.

Fuel is not shutoff at 255 km/h (158 mph).

An automatic transmission is not shifting.

Throttle position change is less than 3% per 125 ms.

Vehicle has not encountered an abusive engine
speed of 7000 rpm.

Crankshaft speed patters are normal.
Throttle position is less than 4% when vehicle speed
is greater than 10 km/h (6 mph).

Engine speed is between 600 and 4500 rpm.

Vehicle voltage is between 11 and 16 volts.

Engine Coolant Temperature (ECT) is between –7°C
(20°F) and 120°C (248°F).

The engine speed is less than or equal to 1800 rpm or
the crank angle sensing error has not been learned.

There is the correct ratio between Crankshaft Posi-
tion (CKP) sensor pulses and CMP sensor pulses.

DTCs P0106, P0107, P0108, P0117, P0118, P0122,
P0123, P0320, P0337, P0341, P0342 and P0502 are
not set.
Action Taken when the DTC Sets

Emission related.

“Armed” after two trip with a fail.

“Disarmed” after one trip with a pass.

MIL on if failure is detected in three consecutive trips.

Stores a History DTC on the third consecutive with a
fail (The DTC will be armed after the second fail).

Stores a Freeze Frame on the third consecutive trip
with a fail (if empty).
Conditions for Clearing the MIL/DTC

The MIL will turn off after four consecutive ignition
cycles in which the diagnostic runs without a fault.

A history DTC will clear after 40 consecutive warm up
cycles without a fault.

DTC(s) can be cleared by using the scan tool.

Disconnecting the ECM battery feed for 10 seconds.
Diagnostic Aids
An intermittent can also be the result of a defective re-
luctor wheel. Remove the CKP sensor and inspect the
reluctor wheel through the sensor mount hole. Check for
porosity and the condition of wheel. If the DTC is inter-
mittent refer to “Symptoms Diagnosis” in this section.
DTC P0300 – Multiple Cylinder Misfire
StepActionValue(s)YesNo
1
Perform an Euro On-Board Diagnostic (EOBD)
System Check.
Was the check performed?
–
Go to Step 2
Go to
“On-Board
Diagnostic
System Check”
2
1. Install a scan tool to the Data Link Connector
(DLC).
2. Turn the ignition ON, with the engine OFF.
3. Request Diagnostic Trouble Codes (DTCs)
Are DTCs P0201, P0202, P0203, P0204 set?
–Go to
Applicable DTC
table
Go to Step 3

ANTILOCK BRAKE SYSTEM 4F–3
DAEWOO M-150 BL2
DESCRIPTION AND OPERATION
ABS SYSTEM COMPONENTS
The Antilock Braking System (ABS) consists of a con-
ventional hydraulic brake system plus antilock compo-
nents. The conventional brake system includes a
vacuum booster, master cylinder, front disc brakes, rear
drum brakes, interconnecting hydraulic brake pipes and
hoses, brake fluid level sensor and the BRAKE indicator.
The ABS components include a hydraulic unit, an elec-
tronic brake control module (EBCM), two system fuses,
four wheel speed sensors (one at each wheel), intercon-
necting wiring, the ABS indicator, and the rear drum
brake. See “ABS Component Locator” in this section for
the general layout of this system.
HYDRAULIC UNIT
The hydraulic unit with the attached EBCM is located
between the surge tank and the fire wall on the right side
of the vehicle. The basic hydraulic unit configuration
consists of return pump motor, return pump, four isola-
tion valves, four dump valves, two Low Pressure Accu-
mulators (LPA), two High Pressure Attenuators (HPA).
The hydraulic unit controls hydraulic pressure to the
front calipers and rear wheel cylinders by modulating hy-
draulic pressure to prevent wheel lockup.
Isolation valve
The isolation valve is placed in the brake fluid path from
the master cylinder to the relevant brake caliper and al-
lows free flow as commanded by the driver during nor-
mal braking and reapply phases.
In the isolation phase the coil moves the armature down,
which closes the normally open isolation orifice and pre-
vents any further increase of pressure in the brake. The
valve also remains closed during the dump phase.
The lip seal provides a one way return path for brake
fluid to flow through in:
1. Foot off pedal during isolation.
2. Residual LPA fluid.
D107E002
Dump Valve
The dump valve creates a flow path from the isolation
cartridge (brake side) to the low pressure accumulator
(LPA). The valve keeps this path permanently closed ex-
cept during the dump phase in the ABS mode. On ac-
tivation (dump phase), the coil moves up the armature
which opens the normally closed dump orifice and allow
to drain the pressure in the brake line with the brake fluid
flowing into the LPA.
The lip seal provides a return path for residual brake
fluid in the LPA.
D107E003
Low Pressure Accumulator (LPA)
LPA provides a variable chamber for brake fluid to be
quickly pushed in through the dump valve at the begin-
ning of a departure. This chamber then acts as a reser-
voir which buffers the pump.
D107E004
High Pressure Attenuator (HPA)
The HPA is in between the pump and the ISO valve
(master cylinder side) and uses the bulk mode of the
contained plastic damper and orifice size to dump out
the pressure oscillations from the pump to reduce the

4F–4 ANTILOCK BRAKE SYSTEM
DAEWOO M-150 BL2
feed back to the master cylinder and brake pedal.
D107E005
Return Pump Motor
The motor drives two pump elements through the ec-
centric wheel on its shaft.
Return Pump
Description: Each pump element consists of a fixed
displacement piston driven by an eccentric on the end of
the eccentric motor. It has two check valves (inlet and
outlet) and is fed with fluid by the low pressure accumu-
lator.
Operation:
Compression stroke: the pump is filled via the inlet ball
seat, then the motor eccentric rotates moving the piston
to displace the fluid. After the pressure build-up closes
the inlet valve the piston displacement increases the
pressure until the outlet ball opens. The outlet pressure
will continue to increase for the rest of the piston stroke.
Return Stroke: The piston retracts, forced by its spring,
as the motor eccentric returns to its low end position.
The pressure at the inlet side of the outlet ball then de-
creases due to the displaced volume and the pressure
difference across this ball holds it closed.
The pressure at the outlet side of the inlet ball seat,
which is set to open at a certain pressure level also de-
creases until this valve opens. With the outlet ball
closed, the pump is filled with additional fluid from the
low pressure accumulator.
The pressure will continue until a stall point is reached
and compression of the piston cannot generate enough
differential pressure anymore to open the outlet ball
seat.
D17E006A
Return Pump
Return Pump
Motor(0.12~0.16 in.)
EBCM (ELECTRONIC BRAKE
CONTROL MODULE)
Notice: There is no serviceable. The EBCM must be re-
placed as an assembly.
The EBCM is attached to the hydraulic unit in the engine
compartment. The controlling element of ABS is a mi-
croprocessor-based EBCM. Inputs to the system in-
clude the four wheel speed sensors, the stoplamp
switch, the ignition switch, and the unswitched battery
voltage. There is an output to a bi-directional serial data
link, located in pin M of the assembly line diagnostic link
(ALDL), for service diagnostic tools and assembly plat
testing.
The EBCM monitors the speed of each wheel. If any
wheel begins to approach lockup and the brake switch is
closed (brake pedal depressed), the EBCM controls the
dump valve to reduce brake pressure to the wheel ap-
proaching lockup. Once the wheel regains traction,
brake pressure is increased until the wheel again begins
to approach lockup. The cycle repeats until either the
vehicle comes to a stop, the brake pedal is released or
no wheels approach lockup.
Additionally, the EBCM monitors itself, each input (ex-
cept the serial data link), and each output for proper op-
eration. If it detects any system malfunction, the EBCM
will store a DTC in nonvolatile memory (DTCs will not
disappear if the battery is disconnected).

ANTILOCK BRAKE SYSTEM 4F–5
DAEWOO M-150 BL2
D107E001
WHEEL SPEED SENSORS AND
RINGS
Front wheel speed sensors are installed to the front
knuckle and rear wheel speed sensors are installed to
the backing plate.
Wheel speed sensors are no serviceable. And the air
cap is not adjusted. Front wheel speed sensor ring is
pressed onto the drive axle shaft. Each ring contains 40
equally spaced teeth. Exercise care during service pro-
cedures to avoid prying or contacting this ring. Exces-
sive contact may cause damage to one or more teeth.
Rear wheel speed sensor rings are incorporated into the
hub drum.
D107E007
D107E008
ELECTRONIC BRAKE DISTRIBUTION
ABS features an enhanced algorithm which includes
control of the brake force distribution between the front
and rear axles. This is called Electronic Brake Distribu-
tion or Dynamic Rear Proportioning valve. In an unladen
car condition the brake efficiency is comparable to the
conventional system but for a fully loaden vehicle the ef-
ficiency of the Dynamic Rear Proportioning System is
higher due to the better use of rear axle braking capabili-
ty.
No indication is given to the driver when Dynamic Rear
Proportioning is activated. Also, DRP remains active
even in such cases where the anti-lock function of the
ABS is disabled.
D17E009A
Critical Brake Points
Ideal Distribution
Fully Laden Vehicle
Ideal Distribution
Lightly Loaded
Vehicle
Advanced Distribution with ABS
Regular Distribution without Dynamic
Rear Proportioning
Relative Front Brake Force
INDICATOR
It illuminates for four seconds immediately after the igni-
tion has been turned on to show that the anti-lock sys-
tem self-test is being carried out. If the light does not go
off after this time it means that there may be a problem
and ABS operation is not available.
If any malfunction or error, including an unplugged
EBCM connector, is detected during vehicle operation,
the light will come on, warning the driver that the ABS is
not operative and brake operation is in conventional,
non-ABS mode.
D17E010A

8B–4 SUPPLEMENTAL INFLATABLE RESTRAINTS (SIR)
DAEWOO M-150 BL2
If there is a failure of the sensing and diagnostic module
or the external circuits, the SIR warning lamp in the in-
strument cluster turns ON.
As a system check, the SIR warning lamp also turns ON
when the ignition is first switched to the ON position.
Correct Functioning
The system is working properly if:

The SIR warning lamp turns OFF after approximately
four seconds.
Faulty Functioning
The system is not working properly, meaning one of the
SIR components or the wiring connector is faulty, if:

The SIR warning lamp fails to turn ON when the
ignition is first switched ON.

The SIR warning lamp remains ON.
D110B009A
CLOCK SPRING
The clock spring:

Is on the steering column.

Contains a coil that is the electrical contact between
the steering column wiring harness and the driver
side airbag module.

Is part of the circuit for the horn.
Notice: Turning the steering wheel more than three and
one-quarter turns may damage the clock spring.
Turning the steering wheel:

In one direction tightens the coil.

In the opposite direction loosens the coil.

More than three and one-quarter turns may damage
the clock spring.
Caution: Disassembling the clock spring can cause
injury and vehicle damage.The clock spring should never be disassembled.
The clock spring must be replaced if the airbags have
been deployed.
D110B008A
WIRING HARNESS/CONNECTORS
The connector for the sensing and diagnostic module
(SDM) has a built-in shorting bar that will turn ON the
warning lamp if there is a poor connection at the SDM.
As an anti-deployment mechanism, additional shorting
bars are in the

Connector for the clock spring at the lower steering
column.

Passenger airbag module connector.

SDM connector.
When these connectors are separated, the shorting
bars will short circuit any current which is applied, pre-
venting the current from reaching the airbag modules.
SIR SYSTEM
The supplemental inflatable restraints (SIR) system is a
safety device used in conjunction with the seat belts.
The airbag does not replace the function of the seat belt.
The driver and the passengers must always fasten their
seat belts and adjust them for a proper fit.
The SIR is designed to protect the driver and the front
seat passenger in the event of a significant frontal im-
pact to the vehicle. The airbags deploy if the force is ap-
plied from a direction within 30 degrees of the vehicle’s
centerline and above 25 km/h (15 mph) speed.
The SIR consists of a

Driver airbag module.

Passenger airbag module.