2004 DAEWOO NUBIRA oil type

ZF 4 HP 16 AUTOMATIC TRANSAXLE 5A1 – 237
DAEWOO V–121 BL4
Shift Solenoid Valve: Solenoid 1,2
The shift solenoids are two identical, normally open elec-
tronic exhaust work that control upshifts and downshifts in
all forward gear ranges. These shift solenoids valves to-
gether in a combination of ON and OFF sequences to con-
trol the line pressure and shift mechanisms (clutches,
brakes).
Solenoid 1 controls the high or low of the line pressure
(flow to each clutch valve) by the operation type (ON/
OFF), i.e. solenoid 1is ON, line pressure will be low
(87~116 psi (6~8bar)), solenoid 1 is OFF, line pressure will
be high (232~261 psi (16~18bar)).
Solenoid 2 controls the oil flow to clutch valve E or lockup
clutch valve by the ON/OFF signal.
The TCM monitors numerous inputs to determine the ap-
propriate solenoid state combination and transaxle gear
for the vehicle operating conditions.
Gear
Solenoid 1Solenoid 2
Park, NeutralONON
FirstON/OFFON
SecondON/OFFOFF
ThirdON/OFFOFF
FourthON/OFFOFF
ReverseON/OFFON
Line PressureResistance
Solenoid
valve 1/Sole-
noid valve 2ON(low)
89.9~98.6 psi
(6.2~6.8 bar)
OFF(high)
S 221.9~253.24
psi
S (15.3~17.46
bar)26.5 ± 0.5ohm
Pressure Control Solenoid Valve (EDS
VALVE 3,4,5,6)
The pressure control valve (EDS valve 3,4,5,6) is a preci-
sion electronic pressure regulator that controls the opera-
tion of the clutches, brakes and the lock–up clutch.
The valve reduces the system pressure with which the
downstream solenoid valves and electrical pressure regu-
lating valves are supplied. It is possible to use smaller so-
lenoid valves as a result. The EDS require a constant input
pressure.

AISIN AUTOMATIC TRANSAXLE 5A2 – 3
DAEWOO V–121 BL4
SPECIFICATIONS
GENERAL SPECIFICATIONS
Definition
1.6 DOHC
Transaxle Fluid TypeISU DEXRON III or ESSO JWS 3309
Transaxle Fluid Capacity5.77L (6.1 qts)
TRANSAXLE GEAR RATIO
GearRatio
1.6 DOHC
First2.875
Second1.568
Third1.000
Fourth0.697
Reverse2.300
Counter1.020
Differential3.750
FLUID CAPACITY
Capacity
1.6 DOHC
Transaxle Fluid (dry fill)5.77L (6.1 qts)
Transaxle Fluid (drain and refill)2.1L (2.2 qts)
Notice : Fluid capacity (drain and refill) could be changed according to the some condition, therefore be sure to check
the fluid using the oil stick guage.
LINE PRESSURE SPECIFICATION
ApplicationIdlingStall
At ”D” range3.9–4.2 kg/cm2 (55–60 psi)11.3–12.5 kg/cm2 (161–178 psi)
At ”R” range6.0–6.9 kg/cm2 (85–98 psi)16.2–18.6 kg/cm2 (230–265 psi)

FIVE–SPEED MANUAL TRANSAXLE 5B – 5
DAEWOO V–121 BL4
DIAGNOSIS
ISOLATE NOISE
Identify the cause of any noise before attempting to repair
the clutch, the transaxle, or their related link–ages.
Symptoms of trouble with the clutch or the manual trans-
axle include:
S A great effort required to shift gears.
S The sound of gears clashing and grinding.
S Gear blockout.
Any of these conditions requires a careful analysis. Make
the following checks before disassembling the clutch or
the transaxle for repairs.
Road Travel Noise
Many noises that appear to come from the transaxle may
actually originate with other sources such as the:
S Tires.
S Road surfaces.
S Wheel bearings.
S Engine.
S Exhaust system.
These noises may vary according to the:
S Size of the vehicle.
S Type of the vehicle.
S Amount of insulation used in the body of the ve-
hicle.
Transaxle Noise
Transaxle gears, like any mechanical device, are not ab-
solutely quiet and will make some noise during normal op-
eration.
To verify suspected transaxle noises:
1. Select a smooth, level asphalt road to reduce tire
and resonant body noise.
2. Drive the vehicle far enough to warm up all the lu-
bricants thoroughly.
3. Record the speed and the gear range of the trans-
axle when the noise occurs.
4. Check for noises with the vehicle stopped, but with
the engine running.
5. Determine if the noise occurs while the vehicle op-
erates in:
S Drive – under a light acceleration or a heavy
pull.
S Float – maintaining a constant speed with a light
throttle on a level road.
S Coast – with the transaxle in gear and the
throttle partly or fully closed.
S All of the above.
Bearing Noise
Differential Side Bearing Noise
Differential side bearing noise and wheel bearing noise
can be confused easily. Since side bearings are pre–
loaded, a differential side bearing noise should not dimin-
ish much when the differential/transaxle is run with the
wheels off the ground.
Wheel Bearing Noise
Wheel bearings produce a rough growl or grating sound
that will continue when the vehicle is coasting and the
transaxle is in NEUTRAL. Since wheel bearings are not
pre–loaded, a wheel bearing noise should diminish con-
siderably when the wheels are off the ground.
Other Noise
Brinelling
A brinelled bearing causes a ”knock” or ”click” approxi-
mately every second revolution of the wheel because the
bearing rollers do not travel at the same speed as the
wheel. In operation, the effect is characterized by a low–
pitched noise.
A brinelled bearing is caused by excessive thrust which
pushes the balls up on the pathway and creates a triangu-
lar–shaped spot in the bearing race. A brinelled bearing
can also be caused from pressing one race into position
by applying pressure on the other race.
A false indication of a brinelled bearing occurs as a result
of vibration near the area where the bearing is mounted.
Brinelling is identified by slight indentations, resulting in a
washboard effect in the bearing race.
Lapping
Lapped bearing noise occurs when fine particles of abra-
sive materials such as scale, sand, or emery circulate
through the oil in the vehicle, causing the surfaces of the
roller and the race to wear away. Bearings that wear loose
but remain smooth, without spalling or pitting, are the re-
sult of dirty oil.
Locking
Large particles of foreign material wedged between the
roller and the race usually causes one of the races to turn,
creating noise from a locked bearing. Pre–loading regular
taper roller bearings to a value higher than that specified
also can result in locked bearings
Pitting
Pitting on the rolling surface comes from normal wear and
the introduction of foreign materials.
Spalling
Spalled bearings have flaked or pitted rollers or races
caused by an overload or an incorrect assembly that re-
sults in a misalignment, a cocking of bearings, or adjust-
ments that are too tight.
After completing these checks, refer to the ”Diagnosis
Chart” in this section.

7B – 2IMANUAL CONTROL HEATING, VENTILATION AND AIR CONDITIONING SYSTEM
DAEWOO V–121 BL4
SPECIFICATIONS
GENERAL SPECIFICATIONS
ApplicationUnitDescription
Compressor–V5
Receiver–Dryer–AL R/DRIER
RefrigerantType–R–134a System
Capacityg640±20 (RHD : 680±20)
Refrigerant Oil in A/C SystemType–Union Carbide 488 PAG OIL
Capacitycc (ml)220
Evaporator Capacity (Airflow rate 8.7 kg/min)Kcal/h6000±10%
FASTENER TIGHTENING SPECIFICATIONS
ApplicationNSmLb–FtLb–In
Pressure Transducer7–62
Expansion Valve Stud Bolts8–71
Liquid Pipe Support Clamp Bolts4–35
Liquid Pipe Block–to–Receiver Dryer Retaining Nut1410–
Liquid Pipe Block–to–Expansion Valve Retaining Nut1410–
Refrigerant Discharge Hose Block–to–Condenser Retaining Nut1612–
Refrigerant Discharge Hose Block–to–Compressor Retaining Nut3324–
Evaporator Core Cover Screws1.2–11
Heater Core Housing–to–Evaporator Housing Retaining Screws1.2–11
Suction Hose Block–to–Compressor Retaining Nut3324–
Suction Hose Support Clamp–to–Longitudinal Member Bolt8–71
Suction Hose Support Clamp–to–Engine Bracket Bolt (1.4D, 1.6D only)4–35
Suction Hose Support Clamp–to–Engine Bracket Bolt (1.8D, 2.0D only)1410–
Suction Hose Block–to–Expansion Valve Retaining Nut1410–
(Receiver Dryer) Band Clamp Bolt5–44
Receiver Dryer–to–Condenser Pipe Block Bolt5–44
Upper Compressor–to–Bracket Mounting Bolts (1.4D, 1.6D only)2518–
Lower Compressor–to–Bracket Mounting Bolts (1.4D, 1.6D only)4533–
Front Compressor–to–Bracket Mounting Bolts (1.8D, 2.0D only)3526–
Rear Compressor–to–Bracket Mounting Bolts (1.8D, 2.0D only)2015–
Condenser Mount Bolts4–35
(Compressor) Clutch Plate and Hub Assembly Retaining Nut1713–
(Compressor) Through Bolts10–89

MANUAL CONTROL HEATING, VENTILATION AND AIR CONDITIONING SYSTEM 7B – 21
DAEWOO V–121 BL4
Refrigerant Recovery
Important : Use only a refrigerant tank that is designed for
the charging station in use. The unit’s overfill limitation
mechanism is calibrated specifically for use with this tank.
The tank’s valves are also manufactured 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.
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.
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 which would, under
this condition, 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 from such reuse. Dispose of the refrig-
erant oil properly.
12. Begin the recovery process. Refer to the manufac-
turer ’s instructions for the charging station in use.
Important : Some A/C system polyalkaline glycol (PAG)
lubricating oil may be removed with the refrigerant during
recovery. The amount of oil removed varies. A charging
station separates the oil from the refrigerant and provides
a means of determining how much oil was removed. Re-
place the same amount of oil when recharging the system.
Refer to the manufacturer’s instructions for the charging
station in use.
13. Wait 5 minutes, then check the control panel low–
side gauge. If the A/C has maintained vacuum, the
recovery is complete.
14. If the low–side gauge pressure rises above zero,
there is more refrigerant in the system. Recover the
additional refrigerant. Repeat this step until the sys-
tem maintains vacuum for 2 minutes.
Important : If the control indicator shows that the refriger-
ant tank is full during the recovery process and the unit
shuts off, install an empty unit tank to store the refrigerant
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 refrig-
erant, 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 panel.
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 refriger-
ant.
3. Start the vacuum pump and begin the evacuation
process. Non–condensable gases (mostly air) are
vented from the tank automatically during the re-
cycling process. You may hear the pressure being
released.
4. Check for leaks in the system. Refer to the
manufacturer ’s instructions for the charging station
in use.
Important : Change the vacuum pump oil frequently. Re-
fer to the manufacturer’s instructions for the charging sta-
tion in use.
A/C System Oil Charge Replenishing
Any oil removed from the A/C system during the recovery
process must be replenished at this time.
1. Use the correct graduated bottle of PAG oil for the
R–134a system.
Important:
S Keep the oil bottles tightly capped at all times to
protect the oil from moisture and contamination.
S You must have an A/C system vacuum for this op-
eration. Never open the oil injection valve while
there is positive pressure in the A/C system. This
will result in oil blowback through the bottle vent.
S Never let the oil level drop below the pickup tube
while charging or replenishing the system, as this
will allow air into the A/C system.
2. Refer to the manufacturer’s instructions for the
charging 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 A/C system before charging.
1. Close the low–side valve on the control panel.
2. Open the high–side valve on the control panel.
3. Refer to the manufacturer’s instructions for the
charging station in use.
4. Enter the amount of refrigerant needed to charge
the A/C, making sure to use the correct system of
measurement, i.e. kilogram (kg) or pound (lb).
5. Begin the charging process.

SUPPLEMENTAL INFLATABLE RESTRAINTS (SIR) 8B – 101
DAEWOO V–121 BL4
FRONT SEAT BELT
PRETENSIONERS
CAUTION : Tempering with seat belt pretensioner
creates the risk of an injury from unexpected deploy-
ment. Therefore, the driver airbag module should
never be disassembled.
The seat belt pretensioners(with load limiter for some ve-
hicles) are assembled with each front seat belt retractors
to retract the seat belt webbing when accounted frontal
collision. The seat belt pretensioners are controlled by
sensing and diagnostic module(SDM). The seat belt pre-
tensioner contains an igniter charge and a gas generator
to pull the seat belt webbing. The seat belt pretensioner
must be replaced after an accident that causes its activa-
tion.
The seat belt pretensioner also contains a shorting bar to
prevent current from travelling through the seat belt pre-
tensioner during servicing. The shorting bar is disengaged
when the connector is connected.
SENSING AND DIAGNOSTIC
MODULE (SDM)
CAUTION : During the service procedures, be careful
when handling the SDM. Never shake or jar the SDM.
Never apply power to SIR when the SDM is not rigidly
attached to the vehicle. All SDM mounting bolts and
grounding nuts must be fully tightened. Failure to fol-
low these precautions could cause deployment and
result in personal injury.
The SDM is located on the floor beneath the floor console
assembly. The SDM performs the following functions :
S Monitors the supplemental inflatable restraints(SIR)
electrical components and sets a diagnostic trouble
code(DTC) when malfunction is detected.
S Records any faults that are discovered.
S Displays SIR diagnostic trouble codes and system
status information when connected to a scan tool.
S Illuminates the airbag indicator to alert the driver to
any fault.S Provides a reserve power source to deploy the air-
bags and pretensioners if an accident has disabled
the normal power source.
S Monitors vehicle velocity changes to detect frontal
impacts, which are severe enough to warrant de-
ployment.
S Causes current to flow through the airbag modules
and pretensioner to cause deployment if a frontal
impact of sufficient force is detected.
The SDM contains no user–serviceable parts.
AIRBAG WARNING LAMP
The instrument cluster contains an airbag warning indica-
tor and sensing and diagnostic module(SDM). The SDM
performs a turn–on test when the ignition is turned ON.
The SDM flashes the airbag indicator seven times by sup-
plying an intermittent ground to the indicator lamp circuit.
After flashing seven times, the airbag indicator will turn off
if no more malfunctions have been detected.
If the SDM has detected malfunctions in the internal and
external circuits, which could potentially affect the opera-
tion of the supplemental inflatable restraints(SIR), the air-
bag indicator stays on. Some malfunctions could result in
non–deployment when necessary or deployment under
conditions which would not normally result in deployment.
When the SDM is not properly attached to its connector,
the airbag circuit is shorted to ground because there is a
shorting bar in the SDM electrical connector. The shorting
bar is disengaged when proper connection is made, but if
a poor connection exists the SDM connector supplied a
ground to the airbag indicator independently of the SDM,
and the airbag indicator turns on.
CLOCK SPRING
CAUTION : Disassembling the clock spring can cause
injury or cause the clock spring to malfunction.
CAUTION : Over–rotating the clock spring (over 3 and
one quarter turns to one direction) without the steer-
ing wheel in position could damage the clock spring
and result in an inoperative driver airbag.
There is a coil assembly in the steering which is referred
to as a clock spring because of its internal resemblance to
the type of spring used in a mechanical clock. The coil

IMMOBILIZER ANTI–THEFT SYSTEM 9T2 – 11
DAEWOO V–121 BL4
GENERAL DESCRIPTION
AND SYSTEM OPERATION
IMMOBILIZER SYSTEM
The purpose of the Immobilizer system is to provide addi-
tional theft deterrence to the vehicle in which it is installed
and to prevent it from being stolen or driven by unautho-
rized users.
The verification of the user authorization is done by an igni-
tion key with integrated transponder.
The external LED displays the Immobilizer status and has
an additional theft deterrence function.
To secure the communication, the status is exchanged be-
tween the Immobilizer and the ECM in a 5 byte of encoded
data.
These 5 bytes are composed by a mixture of random data
and two types of fixed code
S a vehicle model identification number : MIN
S a vehicle specific identification : VIN
The MIN is known from the first supply of the system.
The VIN is realized by ICU on the special order from the
key coding (reading of transponder code and storing it as
valid key code in Immobilizer EEPROM).
A different random data is computed at each key transi-
tion.
All the immobilization communication between the ECM
and ICU is made on K–line (K line : Serial data line ’7’).
Due to the learning of the Vehicle specific identification
Number, both ICU and ECM can stay in 3 stable modes
S Virgin mode (VIN not learnt)
S Learnt mode (VIN learnt)
S Neutral mode (for a new VIN learning)
In case of using valid key, the release message commu-
nication with the ECM take place and the LED displays the
Immobilizer status valid key In case of using invalid key,
the ECM disables the fuel injector circuit with coded inter-
vention and sets DTC(Diagnostic Trouble Code)
The above conditions are maintained until the ignition is
switched off.
An ECM without an immobilizer control unit cannot be in-
terchanged for an ECM that is used with an immobilizer
control unit system. The Immobilizer control unit and ECM
must have a matching ID code. ID coding and key coding
are accomplished by using Scanner–100
The Immobilizer system consists of
S a maximum or 5 ignition keys with integrated trans-
ponder
S the toroidal coil (Detection coil) for energizing and
reading the transponder mounted at the ignition
lock.S the Immobilizer control unit(ICU) with :
– power supply
– ignition input circuit
– transponder modulation and demodulation unit
– EEPROM
– driver electronic for the external status LED
– serial data link hardware
S the external status LED for displaying the Immobi-
lizer status
S the serial data link between Immobilizer and ECM
ELECTRONICALLY CODED KEYS
Each valid ignition key has an internal transponder which
is a read /write transponder.
The transponder contains an implementation of a crypto–
algorithm with 96 bits of user configurable s cret–key con-
tained in EEPROM and transmits data to the ICU by mod-
ulating the amplitude of the ele tromagnetic field, and
receives data and commands in a similar way.
DETECTION COIL
The toroidal coil is mounted at the ignition lock in front of
the key barrel.
It is connected to the ICU with a four terminal connector
fixed at the body of the coil.
The length of the connection between coil and Immobilizer
is restricted to 50cm. The correct placement on the ignition
lock and the exact electrical data is very important for the
reading distance of transponder.
he toroidal coil and receiving coil inside the transponder
built a transformer. During the readingprocess the coil in-
duces energy into the transponder. The transponder
charges the field and generates an amplitude modulated
signal with the manchester coded data. This charge of the
field is demodulated inside the Immobilizer.
The Immobilizer contains the coil driver hardware for di-
rect connection of the toroidal coil.
IMMOBILIZER CONTROL UNIT
The function of the Immobilizer System is shared between
the ICU and the ECM.
The task of the Immobilizer Electronic Control unit (ICU)
are:
S Reading of the input information ”ignition ON/OFF”
S Controlling the states LED
S Controlling the transponder read/write process
(modulation, demodulation, decoding, comparison
of the read code with the code of the valid keys).
S Communication with the ECM after ignition ON (re-
ceiving of the ECM–request and transmission of
release message).
S Special functions for calculation and handling of the
VIN–code.
The VIN code is calculated by the Immobilizer using a ran-
dom generator.

NUBIRA/LACETTIRUST PREVENTION 10–3
2. RUST PREVENTIVE PROCEDURE
2–1. GENERAL INFORMATION
.
Corrosion starts immediately after the steel base con-
tacts the atmosphere. The condition is aggravated by
sea wind, road salt, rain, snow and industrial fallout.
There are many ways to protect automobiles against
corrosion. Primers, primer surfacers and paints are ap-
plied by electrodeposition or spray to protect the car
body.Anti–rust Agents and Spray Guns
Use the following anti–rust agents or equivalents when
making a body repair.
.
CAUTION : ANTI–RUST agents contain substances
that are harmful if you breathe or swallow them, or get
them on your skin. Wear converalls, gloves, eye
protection, and an approved respirator while using
such agents.
.
.
Anti–rust agents:
RUSTOP
DEOX #100
WAXOYL
U.S.A. MARKET
AUTO ARMOR 1031
(made by E.C.P)To be applied to welded joints
inside body panels.
NOX–RUST 409–20S
SOLTION 1000SAUTO ARMOR OUTSIDE COATING
(made by E.C.P)To be appled to under floor
and wheelhouse.
Spray guns:
Use the correct gun for the agent being used.
S Use of a pressure type spray gun is recommended when
work involves a considerable number of cars.
For RUSTOP
DEOX#100For WAXOYLFor NOXRUST 409–20S/
SOLTION 1000S
Protectors: Wear gloves, mask and suitable eye protection.
S Use light oil and a rag to clean up spilled anti–rust agents.