2004 DAEWOO LACETTI charging

1.4L/1.6L DOHC ENGINE MECHANICAL 1C1 – 77
DAEWOO V–121 BL4
GENERAL DESCRIPTION
AND SYSTEM OPERATION
CYLINDER HEAD AND GASKET
The cylinder head is made of an aluminum alloy. The cylin-
der head uses cross–flow intake and exhaust ports. A
spark plug is located in the center of each combustion
chamber. The cylinder head houses the dual camshafts.
CRANKSHAFT
The crankshaft has eight integral weights which are cast
with it for balancing. Oil holes run through the center of the
crankshaft to supply oil to the connecting rods, the bear-
ings, the pistons, and the other components. The end
thrust load is taken by the thrust washers installed at the
center journal.
TIMING BELT
The timing belt coordinates the crankshaft and the dual
overhead camshafts and keeps them synchronized. The
timing belt also turns the water pump. The timing belt and
the pulleys are toothed so that there is no slippage be-
tween them. There are two idler pulleys. An automatic ten-
sioner pulley maintains the timing belt’s correct tension.
The timing belt is made of a tough reinforced rubber similar
to that used on the serpentine accessory drive belt. The
timing belt requires no lubrication.
OIL PUMP
The oil pump draws engine oil from the oil pan and feeds
it under pressure to the various parts of the engine. An oil
strainer is mounted before the inlet of the oil pump to re-
move impurities which could clog or damage the oil pump
or other engine components. When the drive gear rotates,
the driven gear rotates. This causes the space between
the gears to constantly open and narrow, pulling oil in from
the oil pan when the space opens and pumping the oil out
to the engine as it narrows.
At high engine speeds, the oil pump supplies a much high-
er amount of oil than is required for lubrication of the en-
gine. The oil pressure regulator prevents too much oil from
entering the engine lubrication passages. During normal
oil supply, a coil spring and valve keep the bypass closed,
directing all of the oil pumped to the engine. When the
amount of oil being pumped increases, the pressure be-
comes high enough to overcome the force of the spring.This opens the valve of the oil pressure regulator, allowing
the excess oil to flow through the valve and drain back to
the oil pan.
OIL PAN
The engine oil pan is mounted to the bottom of the cylinder
block. The engine oil pan houses the crankcase and is
made of cast metal.
Engine oil is pumped from the oil pan by the oil pump. After
it passes through the oil filter, it is fed through two paths
to lubricate the cylinder block and the cylinder head. In one
path, the oil is pumped through the oil passages in the
crankshaft to the connecting rods, then to the pistons and
the cylinders. It then drains back to the oil pan. In the sec-
ond path, the oil is pumped through the oil passages to the
camshaft. The oil passes through the internal passage-
ways in the camshafts to lubricate the valve assemblies
before draining back to the oil pan.
EXHAUST MANIFOLD
A single four–port, rear–takedown manifold is used with
this engine. The manifold is designed to direct escaping
exhaust gases out of the combustion chambers with a
minimum of back pressure. The oxygen sensor is
mounted to the exhaust manifold.
INTAKE MANIFOLD
The intake manifold has four independent long ports and
uses inertial supercharging to improve engine torque at
low and moderate speeds. The plenum is attached to the
intake manifold.
CAMSHAFTS
This engine is a dual overhead camshaft (DOHC) type,
which means there are two camshafts. One camshaft op-
erates the intake valves, and the other camshaft operates
the exhaust valves. The camshafts sit in journals on the
top of the engine in the cylinder head and are held in place
by camshaft caps. The camshaft journals of the cylinder
head are drilled to create oil passages. Engine oil travels
to the camshafts under pressure where it lubricates each
camshaft journal. The oil returns to the oil pan through
drain holes in the cylinder head. The camshaft lobes are
machined into the solid camshaft to open and close the in-
take and the exhaust valves precisely the correct amount
at the correct time. The camshaft lobes are oiled by splash
action from pressurized oil escaping from the camshaft
journals.

1.8L DOHC ENGINE MECHANICAL 1C2 – 75
DAEWOO V–121 BL4
GENERAL DESCRIPTION
AND SYSTEM OPERATION
CYLINDER HEAD AND GASKET
The cylinder head is made of an aluminum alloy. The cylin-
der head uses cross–flow intake and exhaust ports. A
spark plug is located in the center of each combustion
chamber. The cylinder head houses the dual camshafts.
CRANKSHAFT
The crankshaft has eight integral weights which are cast
with it for balancing. Oil holes run through the center of the
crankshaft to supply oil to the connecting rods, the bear-
ings, the pistons, and the other components. The end
thrust load is taken by the thrust washers installed at the
center journal.
TIMING BELT
The timing belt coordinates the crankshaft and the dual
overhead camshafts and keeps them synchronized. The
timing belt also turns the coolant pump. The timing belt
and the pulleys are toothed so that there is no slippage be-
tween them. There are two idler pulleys. An automatic ten-
sioner pulley maintains the timing belt’s correct tension.
The timing belt is made of a tough reinforced rubber similar
to that used on the serpentine drive belt. The timing belt
requires no lubrication.
OIL PUMP
The oil pump draws engine oil from the oil pan and feeds
it under pressure to the various parts of the engine. An oil
strainer is mounted before the inlet of the oil pump to re-
move impurities which could clog or damage the oil pump
or other engine components. When the crankshaft ro-
tates, the oil pump driven gear rotates. This causes the
space between the gears to constantly open and narrow,
pulling oil in from the oil pan when the space opens and
pumping the oil out to the engine as it narrows.
At high engine speeds, the oil pump supplies a much high-
er amount of oil than required for lubrication of the engine.
The oil pressure regulator prevents too much oil from en-
tering the engine lubrication passages. During normal oil
supply, a coil spring and valve keep the bypass closed, di-
recting all of the oil pumped to the engine. When the
amount of oil being pumped increases, the pressure be-
comes high enough to overcome the force of the spring.This opens the valve of the oil pressure regulator, allowing
the excess oil to flow through the valve and drain back to
the oil pan.
OIL PAN
The engine oil pan is mounted to the bottom of the cylinder
block. The engine oil pan houses the crankcase and is
made of cast aluminum.
Engine oil is pumped from the oil pan by the oil pump. After
it passes through the oil filter, it is fed through two paths
to lubricate the cylinder block and cylinder head. In one
path, the oil is pumped through oil passages in the crank-
shaft to the connecting rods, then to the pistons and cylin-
ders. It then drains back to the oil pan. In the second path,
the oil is pumped through passages to the camshaft. The
oil passes through the internal passageways in the cam-
shafts to lubricate the valve assemblies before draining
back to the oil pan.
EXHAUST MANIFOLD
A single four–port, rear–takedown manifold is used with
this engine. The manifold is designed to direct escaping
exhaust gases out of the combustion chambers with a
minimum of back pressure. The oxygen sensor is
mounted to the exhaust manifold.
INTAKE MANIFOLD
The intake manifold has four independent long ports and
utilizes an inertial supercharging effect to improve engine
torque at low and moderate speeds.
CAMSHAFTS
This engine is a dual overhead camshaft (DOHC) type,
which means there are two camshafts. One camshaft op-
erates the intake valves, and the other camshaft operates
the exhaust valves. The camshafts sit in journals on the
top of the engine (in the cylinder head) and are held in
place by camshaft caps. The camshaft journals of the cyl-
inder head are drilled for oil passages. Engine oil travels
to the camshafts under pressure where it lubricates each
camshaft journal. The oil returns to the oil pan through
drain holes in the cylinder head. The camshaft lobes are
machined into the solid camshaft to precisely open and
close the intake and the exhaust valves the correct
amount at the correct time. The camshaft lobes are oiled
by splash action from pressurized oil escaping from the
camshaft journals.

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 LOCK unless otherwise noted.
TABLE OF CONTENTS
SPECIFICATIONS1E–2 . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter Specifications 1E–2. . . . . . . . . . . . . . . . . . . . . .
Battery Specifications 1E–2. . . . . . . . . . . . . . . . . . . . . .
Fastener Tightening Specifications 1E–3. . . . . . . . . .
SCHEMATIC AND ROUTING DIAGRAMS1E–4 . . . . .
Startimg System 1E–4. . . . . . . . . . . . . . . . . . . . . . . . . .
Charging System 1E–5. . . . . . . . . . . . . . . . . . . . . . . . . .
DIAGNOSIS1E–6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
No Crank 1E–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter Motor Noise 1E–9. . . . . . . . . . . . . . . . . . . . . . .
Battery Load Test 1E–9. . . . . . . . . . . . . . . . . . . . . . . . .
Genrator Output Test 1E–10. . . . . . . . . . . . . . . . . . . . .
Generator System Check 1E–10. . . . . . . . . . . . . . . . .
MAINTENANCE AND REPAIR1E–11 . . . . . . . . . . . . . .
ON–VEHICLE SERVICE 1E–11. . . . . . . . . . . . . . . . . . . .
Generator 1E–11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter 1E–14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Battery and Battery Tray 1E–15. . . . . . . . . . . . . . . . . . . UNIT REPAIR 1E–17. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter Motor 1E–17. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator 1E–25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL DESCRIPTION AND SYSTEM
OPERATION1E–30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Battery 1E–30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ratings 1E–30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reserve Capacity 1E–30. . . . . . . . . . . . . . . . . . . . . . . . .
Cold Cranking Amperage 1E–30. . . . . . . . . . . . . . . . . .
Built–In Hydrometer 1E–30. . . . . . . . . . . . . . . . . . . . . . .
Charging Procedure 1E–30. . . . . . . . . . . . . . . . . . . . . . .
Charging Time Required 1E–31. . . . . . . . . . . . . . . . . . .
Charging a Completely Discharged Battery
(OFF the Vehicle) 1E–31. . . . . . . . . . . . . . . . . . . . . . .
Jump Starting Procedure 1E–31. . . . . . . . . . . . . . . . . .
Generator 1E–32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Charging System 1E–32. . . . . . . . . . . . . . . . . . . . . . . . .
Starter 1E–32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting System 1E–32. . . . . . . . . . . . . . . . . . . . . . . . . .

ENGINE ELECTRICAL 1E – 5
DAEWOO V–121 BL4
CHARGING SYSTEM

1E – 6IENGINE ELECTRICAL
DAEWOO V–121 BL4
DIAGNOSIS
NO CRANK
StepActionValue(s)YesNo
11. Turn the headlamps ON.
2. Turn the dome lamps ON.
3. Turn the ignition to START.
Did the lights dim or go out?–Go to Step 2Go to Step 8
2Check the battery state of charge.
Is the green eye showing from the built–in hydrome-
ter?–Go to Step 3Go to
”Charging Pro-
cedure”
31. Connect the voltmeter positive lead to the posi-
tive battery terminal.
2. Connect the voltmeter negative lead to the
negative battery terminal.
3. Turn the ignition to START.
Does the voltmeter indicate the value specified?< 9.6 vGo to
”Charging Pro-
cedure”Go to Step 4
41. Connect the voltmeter negative lead to the
negative battery terminal.
2. Connect the positive voltmeter lead to the en-
gine block.
Does the voltmeter indicate the value specified?> 0.5 vGo to Step 5Go to Step 6
5Clean, tighten, or replace the negative battery cable.
Is the repair complete?–System OK–
61. Connect the voltmeter positive lead to the start-
er ”B+” terminal.
2. Connect the voltmeter negative lead to the
negative battery terminal.
Does the voltmeter indicate the value specified?< 9 vGo to Step 7Go to Step 13
7Clean, tighten, or replace the positive battery cable.
Is the repair complete?–System OK–
8Inspect the engine fuse block fuse Ef5.
Is the fuse OK?–Go to Step 10Go to Step 9
9Inspect the engine fuse block fuse Ef4.
Is the fuse OK?–System OK–
10Check the connection at the starter ”ST” terminal.
Is the connection OK?–Go to Step 12Go to Step 11
11Clean or tighten the connection as needed.
Is the repair complete?–System OK–
121. Connect the voltmeter positive lead to the start-
er ”ST” terminal.
2. Connect the voltmeter negative lead to the
negative battery terminal.
3. Turn the ignition to START.
Does the voltmeter indicate the value specified?< 7 vGo to Step 13Go to Step 14
13Repair or replace the starter as needed.
Is the repair complete?–System OK–
14Determine the type of transaxle on the vehicle.
Is the vehicle equipped with an automatic transaxle?–Go to Step 15Go to Step 32

ENGINE ELECTRICAL 1E – 9
DAEWOO V–121 BL4
STARTER MOTOR NOISE
To correct starter motor noise during starting, use the following procedure:
Checks
Action
Check for a high–pitched whine during cranking, before
the engine fires. The engine cranks and fires properly.The distance is too great between the starter pinion and
the flywheel. Shimming the starter toward the flywheel is
required.
Check for a high–pitched whine after the engine fires, as
the key is being released. The engine cranks and fires
properly. This intermittent complaint is often diagnosed as
”starter hang–in” or ”solenoid weak.”The distance is too small between the starter pinion and
the flywheel. Shimming the starter away from the flywheel
is required.
Check for a loud ”whoop” after the engine fires but while
the starter is still held engaged. The sound is like a siren
if the engine is revved while the starter is engaged.The most probable cause is a defective clutch. A new
clutch will often correct this problem.
Check for a ”rumble,” a ”growl,” or, in severe cases, a
”knock” as the starter is coasting down to a stop after start-
ing the engine.The most probable cause is a bent or unbalanced starter
armature. A new armature will often correct this problem.
If the complaint is noise, correction can be achieved by
proper shimming as follows:
1. Check for a bent or a worn flywheel.
2. Start the engine and carefully touch the outside di-
ameter of the rotating flywheel ring gear with chalk
or a crayon to show the high point of the tooth run-
out. Turn the engine OFF and rotate the flywheel so
that the marked teeth are in the area of the starter
pinion gear.
3. Disconnect the negative battery cable to prevent
cranking the engine.
4. Check the pinion–to–flywheel clearance by using a
wire gauge of 0.5 mm (0.02 inch) minimum thick-
ness (or diameter). Center a pinion tooth between
two flywheel teeth and the gauge. Do not gauge in
the corners, where a misleading larger dimension
may be observed. If the clearance is under this
minimum, shimming the starter away from the fly-
wheel is required.
5. If the clearance approaches 1.5 mm (0.06 inch) or
more, shimming the starter toward the flywheel is
required. This condition is generally the cause of
broken flywheel teeth or the starter housing. Shim
the starter toward the flywheel by shimming only
the outboard starter mounting pad. A shim of 0.40
mm (0.016 inch) thickness at this location will de-
crease the clearance by approximately 0.30 mm
(0.012 inch). If normal starter shims are not avail-
able, plain washers or other suitable material may
be used as shims.BATTERY LOAD TEST
1. Check the battery for obvious damage, such as a
cracked or broken case or cover, which could per-
mit the loss of electrolyte. If obvious damage is
noted, replace the battery.
CAUTION : Do not charge the battery if the hydrome-
ter is clear or light yellow. Instead, replace the battery.
If the battery feels hot, or if violent gassing or spew-
ing of electrolyte through the vent hole occurs, dis-
continue charging or reduce the charging rate to
avoid personal injury.
2. Check the hydrometer. If the green dot is visible, go
to the load test procedure. If the indicator is dark
but green is not visible, charge the battery. For
charging a battery removed from the vehicle, refer
to ”Charging a Completely Discharged Battery” in
this section.
3. Connect a voltmeter and a battery load tester
across the battery terminals.
4. Apply a 300–ampere load for 15 seconds to remove
any surface charge from the battery.
5. Remove the load.
6. Wait 15 seconds to let the battery recover, and ap-
ply a 270–ampere load.
Important : The battery temperature must be estimated
by touch and by the temperature condition the battery has
been exposed for the preceding few hours.
7. If the voltage does not drop below the minimum
listed, the battery is good and should be reinstalled.
If the voltage is less than the minimum listed, re-
place the battery. Refer to ”Battery Specifications”
in this section.

1E – 10IENGINE ELECTRICAL
DAEWOO V–121 BL4
GENRATOR OUTPUT TEST
1. Perform the generator system test. Refer to ”Gen-
erator System Check”in this section.
2. Replace the generator if it fails that test. Refer to
”Generator” in the On–Vehicle Service portion of
this section. If it passes the test, perform the on–
vehicle output check which follows.
Important : Always check the generator for output before
assuming that a grounded ”L” terminal circuit has dam-
aged the regulator.
3. Attach a digital multimeter, an ammeter, and a car-
bon pile load to the vehicle.
Important : Be sure the vehicle battery is fully charged,
and the carbon pile load is turned off.
4. With the ignition switch in the OFF position, check
and record the battery voltage.
5. Remove the harness connector from the generator.
6. Turn the ignition to RUN with the engine not run-
ning. Use a digital multimeter to check for voltage in
the harness connector ”L” terminal.
7. The reading should be near the specified battery
voltage of 12 volts. If the voltage is too low, check
the indicator
L" terminal circuits for open and
grounded circuits causing voltage loss. Correct any
open wires, terminal connections, etc., as neces-
sary. Refer to”Charging System” in this section.
8. Attach the generator harness connector.
9. Run the engine at a moderate idle, and measure
the voltage across the battery terminals. The read-
ing should be above that recorded in step 14, but
less than 16 volts. If the reading is over 16 volts or
below the previous reading, replace the generator.
Refer to”Generator” in the On–Vehicle Service sec-
tion.
10. Run the engine at a moderate idle, and measure
the generator amperage output.
11. Turn on the carbon pile, and adjust it to obtain the
maximum amps while maintaining the battery volt-
age above 13 volts.
12. If the reading is within 15 amps of the generator’s
rating noted on the generator, the generator is
good. If not, replace the generator. Refer to”Gener-
ator” in the On–Vehicle Service section.
13. With the generator operating at the maximum out-
put, measure the voltage between the generator
housing and the battery negative terminal. The volt-
age drop should be 0.5 volt or less. If the voltage
drop is more than 0.5 volt, check the ground path
from the generator housing to the negative battery
cable.
14. Check, clean, tighten, and recheck all of the ground
connections.
GENERATOR SYSTEM CHECK
When operating normally, the generator indicator lamp will
come on when the ignition is in RUN position and go out
when the engine starts. If the lamp operates abnormally
or if an undercharged or overcharged battery condition oc-
curs, the following procedure may be used to diagnose the
charging system. Remember that an undercharged bat-
tery is often caused by accessories being left on overnight
or by a defective switch that allows a lamp, such as a trunk
or a glove box lamp, to stay on.
Diagnose the generator with the following procedure:
1. Visually check the belt and the wiring.
2. With the ignition in the ON position and the engine
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 5–am-
pere jumper lead.
S If the lamp lights, replace the generator. Refer to
”Generator” in the On–Vehicle Service section.
S If the lamp does not light, locate the open circuit
between the ignition switch and the harness
connector. The indicator lamp bulb may be
burned out.
3. With the ignition switch in the ON position and the
engine running at moderate speed, the charge indi-
cator lamp should be off. If not, detach the wiring
harness at the generator.
S If the lamp goes off, replace the generator. Re-
fer to ”Generator” in the On–Vehicle Service
section.
S If the lamp stays on, check for a short to ground
in the harness between the connector and the
indicator lamp.
Important : Always check the generator for output before
assuming that a grounded ”L” terminal circuit has dam-
aged the regulator. Refer to”Generator” in the Unit Repair
section.

1E – 30IENGINE ELECTRICAL
DAEWOO V–121 BL4
GENERAL DESCRIPTION
AND SYSTEM OPERATION
BATTERY
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 produced in the bat-
tery to escape. The battery has the following advantages
over conventional batteries:
S No water addition for the life of the battery.
S Overcharge protection. If too much voltage is ap-
plied to the battery, it will not accept as much cur-
rent 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.
S Not as liable to self–discharge as compared to a
conventional battery. This is particularly important
when a battery is left standing for long periods of
time.
S More power available in a lighter and smaller case.
The battery has three major functions in the electrical sys-
tem. 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 de-
mand exceeds the output of the generator.
RATINGS
A battery has two ratings: (1) a reserve capacity rating
designated at 27°C (80°F), 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 deter-
mined under testing at –18°C (0°F), 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 27°C (80°F) and be-
ing discharged at a current of 25 amperes, to reach a ter-
minal voltage of 10.5 volts.
COLD CRANKING AMPERAGE
The cold cranking amperage test is expressed at a battery
temperature of –18°C (0°F). The current rating is the mini-
mum 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 capacity.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:
S Vehicle accessories are left on overnight.
S Slow average driving speeds are used for short pe-
riods.
S The vehicle’s electrical load is more than the gener-
ator output, particularly with the addition of after-
market equipment.
S Defects in the charging system, such as electrical
shorts, a slipping generator belt, a faulty generator,
or a faulty voltage regulator.
S Battery abuse, including failure to keep the battery
cable terminals clean and tight, or a loose battery
hold–down clamp.
S 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 hydrome-
ter 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:
S GREEN DOT VISIBLE – Any green appearance
is interpreted as a ”green dot,” meaning the bat-
tery is ready for testing.
S 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:
S CLEAR OR BRIGHT YELLOW – This means
the fluid level is below the bottom of the hydrom-
eter. This may have been caused by excessive
or prolonged 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 complaint is caused by the battery, re-
place the battery.
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
charger connections are clean and tight. For best
results, batteries should be charged while the elec-