meter DAEWOO MATIZ 2003 Service Repair Manual

1D–4 ENGINE COOLING
DAEWOO M-150 BL2
The main fan size is 320 mm (12.6 in.) in diameter with
seven blades(k) to aid the air flow through the radiator
and the condenser. An electric motor(l) attached to the
radiator support drives the fan.
A/C OFF or Non-A/C Model
The cooling fan is actuated by the electronic control
module (ECM) using a low speed cooling fan relay
and a high speed cooling fan relay. On A/C equipped
vehicles, a series/parallel cooling fan relay is also
used.
The ECM will turn the cooling fan on at low speed
when the coolant temperature reaches 93
C (199
F)
and high speed at 100
C (212
F).
The ECM will change the cooling fan from high speed
to low speed at 97
C (207
F) and turn the cooling
fans off at 90
C (194
F).
A/C ON
The ECM will only turn the cooling fan on at high
speed when the A/C system is on regardless of any
condition.
ENGINE COOLANT TEMPERATURE
SENSOR
The engine coolant temperature (ECT) sensor (n) uses
a thermistor to control the signal voltage to the engine
control module (ECM).
D102D004
COOLANT TEMPERATURE SENSOR
The coolant temperature sensor(m) controls the instru-
ment panel temperature indicator. The coolant tempera-
ture sensor is located on the distributor case with the
ECT sensor on an SOHC engine.

ENGINE COOLING 1D–7
DAEWOO M-150 BL2
DIAGNOSTIC INFORMATION AND PROCEDURE
COOLANT LEAKS TEST
1. Remove the surge tank cap after the engine cools.
2. Check the coolant level.
3. Install a suitable cooling system pressure tester(b) to
the surge tank filler neck using the adapter(a) and
pressurize (110–120 kPa (16.0–17.4 psi)).
4. Check the coolant leaks on the hoses and connec-
tions during 2 minutes.
5. If the leak is checked, replace the parts or repair the
connections.
D102D301
SURGE TANK CAP TEST
The surge tank cap(c) is equipped with the pressure
valve(d) and the vacuum valve(e). Therefore, the surge
tank cap maintains proper pressure. And The surge tank
cap protects the system from high-pressure by opening
a pressure valve, and protects the coolant hoses from
collapsing because of a vacuum.
1. Wash any sludge from the surge tank cap and the
valve seat of the vacuum pressure valve for the surge
tank cap.
2. Check for any damage or deformity to the vacuum
pressure valve for the surge tank cap. If any damage
or deformity is found, replace the cap.
3. Install a suitable cooling system pressure tester(b) to
the cap using the Adapter(a).
4. Pull the vacuum pressure valve to the open position.
If the surge tank cap does not seal properly, replace
the surge tank cap.
5. Pressurize the cap to 90 to 120kPa (13 to 17psi).
6. Wait 10 seconds and check the pressure held by the
tank cap tester.
7. If the pressure held by the cooling system pressure
tester falls below 80kPa (11.6psi) replace the surge
tank cap.
D102D302
THERMOSTAT TEST
1. Remove the thermostat(f) from the vehicle. Refer
to“Thermostat” in this section.
2. Make sure the valve spring is tight when the thermo-
stat is fully closed. If the spring is not tight, replace the
thermostat.
3. Suspend the thermostat and a thermometer in a pan
of 50/50mixture of ethylene glycol and water. Do not
let the thermostat or the thermometer rest on the bot-
tom of the pan because the uneven concentration of
heat on the bottom could result in inaccurate temper-
ature measurements.
4. Heat the pan on a burner.
5. Use the thermometer to measure the temperature of
the heated solution.
6. The thermostat should begin to open at 82°C (180°F)
and it should be fully open at 95°C (203.4°F) and it
should be fully close at 80°C (176.4°F). If it does not
open or close at these temperature, replace the ther-
mostat. Also, the thermostat rod’s stroke from the ini-
tially open to the fully open should be 8mm (0.31 in.).
D102D303

ENGINE COOLING 1D–17
DAEWOO M-150 BL2
SPECIFICATIONS
GENERAL SPECIFICATIONS
ApplicationDescriptionUnitStandardLimit
Cooling
SystemCooling Type–Forced Water
Circulation
CoolantCoolant CapacityL/qt3.8/4.00
Thermostat Type–Pellet Type
Temperature(opened initially)°C(°F)82(180)
ThermostatTemperature(perfectly opened)°C(°F)95(203.4)
Temperature(perfectly closed)°C(°F)80(176.4)
Stroke(perfectly opened)mm(in.)8 (0.32)
Cooling Fan Type–Electric
Blade NumberEA6
Cooling Fan Diametermm(inch)300(11.8)
Electric CoolingTemperature At Low Speed ON°C(°F)93(199.8)Fan
Temperature At Low Speed OFF°C(°F)90(194.4)
Temperature At High Speed ON°C(°F)100(212.4)
Temperature At High Speed OFF°C(°F)97(207)
Surge TankOpen Pressure of The Pressure ValvekPa (psi)120–150
(17.4–21.8)
Surge Tank
Open Pressure of The Vacuum ValvekPa (psi)10 (1.5)
Water Pump Type–Centrifugal
Coolant PumpImpeller Diametermm(in.)60(2.36)
Impeller Blade NumberEA7
Radiator Type–Cross–Flow
Core Widthmm(in.)458(18.03)RadiatorCore Heightmm(in.)295(11.61)
Core Depth (Standard/Heavy Duty)mm(in.)16/27(0.63/1.06)
Resistance
(Coolant Temperature 50°C(122.4°F))Ω185.2
Coolant
TemperatureResistance
(Coolant Temperature 85°C(185.4°F))Ω49.2
SensorResistance
(Coolant Temperature 105°C(221.4°F))Ω27.5
Engine CoolantResistance
(Coolant Temperature 20°C(68.4°F))Ω3,520
Temperature
SensorResistance
(Coolant Temperature 80°C(176.4°F))Ω332

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.

1E–4 ENGINE ELECTRICAL
DAEWOO M-150 BL2
3. In both vehicles, apply the parking brake firmly.
Notice: Make sure the cables are not on or near pulleys,
fans, or other parts that will move when the engine
starts, damaging the parts.
4. Shift a manual transaxle to NEUTRAL.
Caution: Do not use cables that have loose or miss-
ing insulation, or injury could result.
5. Clamp one end of the first jumper cable to the positive
terminal on the battery. Make sure it does not touch
any other metal parts. Clamp the other end of the
same cable to the positive terminal on the other bat-
tery. Never connect the other end to the negative ter-
minal of the discharged battery.
Caution: Do not attach the cable directly to the neg-
ative terminal of the discharged battery. Doing so
could cause sparks and possible battery explosion.
6. Clamp one end of the second cable to the negative
terminal of the booster battery. Make the final con-
nection to a solid engine ground, such as the engine
lift bracket, at least 450 millimeters (18 inches) from
the discharged battery.
7. Start the engine of the vehicle with the good battery.
Run the engine at a moderate speed for several min-
utes. Then start the engine of the vehicle which has
the discharged battery.
8. Remove the jumper cables by reversing the above
sequence exactly. Remove the negative cable from
the vehicle with the discharged battery first. While re-
moving each clamp, take care that it does not touch
any other metal while the other end remains at-
tached
.
GENERATOR
The Delco-Remy CS charging system has several mod-
els available, including the ∅114D (A-type) or CS114D
(B-type). The number denotes the outer diameter in
millimeters of the stator lamination.
CS generators are equipped with internal regulators.
The Y connection (A-type) or Delta (B-type) stator, a
rectifier bridge, and a rotor with slip rings and brushes
are electrically similar to earlier generators. A conven-
tional pulley and fan are used. There is no test hole.
Unlike three-wire generators, the ∅114D (A-type) or
CS114D (B-type) may be used with only two connec-
tions: battery positive and an ‘‘L’’ terminal to the charge
indicator lamp.
As with other charging systems, the charge indicator
lamp lights when the ignition switch is turned to ON, and
goes out when the engine is running. If the charge indi-
cator is on with the engine running, a charging system
defect is indicated.
The regulator voltage setting varies with temperature
and limits the system voltage by controlling the rotorfield current. The regulator switches rotor field current
on and off. By varying the on-off time, correct average
field current for proper system voltage control is ob-
tained. At high speeds, the on-time may be 10 percent
and the off-time 90 percent. At low speeds, with high
electrical loads, on-time may be 90 percent and the off-
time 10 percent.
CHARGING SYSTEM
The Delco-Remy CS charging system has several mod-
els available, including the ∅114D (A-type) or CS114D
(B-type). The number denotes the outer diameter in
millimeters of the stator laminations.
CS generators use a new type of regulator that incorpo-
rates a diode trio. The Y connection (A-type) or Delta (B-
type) stator, a rectifier bridge, and a rotor with slip rings
and brushes are electrically similar to earlier generators.
A conventional pulley and fan are used. There is no test
hole.
STARTER
Wound field starter motors have pole pieces, arranged
around the armature, which are energized by wound
field coils.
Enclosed shift lever cranking motors have the shift lever
mechanism and the solenoid plunger enclosed in the
drive housing, protecting them from exposure to dirt, icy
conditions, and splashes.
In the basic circuit, solenoid windings are energized
when the switch is closed. The resulting plunger and
shift lever movement causes the pinion to engage the
engine flywheel ring gear. The solenoid main contacts
close. Cranking then takes place.
When the engine starts, pinion overrun protects the ar-
mature from excessive speed until the switch is opened,
at which time the return spring causes the pinion to dis-
engage. To prevent excessive overrun, the switch
should be released immediately after the engine starts.
STARTING SYSTEM
The engine electrical system includes the battery, the
ignition, the starter, the generator, and all the related wir-
ing. Diagnostic tables will aid in troubleshooting system
faults. When a fault is traced to a particular component,
refer to that component section of the service manual.
The starting system circuit consists of the battery, the
starter motor, the ignition switch, and all the related elec-
trical wiring. All of these components are connected
electrically
.
DISTRIBUTOR
Distributor distributes the high tension voltage induced
from ignition coil, to each spark plug of each cylinder in

1E–12 ENGINE ELECTRICAL
DAEWOO M-150 BL2
BATTERY LOAD TEST
1. Check the battery for obvious damage, such as a
cracked or broken case or cover, which could permit
the loss of electrolyte. If obvious damage is noted, re-
place the battery.
Caution: Do not charge the battery if the hydrometer
is clear or light yellow. Instead, replace the battery. If
the battery feels hot or if violent gassing or spewing
of electrolyte through the vent hole occurs, discontin-
ue charging or reduce the charging rate to avoid inju-
ry.
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 apply
a 270-ampere load.
Important: The battery temperature must be estimated
by touch and by the temperature condition the battery
has been exposed to 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, replace
the battery. Refer to “Battery Specifications” in this
section.
GENERATOR OUTPUT TEST
1. Perform the generator system test. Refer to “Gener-
ator System Check” in this section.
2. Replace the generator if it fails that test. Refer to
“Generator” in the On-Vehicle Service section. If it
passes the test, perform the on-vehicle output
check which follows.
Important: Always check the generator for output be-
fore assuming that a grounded “L” terminal circuit has
damaged the regulator.
3. Attach a digital multimeter (a), an ammeter (b), and
a carbon pile load (c) to the battery (d) and the gen-
erator (e) of the rehicle.
D102E301
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 switch to the ON position with the
engine not running. Use a digital multimeter to
check for voltage in the harness connector “L” termi-
nal.
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 reading
should be above that recorded in Step 4 but less
than 15 volts. If the reading is over 15 volts or below
the previous reading, replace the generator. Refer to
“Generator” in the On-Vehicle Service section.
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 “Generator”
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.

ENGINE ELECTRICAL 1E–23
DAEWOO M-150 BL2
D102E716
Inspection / Measurement
(After the Overhaul)
1. Ground test for armature coil.

Inspect the insulation between commutator and ar-
mature coil using the voltmeter.

Replace the armature assembly if necessary.
D102E717
2. Short circuit test for armature coil.

If test equipment is available, check the armature
for short circuit by placing it on a growler, and hold-
ing back a saw blade over the armature core while
the armature is rotated. If the saw blade vibrates,
replace the armature.
D102E718
3. Open circuit test for armature coil.

Check the continuity between the commutator
bars using multimeter.

Replace the armature assembly if necessary.
D102E719
4. Inspect the brushes wear.

Inspect the brushes, the pop-out springs and the
brush holder for wear and damage. Replace the
brushes, if necessary.
a. Brushes wear limit.
DesciptionStandardLimit
Brushes wear11.3–11.5 mm
(0.445–0.453 in)7.0–7.25 mm
(0.275–0.285 in)

1E–26 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D102E728
8. Remove the rectifier / brush holder / regulator from
the stator.

Remove the rectifier / brush holder / regulator con-
nections (1).

Remove the stator and rectifier connections (2).
Notice: If the stator connections are welded, melt the
lead. Avoid overheating as it can damage the diodes.
D102E729
Inspection / Measurement
1. Inspect the rotor assembly.

Test the rotor for an open circuit by using the ohm-
meter (1). Replace the rotor if necessary.
D102E730

Test the rotor for open or short circuit (2).
DesciptionLimit
The measured
resistance2.9Ω

Replace the rotor if necessary.

Test the rotor for open or ground circuit by using
the ohmmeter (3). Replace the rotor if necessary.
D102E731
2. Inspect the stator.

Test the stator for an open circuit by using the ohm-
meter (1). Replace the stator if necessary.