2004 DAEWOO NUBIRA TURN SIGNALS

0B – 12IGENERAL INFORMATION
DAEWOO V–121 BL4
OWNER INSPECTIONS AND SERVICES
WHLE OPERATING THE VEHICLE
Horn Operation
Blow the horn occasionally tomake sure it works. Check
all the button locations.
Brake System Operation
Be alert for abnormal sounds, increased brake pedal trav-
el or repeated pulling to one side when braking. Also, if the
brake warning light goes on, or flashes, something may be
wrong with part of the brake system.
Exhaust System Operation
Be alert to any changes in the sound of the system or the
smell of the fumes. These are signs that the system may
be leaking or overheating. Have the system inspected and
repaired immediately.
Tires,Wheels and Alignment Operation
Be alert to any vibration of the steering wheel or the seats
at normal highway speeds. This may mean a wheel needs
to be balanced. Also, a pull right or left on a straight, level
road may show the need for a tire pressure adjustment or
a wheel alignment.
Steering System Operation
Be alert to changes in the steering action. An inspection
is needed when the steering wheel is hard to turn or has
too much free play, or if unusual sounds are noticed when
turning or parking.
Headlight Aim
Take note of the light pattern occasionally. Adjust the
headlights if the beams seem improperly aimed.
AT EACH FUEL FILL
A fluid loss in any (except windshield washer) system may
indicate a problem. Have the system inspected and re-
paired immediately.
Engine Oil Level
Check the oil level and add oil if necessary. The best time
to check the engine oil level is when the oil is warm.
1. After stopping the engine, wait a few minutes for
the oil to drain back to the oil pan.
2. Pull out the oil level indicator (dip stick).
3. Wipe it clean, and push the oil level indicator back
down all the way.
4. Pull out the oil level indicator and look at the oil lev-
el on it.
5. Add oil, if needed, to keep the oil level above the
MIN line and within the area labeled ”Operating
Range.” Avoid overfilling the engine, since this may
cause engine damage.
6. Push the indicator all the way back down into the
engine after taking the reading.If you check the oil level when the oil is cold, do not run the
engine first. The cold oil will not drain back to the pan fast
enough to give a true oil level reading.
Engine Coolant Level and Condition
Check the coolant level in the coolant reservoir tank and
add coolant if necessary. Inspect the coolant. Replace
dirty or rusty coolant.
Windshield Washer Fluid Level
Check the washer fluid level in the reservoir. Add fluid if
necessary.
AT LEAST MONTHLY
Tire And Wheel Inspection and Pressure
Check
Check the tires for abnormal wear or damage. Also check
for damaged wheels. Check the tire pressure when the
tires are cold (check the spare also, unless it is a stow-
away). Maintain the recommended pressures that are on
the tire placard that is in the glove box.
Light Operation
Check the operation of the license plate light, the head-
lights (including the high beams), the parking lights, the
fog lights, the taillight, the brake lights, the turn signals, the
backup lights and the hazard warning flasher.
Fluid Leak Check
Periodically inspect the surface beneath the vehicle for
water, oil, fuel or other fluids, after the vehicle has been
parked for a while. Water dripping from the air conditioning
system after use is normal. If you notice fuel leaks or
fumes, find the cause and correct it at once.
AT LEAST TWICE A YEAR
Power Steering System Reservoir Level
Check the power steering fluid level. Keep the power
steering fluid at the proper level. Refer to Section 6A, Pow-
er Steering System.
Brake Master Cylinder Reservoir Level
Check the fluid and keep it at the proper level. A low fluid
level can indicate worn disc brake pads which may need
to be serviced. Check the breather hole in the reservoir
cover to be free from dirt and check for an open passage.
Clutch Pedal Free Travel
Check clutch pedal free travel and adjust as necessary.
Measure the distance from the center of the clutch pedal
to the outer edge of the steering wheel with the clutch ped-
al not depressed. Then measure the distance from the
center of the clutch pedal to the outer edge of the steering
wheel with the clutch pedal fully depressed. The difference
between the two values must be greater than 130 mm
(5.19 inches).
Weather–Strip Lubrication
Apply a thin film silicone grease using a clean cloth.

ENGINE CONTROLS 1F – 47
DAEWOO V–121 BL4
ENGINE CRANKS BUT WILL NOT RUN (1.8L DOHC)
Test Description
The number(s) below refer to step(s) on the diagnostic
table.
1. The On–Board Diagnostic (EOBD) System Check
prompts the technician to complete some basic
checks and store the freeze frame and failure re-
cords data on the scan tool if applicable. This
creates an electronic copy of the data taken when
the occurred. The information is then stored on the
scan tool for later reference.
2. By performing a compression test, it can be deter-
mined if the engine has the mechanical ability to
run.
3. It is important to check for the presence of sparkfrom all of the ignition wires. If spark is present from
one to three of the ignition coil terminals, the Crank-
shaft Position (CKP) sensor is OK.
19. In checking the engine control module (ECM) out-
puts for the electronic spark timing signal, it recom-
mended to use an oscilloscope to view the varying
voltage signals. In measuring these outputs with a
voltmeter, intermittent errors may occur that cannot
be seen by a voltmeter.
35. This step checks for proper operation of the ECM’s
control of the fuel pump circuit.
59. This step checks for a ground signal being supplied
by the ECM to operate the fuel injectors. If there is
no ground present during the cranking of the en-
gine, and the fuel injector wiring is OK, the ECM is
at fault.
Engine Cranks But Will Not Run (1.8L DOHC)
CAUTION : Use only electrically insulated pliers when
handling ignition wires with the engine running to
prevent an electrical shock.
CAUTION : Do not pinch or restrict nylon fuel lines.Damage to the lines could cause a fuel leak, resulting
in possible fire or personal injury.
Step
ActionValue(s)YesNo
1Perform an On–Board Diagnostic (EOBD) System
Check.
Was the check performed?–Go to Step 2Go to
”On–Board
Diagnostic
(EOBD) Sys-
tem Check”
2Check for set Diagnostic Trouble Code (DTC)
P0601.
Is the DTC set?–Go to applica-
ble DTC tableGo to Step 4
3Crank the engine.
Does the engine start and continue to run?–System OKGo to Step 5
4Perform a cylinder compression test.
Is the cylinder compression for all of the cylinders at
or above the value specified?689 kPa
(100 psi)Go to Step 8Go to Step 5
5Inspect the timing belt alignment.
Is the timing belt in alignment?–Go to Step 7Go to Step 6
6Align or replace the timing belt as needed.
Is the repair complete?–Go to Step 3–
7Repair the internal engine damage as needed.
Is the repair complete?–Go to Step 3–
8Inspect the fuel pump fuse.
Is the problem found?–Go to Step 9Go to Step 10
9Replace the fuse.
Is the repair complete?–Go to Step 3–
101. Install a scan tool.
2. Turn the ignition ON, the engine OFF and close
the throttle.
Does the Throttle Position (TP) sensor read less
than the specified value.1.0 vGo to Step 11Go to ”DTC
P0123 Throttle
Position Sensor
High Voltage”

ENGINE CONTROLS 1F – 85
DAEWOO V–121 BL4
IGNITION SYSTEM CHECK (1.4L/1.6L DOHC)
Circuit Description
The Electronic Ignition (EI) system uses a waste spark
method of spark distribution. In this type of EI system, the
Crankshaft Position (CKP) sensor is mounted to the oil
pump near a slotted wheel that is a part of the crankshaft
pulley. The CKP sensor sends reference pulses to the en-
gine control module (ECM). The ECM then triggers the EI
system ignition coil. Once the ECM triggers the EI system
ignition coil, both of the connected spark plugs fire at the
same time. One cylinder is on its compression stroke at
the same time that the other is on the exhaust stroke, re-
sulting in lower energy needed to fire the spark plug in the
cylinder on its exhaust stroke.
This leaves the remainder of the high voltage to be used
to fire the spark plug in the cylinder on its compression
stroke. Since the CKP sensor is in a fixed position, timing
adjustments are not possible or needed.
Test Description
The number(s) below refer to step(s) on the diagnostictable.
2. It is important to check for the presence of spark to
all of the cylinders to isolate the problem to either
EI system ignition coil inputs or outputs.
5. In checking the ECM outputs for the electronic
spark timing signal, it recommended to use an os-
cilloscope to view the varying voltage signals. In
measuring these outputs with a voltmeter, intermit-
tent errors may occur that cannot be seen by a volt-
meter.
6. After confirming ECM inputs for the electronic spark
timing to the EI system ignition coil are OK, it can
be determined that a faulty EI system ignition coil is
at fault.
11. After confirming proper CKP sensor inputs to the
ECM and no wiring problems present, it can be de-
termined that the ECM is at fault.
24. This step, along with step 25, checks for battery
voltage and a ground to the EI system ignition coil.
Ignition System Check (1.4L/1.6L DOHC)
CAUTION : Use only electrically insulated pliers when handling ignition wires with the engine running to prevent
an electrical shock.
Step
ActionValue(s)YesNo
11. Remove the spark plugs.
2. Inspect for wet spark plugs, cracks, wear, im-
proper gap, burned electrodes, or heavy de-
posits.
3. Replace the spark plugs as needed.
Is the repair complete?–System OKGo to Step 2
2Check for the presence of spark from all of the igni-
tion wires while cranking the engine.
Is spark present from all of the ignition wires?–System OKGo to Step 3
31. Measure the resistance of the ignition wires.
2. Replace any ignition wire(s) with a resistance
above the value specified.
3. Check for the presence of spark from all of the
ignition wires.
Is spark present from all of the ignition wires?30,000 WSystem OKGo to Step 4
4Is spark present from at least one of the ignition
wires, but not all of the ignition wires?–Go to Step 5Go to Step 12
51. Turn the ignition OFF.
2. Disconnect the Electronic Ignition (EI) system
ignition coil connector.
3. While cranking the engine, measure the volt-
age at the EI system ignition coil connector
terminal 1.
Does the voltage fluctuate within the values speci-
fied?0.2–2.0 vGo to Step 6Go to Step 7

ENGINE CONTROLS 1F – 625
DAEWOO V–121 BL4
EVAPORATIVE EMISSION CANISTER
The Evaporative (EVAP) Emission canister is an emission
control device containing activated charcoal granules.
The EVAP emission canister is used to store fuel vapors
from the fuel tank. Once certain conditions are met, the en-
gine control module (ECM) activates the EVAP canister
purge solenoid, allowing the fuel vapors to be drawn into
the engine cylinders and burned.
POSITIVE CRANKCASE
VENTILATION SYSTEM OPERATION
A Positive Crankcase Ventilation (PCV) system is used to
provide complete use of the crankcase vapors. Fresh air
from the air cleaner is supplied to the crankcase. The fresh
air is mixed with blowby gases which are then passed
through a vacuum hose into the intake manifold.
Periodically inspect the hoses and the clamps. Replace
any crankcase ventilation components as required.
A restricted or plugged PCV hose may cause the following
conditions:
S Rough idle
S Stalling or low idle speed
S Oil leaks
S Oil in the air cleaner
S Sludge in the engine
A leaking PCV hose may cause the following conditions:
S Rough idle
S Stalling
S High idle speed
ENGINE COOLANT TEMPERATURE
SENSOR
The Engine Coolant Temperature (ECT) sensor is a
thermistor (a resistor which changes value based on tem-
perature) mounted in the engine coolant stream. Low cool-
ant temperature produces a high resistance (100,000
ohms at –40 °F [–40 °C]) while high temperature causes
low resistance (70 ohms at 266 °F [130 °C]).
The engine control module (ECM) supplies 5 volts to the
ECT sensor through a resistor in the ECM and measures
the change in voltage. The voltage will be high when the
engine is cold, and low when the engine is hot. By measur-
ing the change in voltage, the ECM can determine the
coolant temperature. The engine coolant temperature af-
fects most of the systems that the ECM controls. A failure
in the ECT sensor circuit should set a diagnostic trouble
code P0117 or P0118. Remember, these diagnostic
trouble codes indicate a failure in the ECT sensor circuit,
so proper use of the chart will lead either to repairing a wir-
ing problem or to replacing the sensor to repair a problem
properly.
THROTTLE POSITION SENSOR
The Throttle Position (TP) sensor is a potentiometer con-
nected to the throttle shaft of the throttle body. The TP sen-
sor electrical circuit consists of a 5 volt supply line and a
ground line, both provided by the engine control module
(ECM). The ECM calculates the throttle position by moni-
toring the voltage on this signal line. The TP sensor output
changes as the accelerator pedal is moved, changing the
throttle valve angle. At a closed throttle position, the output
of the TP sensor is low, about 0.5 volt. As the throttle valve
opens, the output increases so that, at Wide Open Throttle
(WOT), the output voltage will be about 5 volts.
The ECM can determine fuel delivery based on throttle
valve angle (driver demand). A broken or loose TP sensor
can cause intermittent bursts of fuel from the injector and
an unstable idle, because the ECM thinks the throttle is
moving. A problem in any of the TP sensor circuits should
set a diagnostic trouble code (DTC) P0121 or P0122.
Once the DTC is set, the ECM will substitute a default val-
ue for the TP sensor and some vehicle performance will
return. A DTC P0121 will cause a high idle speed.
CATALYST MONITOR OXYGEN
SENSORS
Three–way catalytic converters are used to control emis-
sions of hydrocarbons (HC), carbon monoxide (CO), and
oxides of nitrogen (NOx). The catalyst within the convert-
ers promotes a chemical reaction. This reaction oxidizes
the HC and CO present in the exhaust gas and converts
them into harmless water vapor and carbon dioxide. The
catalyst also reduces NOx by converting it to nitrogen. The
engine control module (ECM) can monitor this process us-
ing the HO2S1 and HO2S2 sensor. These sensors pro-
duce an output signal which indicates the amount of oxy-
gen present in the exhaust gas entering and leaving the
three–way converter. This indicates the catalyst’s ability to
efficiently convert exhaust gasses. If the catalyst is operat-
ing efficiently, the HO2S1 sensor signals will be more ac-
tive than the signals produced by the HO2S2 sensor. The
catalyst monitor sensors operate the same way as the fuel
control sensors. The sensor’s main function is catalyst
monitoring, but they also have a limited role in fuel control.
If a sensor output indicates a voltage either above or below
the 450 mv bias voltage for an extended period of time, the
ECM will make a slight adjustment to fuel trim to ensure
that fuel delivery is correct for catalyst monitoring.
A problem with the HO2S1 sensor circuit will set DTC
P0131, P0132, P0133 or P0134 depending, on the special
condition. A problem with the HO2S2 sensor signal will set
DTC P0137, P0138, P0140 or P0141, depending on the
special condition.
A fault in the Rear Heated Oxygen Sensor (HO2S2) heat-
er element or its ignition feed or ground will result in lower
oxygen sensor response. This may cause incorrect cata-
lyst monitor diagnostic results.

ENGINE CONTROLS 1F – 629
DAEWOO V–121 BL4
tentially interfere with the operation of the Exhaust Gas
Recirculation (EGR) valve and thereby turn on the MIL.
Small leaks in the exhaust system near the post catalyst
oxygen sensor can also cause the MIL to turn on.
Aftermarket electronics, such as cellular phones, stereos,
and anti–theft devices, may radiate electromagnetic inter-
ference (EMI) into the control system if they are improperly
installed. This may cause a false sensor reading and turn
on the MIL.
Environment
Temporary environmental conditions, such as localized
flooding, will have an effect on the vehicle ignition system.
If the ignition system is rain–soaked, it can temporarily
cause engine misfire and turn on the MIL.
Refueling
A new EOBD diagnostic checks the integrity of the entire
Evaporative (EVAP) Emission system. If the vehicle is re-
started after refueling and the fuel cap is not secured cor-
rectly, the on–board diagnostic system will sense this as
a system fault, turn on the MIL, and set DTC P0440.
Vehicle Marshaling
The transportation of new vehicles from the assembly
plant to the dealership can involve as many as 60 key
cycles within 2 to 3 miles of driving. This type of operation
contributes to the fuel fouling of the spark plugs and will
turn on the MIL with a set DTC P0300.
Poor Vehicle Maintenance
The sensitivity of EOBD diagnostics will cause the MIL to
turn on if the vehicle is not maintained properly. Restricted
air filters, fuel filters, and crankcase deposits due to lack
of oil changes or improper oil viscosity can trigger actual
vehicle faults that were not previously monitored prior to
EOBD. Poor vehicle maintenance can not be classified as
a ”non–vehicle fault,” but with the sensitivity of EOBD
diagnostics, vehicle maintenance schedules must be
more closely followed.
Severe Vibration
The Misfire diagnostic measures small changes in the
rotational speed of the crankshaft. Severe driveline vibra-
tions in the vehicle, such as caused by an excessive
amount of mud on the wheels, can have the same effect
on crankshaft speed as misfire and, therefore, may set
DTC P0300.
Related System Faults
Many of the EOBD system diagnostics will not run if the
engine controlmodule (ECM) detects a fault on a related
system or component. One example would be that if the
ECM detected a Misfire fault, the diagnostics on the cata-
lytic converter would be suspended until the Misfire fault
was repaired. If the Misfire fault is severe enough, the cat-
alytic converter can be damaged due to overheating andwill never set a Catalyst DTC until the Misfire fault is re-
paired and the Catalyst diagnostic is allowed to run to
completion. If this happens, the customer may have to
make two trips to the dealership in order to repair the ve-
hicle.
SERIAL DATA COMMUNICATIONS
Class II Serial Data Communications
Government regulations require that all vehicle manufac-
turers establish a common communication system. This
vehicle utilizes the ”Class II” communication system. Each
bit of information can have one of two lengths: long or
short. This allows vehicle wiring to be reduced by transmit-
ting and receiving multiple signals over a single wire. The
messages carried on Class II data streams are also priori-
tized. If two messages attempt to establish communica-
tions on the data line at the same time, only the message
with higher priority will continue. The device with the lower
priority message must wait. Themost significant result of
this regulation is that it provides scan tool manufacturers
with the capability to access data from any make or model
vehicle that is sold.
The data displayed on the other scan tool will appear the
same, with some exceptions. Some scan tools will only be
able to display certain vehicle parameters as values that
are a coded representation of the true or actual value. On
this vehicle the scan tool displays the actual values for ve-
hicle parameters. It will not be necessary to perform any
conversions from coded values to actual values.
ON–BOARD DIAGNOSTIC (EOBD)
On–Board Diagnostic Tests
A diagnostic test is a series of steps, the result of which is
a pass or fail reported to the diagnostic executive. When
a diagnostic test reports a pass result, the diagnostic
executive records the following data:
S The diagnostic test has been completed since the
last ignition cycle.
S The diagnostic test has passed during the current
ignition cycle.
S The fault identified by the diagnostic test is not cur-
rently active.
When a diagnostic test reports a fail result, the diagnostic
executive records the following data:
S The diagnostic test has been completed since the
last ignition cycle.
S The fault identified by the diagnostic test is current-
ly active.
S The fault has been active during this ignition cycle.
S The operating conditions at the time of the failure.
Remember, a fuel trim Diagnostic Trouble Code (DTC)
may be triggered by a list of vehicle faults. Make use of all
information available (other DTCs stored, rich or lean con-
dition, etc.) when diagnosing a fuel trim fault.

ENGINE CONTROLS 1F – 633
DAEWOO V–121 BL4
Failed This Ig. (Failed This Ignition)
This message display indicates that the diagnostic test
has failed at least once during the current ignition cycle.
This message will clear when DTCs are cleared or the igni-
tion is cycled.
History
This message display indicates that the DTC has been
stored in memory as a valid fault. A DTC displayed as a
History fault may not mean that the fault is no longer pres-
ent. The history description means that all the conditions
necessary for reporting a fault have been met (maybe
even currently), and the information was stored in the con-
trol module memory.
MIL Requested
This message display indicates that the DTC is currently
causing the MIL to be turned ON. Remember that only
type A and type B DTCs can request the MIL. The MIL re-
quest cannot be used to determine if the DTC fault condi-
tions are currently being experienced. This is because the
diagnostic executive will require up to three trips during
which the diagnostic test passes to turn OFF the MIL.
Not Run Since CI (Not Run Since Cleared)
This message display indicates that the selected diagnos-
tic test has not run since the last time DTCs were cleared.
Therefore, the diagnostic test status (passing or failing) is
unknown. After DTCs are cleared, this message will con-
tinue to be displayed until the diagnostic test runs.
Not Run This Ig. (Not Run This Ignition)
This message display indicates that the selected diagnos-
tic test has not run during this ignition cycle.
Test Ran and Passed
This message display indicates that the selected diagnos-
tic test has done the following:
S Passed the last test.
S Run and passed during this ignition cycle.
S Run and passed since DTCs were last cleared.
If the indicated status of the vehicle is ”Test Ran and
Passed” after a repair verification, the vehicle is ready to
be released to the customer.
If the indicated status of the vehicle is ”Failed This Ignition”
after a repair verification, then the repair is incomplete and
further diagnosis is required.
Prior to repairing a vehicle, status information can be used
to evaluate the state of the diagnostic test, and to help
identify an intermittent problem. The technician can con-
clude that although the MIL is illuminated, the fault condi-
tion that caused the code to set is not present. An intermit-
tent condition must be the cause.
PRIMARY SYSTEM – BASED
DIAGNOSTICS
There are primary system–based diagnostics which eval-
uate system operation and its effect on vehicle emissions.
The primary system–based diagnostics are listed below
with a brief description of the diagnostic function:
Oxygen Sensor Diagnosis
The fuel control Front Heated Oxygen Sensor (HO2S1) is
diagnosed for the following conditions:
S Slow response.
S Response time (time to switch R/L or L/R).
S Inactive signal (output steady at bias voltage
approx. 450 mv).
S Signal fixed high.
S Signal fixed low.
The catalyst monitor Rear Heated Oxygen Sensor
(HO2S2) is diagnosed for the following conditions:
S Heater performance (time to activity on cold start).
S Signal fixed low during steady state conditions or
power enrichment (hard acceleration when a rich-
mixture should be indicated).
S Signal fixed high during steady state conditions or
deceleration mode (deceleration when a lean mix-
ture should be indicated).
S Inactive sensor (output steady at approximately 438
mv).
If the oxygen sensor pigtail wiring, connector or terminal
are damaged, the entire oxygen sensor assembly must be
replaced. Do not attempt to repair the wiring, connector or
terminals. In order for the sensor to function properly, it
must have clean reference air provided to it. This clean air
reference is obtained by way of the oxygen sensor wire(s).
Any attempt to repair the wires, connector or terminals
could result in the obstruction of the reference air and de-
grade oxygen sensor performance.
Misfire Monitor Diagnostic Operation
The misfire monitor diagnostic is based on crankshaft
rotational velocity (reference period) variations. The en-
gine control module (ECM) determines crankshaft rota-
tional velocity using the Crankshaft Position (CKP) sensor
and the Camshaft Position (CMP) sensor. When a cylinder
misfires, the crankshaft slows down momentarily. By mon-
itoring the CKP and CMP sensor signals, the ECM can cal-
culate when a misfire occurs.
For a non–catalyst damaging misfire, the diagnostic will be
required to monitor a misfire present for between
1000–3200 engine revolutions.
For catalyst–damaging misfire, the diagnostic will respond
to misfire within 200 engine revolutions.
Rough roads may cause false misfire detection. A rough
road will cause torque to be applied to the drive wheels and
drive train. This torque can intermittently decrease the
crankshaft rotational velocity. This may be falsely de-
tected as a misfire.

ANTILOCK BRAKE SYSTEM 4F – 23
DAEWOO V–121 BL4
J3B14F05
Left Front
Wheel Speed
Sensor
EBCM
LH BLU BRN1
2
76
DIAGNOSTIC TROUBLE CODE (DTC) C0035
LEFT FRONT WHEEL SPEED SENSOR CIRCUIT
MALFUNCTION
Circuit Description
The toothed wheel generates a voltage pulse as it moves
past the sensor. Each tooth–gap–tooth series on the
wheel generates the pulses. The electronic brake control
module (EBCM) uses the frequency of these pulses to de-
termine the wheel speed. The voltage generated depends
on the air gap between the sensor and the toothed wheel,
and on the wheel speed.
Diagnosis
This procedure checks for a malfunctioning wheel speed
sensor, a short to ground or to voltage in the wiring, or a
contact problem in a connector.
Cause(s)
S The wheel speed sensor is defective or discon-
nected.
S There is a problem in the wiring.
S There is a problem with a connector.
S There is a problem in the toothed ring.
S Wrong installed WSS.
S Wrong sensor signal.
S Signal noise via WSS.
Fail Action
ABS action is disabled, and the ABS warning lamp is ON.
EBD is enabled. (Refer to the EBD failure matrix in this
section).
Test Description
The number(s) below refer to step(s) on the diagnostic
table.1. This step begins an examination for a defective
wheel speed sensor.
6. This step tests the wiring for a short to voltage.
8. This step tests the wiring for a short to ground.
10. This step tests for an open or a high resistance in
the wiring.
Diagnostic Aids
Be sure that the speed sensor wiring is properly routed and
retained. This will help to prevent false signals due to the
pickup of electrical noise.
It is very important to perform a thorough inspection of the
wiring and the connectors. Failure to inspect the wiring
and the connectors carefully and completely may result in
misdiagnosis, causing part replacement with the reap-
pearance of the malfunction.
You can use the scan tool to monitor wheel speeds during
a road test. Watch the wheel speeds being displayed on
the scan tool to see if any of the readings is unusual, such
as one sensor varying in speed from the other three, a sig-
nal going intermittently high or low, etc. If this does not
identify the intermittent, wet the speed sensor harness on
the underside of the vehicle and perform a road test, moni-
toring the wheel speeds with the scan tool.
Important : If the WSS signal fault input to the EBCM, the
ABS warning lamp turns on. As if a sensor signal fault can
be removed by the scan tool, the ABS warning lamp
doesn’t turn off. In order to turn ABS warning lamp off, you
should driver a car up to 12 km/h.

4F – 26IANTILOCK BRAKE SYSTEM
DAEWOO V–121 BL4
J3B14F06
Right Front
Wheel Speed
Sensor
EBCM
PPL
GRYYEL
C111
WHT 1
12
2
4 5
DIAGNOSTIC TROUBLE CODE (DTC) C0040
RIGHT FRONT WHEEL SPEED SENSOR CIRCUIT
MALFUNCTION
Circuit Description
The toothed wheel generates a voltage pulse as it moves
past the sensor. Each tooth–gap–tooth series on the
wheel generates the pulses. The electronic brake control
module (EBCM) uses the frequency of these pulses to de-
termine the wheel speed. The voltage generated depends
on the air gap between the sensor and the toothed wheel,
and on the wheel speed.
Diagnosis
This procedure checks for a malfunctioning wheel speed
sensor, a short to ground or to voltage in the wiring, or a
contact problem in a connector.
Cause(s)
S The wheel speed sensor is defective or discon-
nected.
S There is a problem in the wiring.
S There is a problem with a connector.
S There is a problem in the toothed ring.
S Wrong installed WSS.
S Wrong sensor signal.
S Signal noise via WSS.
Fail Action
ABS action is disabled, and the ABS warning lamp is ON.
EBD is enabled. (Refer to the EBD failure matrix in this
section)
Test Description
The number(s) below refer to step(s) on the diagnostic
table.1. This step begins an examination for a defective
wheel speed sensor.
6. This step tests the wiring for a short to voltage.
8. This step tests the wiring for a short to ground.
10. This step tests for an open or high resistance in the
wiring.
Diagnostic Aids
Be sure that the speed sensor wiring is properly routed and
retained. This will help to prevent false signals due to the
pickup of electrical noise.
It is very important to perform a thorough inspection of the
wiring and the connectors. Failure to inspect the wiring
and the connectors carefully and completely may result in
misdiagnosis, causing part replacement with the reap-
pearance of the malfunction.
You can use the scan tool to monitor wheel speeds during
a road test. Watch the wheel speeds being displayed on
the scan tool to see if any of the readings is unusual, such
as one sensor varying in speed from the other three, a sig-
nal going intermittently high or low, etc. If this does not
identify the intermittent, wet the speed sensor harness on
the underside of the vehicle and perform a road test, moni-
toring the wheel speeds with the scan tool.
Important : If the WSS signal fault input to the EBCM, the
ABS warning lamp turns on. As if a sensor signal fault can
be removed by the scan tool, the ABS warning lamp
doesn’t turn off. In order to turn ABS warning lamp off, you
should drive a car up to 12 km/h.