2003 DAEWOO MATIZ gas type

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. . . . . . . . . . . . . . . . . . . . . . .

1D–8 ENGINE COOLING
DAEWOO M-150 BL2
COOLING SYSTEM DIAGNOSIS
Condition Probable Cause Correction
Engine OverheatsA loss of the coolant.Add the coolant.
A weak coolant solution.Confirm that the coolant solution is a
50/50 mixture of ethylene glycol and
water.
Any dirt, any leaves, or any insects
on the front of the radiator.Clean the front of the radiator.
The leakage from the hoses, the
coolant pump, the heater, the
thermostat housing, the radiator, the
heater core, or the head gasket.Replace any damaged components.
A faulty thermostat.Replace a damaged thermostat.
Retarded ignition timing.Perform an ECM code diagnosis.
Confirm the integrity of the timing
belt.
An improperly operating electric
cooling fan.Replace the electric cooling fan.
Plugged or rotted radiator hoses.Replace any damaged radiator
hoses.
A faulty water pump.Replace a faulty water pump.
A faulty surge tank cap.Replace a faulty surge tank cap.
A cracked or plugged cylinder head
or engine block.Repair the damaged cylinder head or
the damaged engine block.
A faulty radiator.Replace a faulty radiator.
Loss of CoolantA leak in the radiator.Replace a damaged radiator.
A leak in the surge tank or the hose.Replace the surge tank or the hose.
Looseness or damage of radiator
hoses, heater hoses, or connections.Reseat the hoses.
Replace the hoses or the clamps.
Leaks in the coolant pump seal.Replace the coolant pump seal.
Leaks in the coolant pump gasket.Replace the coolant pump gasket.
An improper cylinder head torque.Tighten the cylinder head bolts to
specifications.
Replace the cylinder head gasket, if
needed.
Leaks in the intake manifold, cylinder
head gasket, heater core.Repair or replace any components,
as needed to correct the leak.
Engine Fails to Reach
Normal OperatingThermostat to be stuck open or to be
wrong type.Install a new thermostat of the
correct type and heat range.
Temperature or Cool Air
from the HeaterThe coolant level below the MIN
mark on the surge tank.Add sufficient coolant to raise the
fluid to the specified mark on the
surge tank.

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. . . . . . . . . . . . . . . . . . . . . . . . . . .

1F–4 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:

Engine load (manifold pressure or vacuum).

Atmospheric (barometric) pressure.

Engine temperature.

Intake air temperature.

Crankshaft position.

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 1F–9
DAEWOO M-150 BL2
appropriate wiring diagram. Refer to “ECM Wiring Dia-
grams” in this Section.
9591
Terminal 49GroundOpen
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.

Perform preliminary checks as follows:

Conduct a thorough visual inspection.

Review the service history.

Detect unusual sounds or odors.

Gather Diagnostic Trouble Code (DTC) information to
achieve an effective repair.

Check bulletins and other service information. This
includes videos, newsletters, etc.

Refer to service information (manual) system
check(s).

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:

Conditions noted by the customer.

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.

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).

Clear the DTC(s).

Operate the vehicle within conditions noted in the
Failure Records and Freeze Frame data.

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

1F–10 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 fuel’s 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 thatif 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:

The diagnostic test has been completed since the last
ignition cycle.

The diagnostic test has passed during the current
ignition cycle.

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:

The diagnostic test has been completed since the last
ignition cycle.

1F–56 ENGINE CONTROLS
DAEWOO M-150 BL2
Diagnostic Trouble Codes (Cont’d)
DTCFunctionError TypeIlluminate MIL
P033658X Crankshaft Position Sensor Extra/missing PulseEYES
P033758X Crankshaft Sensor No SignalEYES
P0341Camshaft Position Sensor RationalityEYES
P0342Camshaft Position Sensor No SignalEYES
P0351Ignition Signal Coil A FaultAYES
P0352Ignition Signal Coil B FaultAYES
P0353Ignition Signal Coil C FaultAYES
P1382Rough Road Data Invalid (Non ABS)CnlNO
P1382Rrough Road Data Invalid (ABS)CnlNO
P1385Rough Road Sensor Circuit Fault (Non ABS)CnlNO
P1385Rough Road Sensor Circuit Fault (ABS)CnlNO
P0400Exhaust Gas Recirculation Out of LimitEYES
P1402Exhaust Gas Recirculation BlockedEYES
P1403Exhaust Gas Recirculation Valve FailureEYES
P0404Electric Exhaust Gas Recirculation (EEGR) OpendEYES
P1404Electric Exhaust Gas Recirculation (EEGR) ClosedEYES
P0405EEGR Pintle Position Sensor Low VoltageEYES
P0406EEGR Pintle Position Sensor High voltageEYES
P0420Catalyst Low EfficiencyEYES
P0444EVAP Purge Control Circuit No SignalEYES
P0445EVAP Purge Control Circuit FaultEYES
P0462Fuel Level Sensor Low VoltageCnlNO
P0463Fuel Level Sensor High voltageCnlNO
P0480Low Speed Cooling Fan Relay Circuit Fault (Without A/C)CnlNO
P0480Low Speed Cooling Fan Relay Circuit Fault (With A/C)CnlNO
P0481High Speed Cooling Fan Relay High Voltage (Without A/C)CnlNO
P0481High Speed Cooling Fan Relay High Voltage (With A/C)CnlNO
P0501Vehicle Speed No Signal (M/T Only)AYES
P0505Idle Air Control Valve (IACV) ErrorEYES
P1535Evaporator Temperature Sensor High VoltageCnlNO
P1536Evaporator Temperature Sensor Low VoltageCnlNO
P1537A/C Compressor Relay High VoltageCnlNO
P1538A/C Compressor Relay Low VoltageCnlNO
P0562System Voltage (Engine Side) Too LowCnlNO
P0563System Voltage (Engine Side) Too HighCnlNO
P0601Engine Control Module Checksum ErrorEYES
P0604Engine Control Module RAM ErrorEYES
P0605Engine Control Module NMVY Write ErrorEYES
P1610Main Relay High VoltageAYES
P1611Main Relay Low VoltageAYES
P1628Immobilizer No Successful CommunicationCnlNO
P1629Immobilizer Wrong ComputationCnlNO
P0656Fuel Level Gauge High Circuit FaultCnlNO

MANUAL CONTROL HEATING, VENTILATION, AND AIR CONDITIONING SYSTEM 7B–15
DAEWOO M-150 BL2
Refrigerant Recovery
Important: Use only a refrigerant tank that is designed
for the charging station in use. The unit’s overfill limita-
tion mechanism is calibrated specifically for use with this
tank. The tank’s valves are also specifically for this unit.
1. Attach the high side hose with the quick disconnect
coupler to the high side fitting of the vehicle’s A/C
system.
2. Open the coupler valve after attachment.
3. Attach the low side hose with the quick disconnect
coupler to the low side fitting of the vehicle’s A/C
system.
4. Open the coupler valve after attachment.
5. Check the high side and the low side gauges on the
unit’s control panel in order to ensure that the A/C
system has pressure. If there is no pressure, there
is no refrigerant in the system to recover.
Important: If there is no refrigerant in the system, do
not continue with the recovery operation. This will draw
air into the recovery tank.
6. Open both the high side and the low side valves.
7. Open the gas and the liquid valves on the tank.
8. Drain any oil that may be in the oil separator.
9. Close the oil drain valve.
10. Plug the unit into the proper voltage outlet.
11. Turn on the main power switch.
Notice: Never reuse refrigerant oil. Damage to the A/C
system may result. Dispose of the refrigerant oil proper-
ly.
12. Begin the recovery process. Refer to the manufac-
turer’s instructions for the charging station in use.
Important: Some A/C system PAG lubricating oil may
be removed with the refrigerant during recovery. The
amount of oil removed varies. A charging station sepa-
rates the oil from the refrigerant and allows a means of
determining how much oil was removed. Replace the
same amount of oil when you recharge the system. Re-
fer to the manufacturer’s instructions for the charging
station in use.
13. Wait 5 minutes. Check the control panel low side
gauge. If the A/C has maintained vacuum, the re-
covery is complete.
14. There is more refrigerant in the system if the low
side gauge pressure rises above zero. Recover the
additional refrigerant. Repeat this step until the sys-
tem maintains vacuum for two minutes.
Important: If the control indicator shows that the refrig-
erant tank is full during the recovery process and the unit
shuts off, install an empty unit tank to store the refriger-
ant needed for steps later in the procedure. Do not use
any other type of tank.
Evacuation
The unit tank must contain a sufficient amount of R-134a
refrigerant for charging. Check the amount of refrigerant
in the tank. If there is less than 3.6 kg (8 pounds) of re-
frigerant, add new refrigerant to the tank. Refer to the
manufacturer’s instructions for adding refrigerant.
1. Verify that the high side and the low side hoses are
connected to the A/C system. Open both the high
side and the low side valves on the unit’s control pan-
el.
2. Open both the gas and the liquid valves on the tank.
Important: Refer to the manufacturer’s instructions for
the charging station in use. It is necessary to evacuate
the system before recharging it with new or recycled re-
frigerant.
3. Start the vacuum pump and begin the evacuation
process. Non-condensable gases (mostly air) are au-
tomatically vented from the tank during the recycling
process. You may hear the pressure being released.
4. Check for leaks in the system. Refer to the manufac-
turer’s instructions for the charging station in use.
Important:
Change the vacuum pump oil frequently. Refer to the
manufacturer’s instructions for the charging station in
use.
A/C System Oil Charge Replenishing
Any oil removed from the A/C system during the recov-
ery process must be replenished at this time.
1. Use the correct graduated bottle of polyalkaline glycol
(PAG) oil for the R-134a system.
Important:
Keep the oil bottles tightly capped at all times to pro-
tect the oil from moisture and contamination.
Never open the oil injection valve while there is posi-
tive pressure in the A/C system. This will result in oil
blow-back through the bottle vent. You must have
A/C system vacuum for this operation.
Never let the oil level drop below the pick-up tube
while charging or replenishing the system. This will
allow air into the A/C system.
2. Refer to the manufacturer’s instructions for the charg-
ing station in use. Add the proper amount of PAG oil
to the system.
3. Close the valve when the required oil charge has
been pulled into the system.
Charging
Important: Evacuate the air conditioning system before
charging.
1. Close the low side valve on the control panel.
2. Open the high side valve on the control panel.