2003 DAEWOO MATIZ jump start

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. . . . . . . . . .

ENGINE ELECTRICAL 1E–3
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:

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.

Temperature – A longer time will be needed to
charge any battery at -18C (0F) than at 27C
(81F). 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.

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.

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 inexcess 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 manufacturer’s 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:
VoltageHours
16.0 or moreUp to 4 hours
14.0–15.9Up to 8 hours
13.9 or lessUp to 16 hours

If the charge current is not measurable at the end
of the above charging times, the battery should be
replaced.

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.

If the charge current is still not measurable after
using the charging time calculated by the above
method, the battery should be replaced.

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.

1E–4 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 rotorfield 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 1E–13
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.
If the lamp lights, replace the generator. Refer to
“Generator” in the On-Vehicle Service section.

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.

If the lamp goes off, replace the generator. Refer to
“Generator” in the On-Vehicle Service section.

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.

1F–8 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 vehicle’s 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 passenger’s 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 1F–101
DAEWOO M-150 BL2
DTC P0140 – Heated Oxygen Sensor No Activity
StepActionValue(s)YesNo
1
Perform an Euro On-Board Diagnostic (EOBD)
System Check.
Is the system check complete?
–
Go to Step 2
Go to
“On-Board
Diagnostic
System Check”
2
1. Run the engine to above the specified operating
temperature.
2. Install a scan tool.
3. Operate the engine above the specified rpm for
2minuets.
Does the scan tool the indicate Closed Loop?
80°C(176°F)
1,200 rpm
Go to Step 3Go to Step 4
3
1. Turn the Turn the ignition switch to ON.
2. Review the Freeze Frame data and note the
parameters.
3. Operate the vehicle within the freeze frame
conditions and Conditions for Setting the DTC as
noted?
Does the scan tool the indicate Closed Loop?
–
Go to Step 12Go to Step 4
4
Disconnect the Heated O2 sensor connector and
jumper the Heated O2 sensor low circuit, terminal 4
to ground.
Is the HO2 voltage below the specified value and
does the scan tool indicate the heated oxygen
sensor heater voltage within the specified value?
0.5VGo to Step 5Go to Step 6
5
Check the Heated O2 sensor connector for
malfunction terminals or poor connection and repair
as necessary.
Is repair necessary?
–
Go to Step 12Go to Step 9
6
1. Turn the ignition switch to On.
2. Remove the jumper wire.
3. Using a digital voltmeter(DVM), measure the
voltage between the Heated O2 sensor signal
circuit, terminal 3 to ground.
Does the Heated O2 sensor voltage measure above
the specified value?
0.6VGo to Step 10Go to Step 9
7Does the Heated O2 sensor voltage measure below
the specified value?
0.3VGo to Step 11Go to Step 8
8
Check the Heated O2 sensor ground circuit, terminal
4 for an open or poor connection and repair as
necessary.
Is repair necessary?
–
Go to Step 12Go to Step 8
11
Check the Heated O2 sensor signal circuit, terminal
3 for an open or poor connection and repair as
necessary.
Is repair necessary?
–
Go to Step 12Go to Step 8
10
1. If disconnected, reconnect Heated O2 sensor
connector.
2. Using the scan tool, clear the DTCs.
3. Start the engine and idle at normal operating
temperature.
4. Operate the vehicle within the conditions for
setting this DTC as specified in the supporting
text.
Does the scan tool indicated that this diagnostic has
run and passed?
–
Go to Step 13Go to Step 2

ENGINE CONTROLS 1F–197
DAEWOO M-150 BL2
DTC P1404 – Electric Exhaust Gas Recirculation Opend
StepActionValue(s)YesNo
1
Perform an Euro On-Board Diagnostic (EOBD)
System Check.
Is the system check complete?
–
Go to Step 2
Go to
“On-Board
Diagnostic
System Check”
2
1. Turn the ignition switch to with the engine OFF.
2. Install the scan tool.
3. Command the electric exhaust gas recirculation
(EEGR) valve to the specified values.
Does the Actual EEGR Position follow the desired
EEGR position?
25%, 50%,
75%, 100%
Go to Step 19Go to Step 3
3
1. Turn the ignition switch to ON with the engine
OFF.
2. Disconnect the EEGR valve electrical connector.
3. With a digital voltmeter (DVM) connected to
ground, probe the 5volt reference circuit at
terminal 2 to the EEGR valve.
Does the DVM read near the specified value?
5VGo to Step 4Go to Step 5
4
Jumper the 5 volt reference circuit to the signal
circuit at terminals 2 and 3.
Does the actual EEGR position display the specified
value ?
100%Go to Step 6Go to Step 7
5
1. Connect the test light to B+.
2. Probe the 5 volt reference circuit to the EEGR
valve.
Does the test light illuminate?
–
Go to Step 6Go to Step 7
6
Check the 5 volt reference and signal circuit for a
poor connection or proper terminal tension and
repair as necessary.
Is a repair necessary?
–
Go to Step 12Go to Step 7
7
1. Connect the test light to B+.
2. Probe the signal circuit at terminal 1 to the EEGR
valve.
Does the test light illuminate?
–
Go to Step 8Go to Step 9
8
Check for a high voltage in the EEGR valve 5 volt
reference circuit and repair as necessary.
Is a repair necessary?
–
Go to Step 12Go to Step 9
9Replace the EEGR valve.
Is a replacement complete?–Go to Step 12–
10
Check for a high voltage in the EEGR valve signal
circuit and repair as necessary
Is a repair necessary?
–
Go to Step 12Go to Step 11
11Replace the engine control module(ECM).
Is a replacement complete?–Go to Step 12–
12
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 DTC as specifiec in the supporting
text.
Does the scan tool indicate that this diagnostic ran
and passed?
–
Go to Step 13Go to Step 2

ENGINE CONTROLS 1F–201
DAEWOO M-150 BL2
DTC P0405 – EEGR Pintle Position Sensor Low Voltage
StepActionValue(s)YesNo
1
Perform an Euro On-Board Diagnostic (EOBD)
System Check.
Is the system check complete?
–
Go to Step 2
Go to
“On-Board
Diagnostic
System Check”
2
1. Turn the ignition switch to with the engine OFF.
2. Install the scan tool.
3. Command the electric exhaust gas recirculation
(EEGR) valve to the specified values.
Does the Actual EEGR Position follow the desired
EEGR position?
25%, 50%,
75%, 100%
Go to Step 19Go to Step 3
3
1. Turn the ignition switch to ON with the engine
OFF.
2. Disconnect the EEGR valve electrical connector.
3. With a digital voltmeter (DVM) connected to
ground, probe the 5volt reference circuit at
terminal 3 to the EEGR valve.
Does the DVM read near the specified value?
–0.01VGo to Step 4Go to Step 5
4
Jumper the 5 volt reference circuit to the signal
circuit at terminals 2 and 3.
Does the actual EEGR position display the specified
value ?
100%Go to Step 6Go to Step 7
5
1. Connect the test light to B+.
2. Probe the 5 volt reference circuit to the EEGR
valve.
Does the test light illuminate?
–
Go to Step 6Go to Step 7
6
Check the 5 volt reference and signal circuit for a
poor connection or proper terminal tension and
repair as necessary.
Is a repair necessary?
–
Go to Step 12Go to Step 7
7
1. Connect the test light to B+.
2. Probe the signal circuit at terminal 2 to the EEGR
valve.
Does the test light illuminate?
–
Go to Step 8Go to Step 9
8
Check for a low voltage in the EEGR valve 5 volt
reference circuit and repair as necessary.
Is a repair necessary?
–
Go to Step 12Go to Step 9
9Replace the EEGR valve
Is a replacement complete?–Go to Step 12–
10
Check for a low voltage in the EEGR valve signal
circuit and repair as necessary
Is a repair necessary?
–
Go to Step 12Go to Step 11
11Replace the engine control module(ECM).
Is a replacement complete?–Go to Step 12–
12
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 DTC as specifiec in the supporting
text.
Does the scan tool indicate that this diagnostic ran
and passed?
–
Go to Step 13Go to Step 2