DAEWOO NUBIRA 2004 Service Repair Manual

ENGINE CONTROLS 1F – 615
DAEWOO V–121 BL4
Installation Procedure
1. Insert the canister into the track and slide it into
position.
2. Connect the canister fuel vapor hoses.
Tighten
Tighten the evaporative emission canister flange bolt
to 4 NSm (35 lb–in).
3. Install the canister flange bolt.
EVAPORATIVE EMISSION CANISTER
PURGE SOLENOID VALVE
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the evaporative (EVAP) emission canis-
ter purge solenoid connector.
3. Disconnect the vacuum hoses from the EVAP can-
ister purge solenoid.
4. Remove the EVAP canister purge solenoid bracket
bolt from the intake manifold.
5. Unclip the EVAP canister purge solenoid from the
mounting bracket.
Installation Procedure
1. Attach the EVAP canister purge solenoid to the
mounting bracket.
2. Install the EVAP canister purge solenoid and the
mounting bracket to the intake manifold with the
bracket bolt.
Tighten
Tighten the evaporative emission canister purge sole-
noid bracket bolt to 5 NSm (44 lb–in).
3. Connect the vacuum hoses to the EVAP canister
purge solenoid.
4. Connect the EVAP canister purge solenoid connec-
tor.
5. Connect the negative battery cable.
CRANKSHAFT POSITION (CKP)
SENSOR (1.4L/1.6L DOHC)
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the crankshaft position sensor (CKP)
electrical connector.

1F – 616IENGINE CONTROLS
DAEWOO V–121 BL4
3. Remove the crankshaft position sensor (CKP) bolt.
4. Remove the CKP sensor.
Installation Procedure
1. Install the CKP sensor with the bolt.
Tighten
Tighten the crankshaft position sensor (CKP) bolt to
6.5 NSm (57 lb–in).
2. Connect the CKP sensor electrical connector.
3. Connect the negative battery cable.
CRANKSHAFT POSITION (CKP)
SENSOR (1.8L DOHC)
Removal Procedure
1. Disconnect the negative battery cable.
2. Remove the power steering pump, if equipped. Re-
fer to Section 6B, Power Steering Pump.
3. Remove the A/C compressor. Refer to Section 7D,
Automatic Temperature Control Heating, Ventilation
and Air Conditioning System.
4. Remove the rear A/C compressor mounting bracket
bolts and the rear A/C compressor mounting brack-
et.

ENGINE CONTROLS 1F – 617
DAEWOO V–121 BL4
5. Remove the accessory mounting bracket by remov-
ing the bolts.
6. Disconnect the crankshaft position (CKP) sensor
connector.
7. Remove the CKP sensor retaining bolt.
8. Gently rotate and remove the CKP sensor from the
engine block.
Installation Procedure
1. Insert the CKP sensor into the engine block.
2. Install the CKP sensor retaining bolt.
Tighten
Tighten the crankshaft position sensor retaining bolt
to 8 NSm (71 lb–in).
3. Connect the CKP sensor connector.
4. Install the accessory mounting bracket with the
bolts.
Tighten
Tighten the accessory mounting bracket bolts to 27
NSm (37 lb–ft).
5. Install the rear A/C mounting bracket.
Tighten
Tighten the rear A/C mounting bracket bolts to 35
NSm (26 lb–ft).
6. Install the A/C compressor. Refer to Section 7D,
Automatic Temperature Control Heating, Ventilation
and Air Conditioning System.
7. Install the power steering pump. Refer to Section
6B, Power Steering Pump.
8. Connect the negative battery cable.

1F – 618IENGINE CONTROLS
DAEWOO V–121 BL4
CAMSHAFT POSITION SENSOR
(1.4L/1.6L DOHC)
Removal Procedure
1. Disconnect the negative battery cable.
2. Remove the engine cover bolts and the nuts.
3. Remove the engine cover.
4. Disconnect the CMP sensor electrical connector.
5. Remove the timing belt front cover. Refer to Sec-
tion 1C, DOHC Engine Mechanical.
6. Remvoe the CMP sensor bolts.
7. Remvoe the CMP sensor from the top.
Installation Procedure
1. Install the camshaft position sensor and bolt.
Tighten
Tighten the camshaft position sensor bolts to 7 NSm
(62 lb–in).
2. Install the timing bolt front cover. Refer to Section
1C, DOHC Engine Mechanical.
3. Connect the CMP sensor electrical connector.
4. Install the engine cover.
5. Connect the negative battery cable.

ENGINE CONTROLS 1F – 619
DAEWOO V–121 BL4
CAMSHAFT POSITION SENSOR
(1.8L DOHC)
Removal Procedure
1. Disconnect the negative battery cable.
2. Remove the engine cover.
3. Disconnect the sensor electrical connector.
4. Remove the timing belt front cover. Refer to Sec-
tion 1C, DOHC Engine Mechanical.
5. Remove the camshaft position sensor bolts.
6. Remove the camshaft position sensor from the top.
Installation Procedure
1. Install the camshaft position sensor and bolts.
Tighten
Tighten the camshaft position bolts to 8 NSm (71 lb–
in).
2. Install the timing belt front cover, the crankshaft
pulley, the accessory drive belt, and the air filter.
Refer to Section 1C, DOHC Engine Mechanical.
3. Connect the sensor electrical connector.
4. Install the engine cover.
5. Connect the negative battery cable.

1F – 620IENGINE CONTROLS
DAEWOO V–121 BL4
ENGINE CONTROL MODULE
(1.4L/1.6L DOHC)
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the engine control module (ECM) wiring
harness connector.
3. Remove the nuts from the engine control module
(ECM) mounting bracket.
4. Remove the engine control module (ECM) mount-
ing bracket with the bolt and the nut.
Installation Procedure
1. Install the engine control module (ECM) mounting
bracket with the bolt and the nut.
Tighten
Tighten the ECM mounting bracket bolt and the nut to
12 NSm (9 lb–ft).
2. Install the engine control module (ECM) with the
nuts.
Tighten
Tighten the engine control module (ECM) nut to 12
NSm (9 lb–ft).

ENGINE CONTROLS 1F – 621
DAEWOO V–121 BL4
ENGINE CONTROL MODULE
(1.8L DOHC)
Removal Procedure
1. Disconnect the negative battery cable.
2. Remove the air intake tube and resonator.
3. Disconnect the ECM connectors from the ECM.
4. Remove the engine Control module.
Installation Procedure
1. Connect the ECM connectors to the ECM.
2. Align the ECM into the mounting base.
3. Snap the ECM into its mounting base.
4. Install the ECM trim locks.
5. Install the passenger side kick panel. Refer to Sec-
tion 9G, Interior Trim.
6. Connect the negative battery cable.
7. Perform a crankshaft position system variation
learning procedure. Refer to ”DTC P1336” in this
section.
ELECTRONIC IGNITION SYSTEM
IGNITION COIL (1.4L/1.6L DOHC)
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the electronic ignition (EI) system igni-
tion coil connector.
3. Note the ignition wire location and remove the igni-
tion wire.
4. Remvoe the EI system ignition coil retaining nuts.
5. Remove the EI system ignition coil.
Installation Procedure
1. Install the EI system ignition coil into the mounting
location and install the retaining nuts.
Tighten
Tighten the EI system ignition coil retaining nuts to 10
NSm (89 lb–in).
2. Connect the EI system ignition coil connector.
3. Connect the negative battery cable.

1F – 622IENGINE CONTROLS
DAEWOO V–121 BL4
ELECTRONIC IGNITION SYSTEM
IGNITION COIL (1.8L DOHC)
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the electronic ignition (EI) system igni-
tion coil connector.
3. Note the ignition wire location and remove the igni-
tion wires.
4. Remove the EI system ignition coil retaining bolts.
5. Remove the EI system ignition coil.
Installation Procedure
1. Install the EI system ignition coil into the mounting
location and install the retaining bolts.
Tighten
Tighten the electronic ignition system ignition coil re-
taining bolts to 10 NSm (89 lb–in).
2. Connect the EI system ignition coil connector.
3. Install the ignition wires.
4. Connect the negative battery cable.

ENGINE CONTROLS 1F – 623
DAEWOO V–121 BL4
GENERAL DESCRIPTION
AND SYSTEM OPERATION
IGNITION SYSTEM OPERATION
This ignition system does not use a conventional distribu-
tor and coil. It uses a crankshaft position sensor input to
the engine control module (ECM). The ECM then deter-
mines Electronic Spark Timing (EST) and triggers the di-
rect ignition system ignition coil.
This type of distributorless ignition system uses a ”waste
spark” method of spark distribution. Each cylinder is
paired with the cylinder that is opposite it (1–4 or 2–3). The
spark occurs simultaneously in the cylinder coming up on
the compression stroke and in the cylinder coming up on
the exhaust stroke. The cylinder on the exhaust stroke re-
quires very little of the available energy to fire the spark
plug. The remaining energy is available to the spark plug
in the cylinder on the compression stroke.
These systems use the EST signal from the ECM to con-
trol the electronic spark timing. The ECM uses the follow-
ing information:
S Engine load (manifold pressure or vacuum).
S Atmospheric (barometric) pressure.
S Engine temperature.
S Intake air temperature.
S Crankshaft position.
S Engine speed (rpm).
ELECTRONIC IGNITION SYSTEM
IGNITION COIL
The Electronic Ignition (EI) system ignition coil provides
the spark for two spark plugs simultaneously. The EI sys-
tem ignition coil is not serviceable and must be replaced
as an assembly.
CRANKSHAFT POSITION SENSOR
This direct ignition system uses a magnetic crankshaft
position sensor. This sensor protrudes through its mount
to within approximately 0.05 inch (1.3 mm) of the crank-
shaft reluctor. The reluctor is a special wheel attached to
the crankshaft or crankshaft pulley with 58 slots machined
into it, 57 of which are equally spaced in 6 degree intervals.
The last slot is wider and serves to generate a ”sync
pulse.” As the crankshaft rotates, the slots in the reluctor
change the magnetic field of the sensor, creating an in-
duced voltage pulse. The longer pulse of the 58th slot
identifies a specific orientation of the crankshaft and al-
lows the engine control module (ECM) to determine the
crankshaft orientation at all times. The ECM uses this in-
formation to generate timed ignition and injection pulses
that it sends to the ignition coils and to the fuel injectors.
CAMAHAFT POSITION SENSOR
The Camshaft Position (CMP) sensor sends a CMP sen-
sor signal to the engine control module (ECM). The ECM
uses this signal as a ”sync pulse” to trigger the injectors in
the proper sequence. The ECM uses the CMP sensor sig-
nal to indicate the position of the #1 piston during its power
stroke. This allows the ECM to calculate true sequential
fuel injection mode of operation. If the ECM detects an in-
correct CMP sensor signal while the engine is running,
DTC P0341 will set. If the CMP sensor signal is lost while
the engine is running, the fuel injection system will shift to
a calculated sequential fuel injection mode based on the
last fuel injection pulse, and the engine will continue to run.
As long as the fault is present, the engine can be restarted.
It will run in the calculated sequential mode with a 1–in–6
chance of the injector sequence being correct.
IDLE AIR SYSTEM OPERATION
The idle air system operation is controlled by the base idle
setting of the throttle body and the Idle Air Control (IAC)
valve.
The engine control module (ECM) uses the IAC valve to
set the idle speed dependent on conditions. The ECM
uses information from various inputs, such as coolant tem-
perature, manifold vacuum, etc., for the effective control
of the idle speed.
FUEL CONTROL SYSTEM
OPERATION
The function of the fuel metering system is to deliver the
correct amount of fuel to the engine under all operating
conditions. The fuel is delivered to the engine by the indi-
vidual fuel injectors mounted into the intake manifold near
each cylinder.
The two main fuel control sensors are the Manifold Abso-
lute Pressure (MAP) sensor, the Front Heated Oxygen
Sensor (HO2S1) and the Rear Heated Oxygen Sensor
(HO2S2).
The MAP sensor measures or senses the intake manifold
vacuum. Under high fuel demands the MAP sensor reads
a low vacuum condition, such as wide open throttle. The
engine control module (ECM) uses this information to ri-
chen the mixture, thus increasing the fuel injector on–time,
to provide the correct amount of fuel. When decelerating,
the vacuum increases. This vacuum change is sensed by
the MAP sensor and read by the ECM, which then de-
creases the fuel injector on–time due to the low fuel de-
mand conditions.
HO2S Sensors
The HO2S sensor is located in the exhaust manifold. The
HO2S sensor indicates to the ECM the amount of oxygen
in the exhaust gas and the ECM changes the air/fuel ratio
to the engine by controlling the fuel injectors. The best air/
fuel ratio to minimize exhaust emissions is 14.7 to 1, which
allows the catalytic converter to operate most efficiently.

1F – 624IENGINE CONTROLS
DAEWOO V–121 BL4
Because of the constant measuring and adjusting of the
air/fuel ratio, the fuel injection system is called a ”closed
loop” system.
The ECM uses voltage inputs from several sensors to de-
termine how much fuel to provide to the engine. The fuel
is delivered under one of several conditions, called
”modes.”
Starting Mode
When the ignition is turned ON, the ECM turns the fuel
pump relay on for two seconds. The fuel pump then builds
fuel pressure. The ECM also checks the Engine Coolant
Temperature (ECT) sensor and the Throttle Position (TP)
sensor and determines the proper air/fuel ratio for starting
the engine. This ranges from 1.5 to 1 at –97 °F (–36 °C)
coolant temperature to 14.7 to 1 at 201 °F (94 °C) coolant
temperature. The ECM controls the amount of fuel deliv-
ered in the starting mode by changing how long the fuel in-
jector is turned on and off. This is done by ”pulsing” the fuel
injectors for very short times.
Clear Flood Mode
If the engine floods with excessive fuel, it may be cleared
by pushing the accelerator pedal down all the way. The
ECM will then completely turn off the fuel by eliminating
any fuel injector signal. The ECM holds this injector rate
as long as the throttle stays wide open and the engine is
below approximately 400. If the throttle position becomes
less than approximately 80 percent, the ECM returns to
the starting mode.
Run Mode
The run mode has two conditions called ”open loop” and
”closed loop.”
Open Loop
When the engine is first started and it is above 400 rpm,
the system goes into ”open loop” operation. In ”open loop,”
the ECM ignores the signal from the HO2S and calculates
the air/fuel ratio based on inputs from the ECT sensor and
the MAP sensor. The sensor stays in ”open loop” until the
following conditions are met:
S The HO2S sensor has a varying voltage output,
showing that it is hot enough to operate properly.
S The ECT sensor is above a specified temperature.
S A specific amount of time has elapsed after starting
the engine.
Closed Loop
The specific values for the above conditions vary with dif-
ferent engines and are stored in the Electronically Eras-
able Programmable Read–Only Memory (EEPROM).
When these conditions are met, the system goes into
”closed loop” operation. In ”closed loop,” the ECM calcu-
lates the air/fuel ratio (fuel injector on–time) based on the
signal from the oxygen sensor. This allows the air/fuel ratio
to stay very close to 14.7 to 1.Acceleration Mode
The ECM responds to rapid changes in throttle position
and airflow and provides extra fuel.
Deceleration Mode
The ECM responds to changes in throttle position and air-
flow and reduces the amount of fuel. When deceleration
is very fast, the ECM can cut off fuel completely for short
periods of time.
Battery Voltage Correction Mode
When battery voltage is low, the ECM can compensate for
a weak spark delivered by the ignition module by using the
following methods:
S Increasing the fuel injector pulse width.
S Increasing the idle speed rpm.
S Increasing the ignition dwell time.
Fuel Cut–Off Mode
No fuel is delivered by the fuel injectors when the ignition
is OFF. This prevents dieseling or engine run–on. Also, the
fuel is not delivered if there are no reference pulses re-
ceived from the central power supply. This prevents flood-
ing.
EVAPORATIVE EMISSION CONTROL
SYSTEM OPERATION
The basic Evaporative (EVAP) Emission control system
used is the charcoal canister storage method. This meth-
od transfers fuel vapor from the fuel tank to an activated
carbon (charcoal) storage device (canister) to hold the va-
pors when the vehicle is not operating. When the engine
is running, the fuel vapor is purged from the carbon ele-
ment by intake airflow and consumed in the normal com-
bustion process.
Gasoline vapors from the fuel tank flow into the tube la-
beled TANK. These vapors are absorbed into the carbon.
The canister is purged by the engine control module
(ECM) when the engine has been running for a specified
amount of time. Air is drawn into the canister and mixed
with the vapor. This mixture is then drawn into the intake
manifold.
The ECM supplies a ground to energize the EVAP emis-
sion canister purge solenoid valve. This valve is Pulse
Width Modulated (PWM) or turned on and off several
times a second. The EVAP emission canister purge PWM
duty cycle varies according to operating conditions deter-
mined by mass airflow, fuel trim, and intake air tempera-
ture.
Poor idle, stalling, and poor driveability can be caused by
the following conditions:
S An inoperative EVAP emission canister purge sole-
noid valve.
S A damaged canister.
S Hoses that are split, cracked, or not connected to
the proper tubes.