2003 DAEWOO MATIZ load capacity

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. . . . . . . . . .

1E–2 ENGINE ELECTRICAL
DAEWOO M-150 BL2
DESCRIPTION AND OPERATION
BATTERY
The battery has three major functions in the electrical
system. First, the battery provides a source of energy
for cranking the engine. Second, the battery acts as a
voltage stabilizer for the electrical system. Finally, the
battery can, for a limited time, provide energy when the
electrical demand exceeds the output of the generator.
The sealed battery is standard on all cars. There are no
vent plugs in the cover. The battery is completely
sealed, except for two small vent holes in the sides.
These vent holes allow the small amount of gas pro-
duced in the battery to escape.
The sealed battery has the following advantages over
conventional batteries:

No water need be added for the life of the battery.

It is protected against overcharge. If too much volt-
age is applied to the battery, it will not accept as much
current as a conventional battery. In a conventional
battery, the excess voltage will still try to charge the
battery, leading to gassing, which causes liquid loss.

It is not as liable to self-discharge as a conventional
battery. This is particularly important when a battery
is left standing for long periods of time.

It has more power available in a lighter and a smaller
case.
RATINGS
A battery has two ratings: (1) A reserve capacity rating
designated at 27C (81F), which is the time a fully
charged battery will provide 25 amperes current flow at
or above 10.5 volts; (2) A cold cranking amp rating de-
termined under testing at -18C (0F), which indicates
the cranking load capacity.
RESERVE CAPACITY
The reserve capacity is the maximum length of time it is
possible to travel at night with the minimum electrical
load and no generator output. Expressed in minutes,
Reserve Capacity (or RC rating) is the time required for
a fully charged battery, at a temperature of 27C (81F)
and being discharged at a current of 25 amperes, to
reach a terminal voltage of 10.5 volts.
COLD CRANKING AMPERAGE
The cold cranking amperage test is expressed at a bat-
tery temperature of -18C (0F). The current rating is
the minimum amperage, which must be maintained by
the battery for 30 seconds at the specified temperature,
while meeting a minimum voltage requirement of
7.2 volts. This rating is a measure of cold cranking ca-
pacity.The battery is not designed to last indefinitely. However,
with proper care, the battery will provide many years of
service.
If the battery tests well, but fails to perform satisfactorily
in service for no apparent reason, the following factors
may point to the cause of the trouble:

Vehicle accessories are left on overnight.

Slow average driving speeds are used for short peri-
ods.

The vehicle’s electrical load is more than the genera-
tor output, particularly with the addition of aftermarket
equipment.

Defects in the charging system, such as electrical
shorts, a slipping generator belt, a faulty generator, or
a faulty voltage regulator.

Battery abuse, including failure to keep the battery
cable terminals clean and tight, or a loose battery
hold-down.

Mechanical problems in the electrical system, such
as shorted or pinched wires.
BUILT-IN HYDROMETER
The sealed battery has a built-in, temperature-compen-
sated hydrometer in the top of the battery. This hydrom-
eter is to be used with the following diagnostic
procedure:
1. When observing the hydrometer, make sure that the
battery has a clean top.
2. Under normal operation, two indications can be ob-
served:

GREEN DOT VISIBLE – Any green appearance is
interpreted as a “green dot,” meaning the battery is
ready for testing.

DARK GREEN DOT IS NOT VISIBLE – If there is
a cranking complaint, the battery should be tested.
The charging and electrical systems should also
be checked at this time.
3. Occasionally, a third condition may appear:

CLEAR OR BRIGHT YELLOW – This means the
fluid level is below the bottom of the hydrometer.
This may have been caused by excessive or pro-
longed charging, a broken case, excessive tipping,
or normal battery wear. Finding a battery in this
condition may indicate high charging by a faulty
charging system. Therefore, the charging and the
electrical systems may need to be checked if a
cranking complaint exists. If the cranking com-
plaint is caused by the battery, replace the battery.

ENGINE ELECTRICAL 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.

ENGINE ELECTRICAL 1E–41
DAEWOO M-150 BL2
SPECIFICATIONS
STARTER SPECIFICATIONS
ApplicationDescriptionUnitStandardLimit
Starter MotorType–SD 80–
Output(Capacity)kW0.8–
No Load Test @ 9 volts
Drive Pinion SpeedA
RPM150
2,000–
Brushes Lengthmm (in.)11.3–11.5
(0.445–0.453)7.0–7.25
(0.275–0.285)
GENERATOR SPECIFICATIONS
ApplicationDescriptionUnitStandardLimit
GeneratorTypeA-Type–J114D(MANDO)–GeneratorTypeA-Type
B-Type–J114D(MANDO)
CS114D(DAC)–
RegulatorA-TypeV14.4–15.0–Regulator
VoltageA-Type
B-TypeV14.4–15.0
14.3–4.9–
Brushes
LengthA-Type
B-Typemm (in.)18.5 (0.728)
20.0 (0.787)13.5 (0.531)
14 (0.551)
OutputA-Type–12V, 65A–Output
(Capacity)A-Type
B-Type–12V, 65A
12V, 65A–
IGNITION SYSTEM SPECIFICATIONS
ApplicationDescriptionUnitStandardLimit
Ignition CoilType–Closed
Magnetic Type–
First Coil ResistanceΩ1.2
10%–
Second Coil ResistanceKΩ12.1
15%–
DistributorType–Optical Sensor
Type–
Spark PlugTypeUnlead–BPR5EY-11–
RN9YC4–
WR8DCX–
TypeLead–BPR5EY–
RN9YC–
WR8DC–
Spark PlugGapUnleadmm (in.)1.1 (0.043)–
1.2 (0.047)–
Leadmm (in.)0.8 (0.031)–
Ignition WireIgnition Wire ResistanceKΩ/m2.5–12.0–

ENGINE CONTROLS 1F–135
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 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.

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

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 800 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

The malfunction Indicator Lamp (MIL) will blinking.

The ECM will record operating conditions at the time
the diagnostic fails. The information will be stored in
the Freeze Frame and failure records buffers.

A history DTC is stored.
Conditions for Clearing the MIL/DTC

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

DTC(s) can be cleared by using the scan tool.
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
3
Perform a visual/physical inspection.
Make any repairs that are necessary.
Is the repair complete?–
Go to Step 27Go to Step 4
4Start the engine and allow it to idle.
Are any Misfire Current counters incrementing?–
Go to Step 5Go to Step 6
5Are all counters equal (within a percentage of each
other)?–Go to Step 7Go to Step 11

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

1F–208 ENGINE CONTROLS
DAEWOO M-150 BL2
DIAGNOSTIC TROUBLE CODE (DTC) – P0420 CATALYST LOW EFFICIENCY
Circuit Description
In order to control exhaust emissions of Hydrocarbons
(HC), Carbon Monoxide (CO) and Nitrogen Oxide
(NOx), a Three-Way Catalytic Converter (TWC) is used.
The catalyst within the converter promotes a chemical
reaction which oxidizes the HC and CO present in the
exhaust gas, converting them into harmless water vapor
and carbon dioxide, it also reduces NOx, converting it
into nitrogen. The catalytic converter also has the ability
to store oxygen. The Engine Control Module (ECM) has
the capability to monitor this process using a Heated
Oxygen Sensor (HO2S) located in the exhaust stream
past the TWC. The HO2S produces an output signal
which indicates the oxygen storage capacity of the cata-
lyst; this in turn indicates the catalyst’s ability to convert
exhaust emissions effectively. The ECM monitors the
catalyst efficiency by first allowing the catalyst to heat
up, waiting for a stabilization period while the engine is
idling, and then adding and removing fuel while monitor-
ing the reaction of the HO2S. When the catalyst is func-
tioning properly, the HO2S response to the extra fuel is
slow compared to the Oxygen Sensor (O2S). When the
HO2S response is close to that of the O2S, the Oxygen
storage capability or efficiency of the catalyst is consid-
ered to be bad, and the Malfunction Indicator Lamp
(MIL) will illuminate.
Conditions for Setting the DTC

Oxygen Sensor Capacity test condition:

Closed loop stoichiometry.

Engine is running more than 300 seconds.

Airflow is between 25~50kg/h.

Engine Coolant Temperature (ECT) is more than
70°C(176°F) .

Engine speed between 2,400rpm and 3,000rpm.

Vehicle speed is between 64km/h(28.6mph) and
80km/h(49.7mph).
Note: Test is aborted for this idle if:

Change in engine speed is greater than 80 rpm.

A/C status changed.

Cooling fan status changed.
Insufficient air/fuel shift.

DTC(s) P0106, P0107, P0108, P0117, P0118,
P0122, P0123, P0125, P0131, P0132, P0133,
P1133, P0134, P1134, P0137, P0138, P0140,
P0141, P1167, P1171, P0171, P0172, P0201,
P0202, P0203, P0204, P0300, P0336, P0337,
P0341, P0342, P0351, P0352, P0402, P0404,
P0405, P0406, P0506, P0507, and P0562 are NOT
SET.
Action Taken When the DTC Sets

The Malfunction Indicator Lamp (MIL) will illuminate.

The ECM will record operating conditions at the time
the diagnostic fails. This information will be stored in
the Freeze Frame and Failure Records buffers.

A history DTC is stored.
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.
Diagnostic Aids
The catalyst test may abort due to a change in the en-
gine load. Do not change the engine load (i.e. A/C, cool-
ant fan, heater motor) while a catalyst test is in progress.
An intermittent problem may be caused by a poor con-
nection, rubbed-through wire insulation, or a wire that is
broken inside the insulation.
Any circuitry, that is suspected as causing the intermit-
tent complaint, should be thoroughly checked for the fol-
lowing conditions:

Backed-out terminals

Improper mating

Broken locks

Improperly formed

Damaged terminals

Poor terminal-to-wire connection.

2E –4 TIRES AND WHEELS
DAEWOO M-150 BL2
WHEELS
Wheels must be replaced if they are bent, dented, have
excessive lateral or radial runout, leak air through welds,
have elongated bolt holes, or if the wheel bolts won’t
stay tight or are heavily rusted. Wheels with excessive
runout may cause vehicle vibration. Replacement
wheels must be equivalent to the original equipment
wheels in load capacity, diameter, rim width, offset, and
mounting configuration. A wheel of improper size or type
may affect wheel and bearing life, brake cooling,
speedometer/odometer calibration, vehicle ground
clearance, and tire clearance to the body and the chas-
sis.
INFLATION OF TIRES
The pressure recommended for any vehicle line is care-
fully calculated to give a satisfactory ride, handling,
tread life, and load-carrying capacity.
Tire pressure should be checked monthly or before any
extended trip. Check the tires when they are cold, after
the vehicle has sat for 3 hours or more or has been driv-
en less than 1 mile. Set the tire pressure to the specifi-
cations on the tire label located on the rear face of the
driver’s door. Tire inflation pressure is also given under
“Tire Size and Pressure Specifications” in this section.
Valve caps or extensions should be on the valves to
keep dust and water out.
Higher than recommended tire pressure can cause:

Hard ride

Tire bruising or damage

Rapid tread wear at the center of the tire
Lower than recommended pressure can cause:

Tire squeal on turns

Hard steering

Rapid and uneven wear on the edges of the tread

Tire rim bruises and rupture

Tire cord breakage

High tire temperatures
Unequal tire pressures on same axle can cause:

Uneven braking

Steering lead
Reduced handling

Swerve on acceleration

Torque steer
ROTATION TIRES
Front and rear tires perform different jobs and can wear
differently depending on the tires of road driven, driving
habit, etc.
The front tires will wear faster than the rear ones.
To avoid uneven wear of tires and to prolong tire life, in-
spect and rotate the tires every 5,000 km (3,100 miles).
After rotating the tires, adjust the tire inflation pressures
and be sure to check wheel nuts tightness.
D16A304A
WHEEL BALANCE
Balance is the easiest procedure to perform and should
be done first if the vibration occurs at high speeds, or if
the tires or the wheels are replaced.
When proceeding the wheel balancing procedure regard
the belows.
1. Do not use the wheel weight over two at the inboard
and the outboard flanges.
2. The total weight of the wheel weights should not ex-
ceed the 100 grams (3.5 ounces).
3. Blanching the assemblies with factory aluminum
wheels requires the use of special nylon–coated,
clip–on wheel weights.