egr DAEWOO LACETTI 2004 Service Repair Manual

5A1 – 76IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
DIAGNOSTIC TROUBLE CODE(DTC) P0603
INTERNAL CONTROL MODULE KEEP ALIVE
MEMORY(KAM) ERROR
Circuit Description
A normal function of the Transmission Control Module
(TCM) programming is to perform an internal check that
verifies the integrity of the KAM memory allocations.
The DTC P0603 sets when the keep alive memory (KAM)
is not operating correctly when checked on initialization.
An area of KAM is failed a read/ write test.
Conditions For Setting The DTC
S The checksum of the current regulator data will be
tested. If the checksum is not OK, then the error bit
will be set.
S If writing to FLASH during power latch phase failed.
S Each of the flash blocks has its own status which is
located at the beginning of the each flash block and
the status of the FLASH blocks do not fit together.
S System voltage is too high or too low.
S Transaxle input voltage is too high or too low.
S Immediately after the above condition occurs.Action Taken When The DTC Sets
S The Malfunction Indicator Lamp(MIL) will illuminate.
S The TCM will record operating conditions at the
time the diagnostic fails. This information will be
stored in the Failure Records buffer.
S Adopt Emergency/ Substitute mode and constant
4th gear by hydraulic control.
S After ignition OFF/ON : 3rd gear by hydraulic con-
trol. Possible P, R and N also possible.
S Power supply cut off to the EDS valve.
Conditions For Clearing The MIL/DTC
S The MIL will turn OFF when the malfunction has
not occurred after three–ignition cycle.
S A history DTC will clear after 40 consecutive warm
up cycles without a fault.
S Using a scan tool can clear history DTCs.
Diagnostic Aids
S When DTC P0603 sets, the possible cause of fault
could be TCM.

5A1 – 78IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
DIAGNOSTIC TROUBLE CODE(DTC) P0604
INTERNAL CONTROL MODULE RANDOM ACCESS
MEMORY(RAM) ERROR
Circuit Description
A normal function of the Transmission Control Module
(TCM) programming is to perform an internal check that
verifies the integrity of the RAM memory allocations.
The DTC P0604 sets when the Random Access
Memory(RAM) is not operating correctly when checked on
initialization. An area of RAM is failed a read/ write test.
Conditions For Setting The DTC
S An area of RAM is failed a read/ write test.
S System voltage is too high or too low.
S Transaxle input voltage is too high or too low.
S Immediately after the above condition occurs.
Action Taken When The DTC Sets
The Malfunction Indicator Lamp(MIL) will illuminate.S The TCM will record operating conditions at the
time the diagnostic fails. This information will be
stored in the Failure Records buffer.
S Adopt Emergency/ Substitute mode and constant
4th gear by hydraulic control.
S After ignition OFF/ON : 3rd gear by hydraulic con-
trol. Possible P, R and N also possible.
S Power supply cut off to the EDS valve.
Conditions For Clearing The MIL/DTC
S The MIL will turn OFF when the malfunction has
not occurred after three–ignition cycle.
S A history DTC will clear after 40 consecutive warm
up cycles without a fault.
S Using a scan tool can clear history DTCs.
Diagnostic Aids
S When DTC P0604 sets, the replacement of TCM is
recommended.

5A1 – 130IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
DIAGNOSTIC TROUBLE CODE(DTC) P1604
DATA CHECK OF INTERNAL & EXTENDED RAM FAILED
Circuit Description
A normal function of the Transmission Control Module
(TCM) programming is to perform an internal check that
verifies the integrity of the RAM memory allocations.
The DTC P1604 sets when the Random Access
Memory(RAM) is not operating correctly when checked on
initialization. An area of RAM is failed a read/ write test.
Conditions for Setting The DTC
S An area of RAM is failed a read/ write test.
S System voltage is too high or too low.
S Transaxle input voltage is too high or too low.
S Immediately after the above condition occurs.
Action Taken When The DTC Sets
S The Malfunction Indicator Lamp(MIL) will illuminate.S The TCM will record operating conditions at the
time the diagnostic fails. This information will be
stored in the Failure Records buffer.
S Adopt Emergency/ Substitute mode and constant
4th gear by hydraulic control.
S After ignition OFF/ON : 3rd gear by hydraulic con-
trol. Possible P, R and N also possible.
S Power supply cut off to the EDS valve.
Conditions for Clearing the MIL/DTC
The MIL will turn OFF when the malfunction has not oc-
curred after three–ignition cycle.
A history DTC will clear after 40 consecutive warm up
cycles without a fault.
Using a scan tool can clear history DTCs.
Diagnostic Aids
S When DTC P1604 sets, the possible cause of fault
could be TCM.

ZF 4 HP 16 AUTOMATIC TRANSAXLE 5A1 – 239
DAEWOO V–121 BL4
S Excessive transaxle fluid leaking into the connector,
wicking up into the external wiring harness, and
degrading the wire insulation.
S Water/moisture intrusion in the connector.
S Low pin retention in the external connector from
excessive connection and disconnection of the wir-
ing connector assembly.
S Pin corrosion from contamination.
S Broken/cracked connector assembly.
S Points to remember when working with transaxle
wiring connector assembly.
S To remove the connector, squeeze the two tabs
towards each other and pull straight up (refer to
illustration).Carefully limit twisting or wiggling the connector during re-
moval. Bent pins can occur.
DO NOT pry the connector off with a screwdriver or other
tool.
To reinstall the external wiring connector, first orient the
pins by lining up arrows on each half of the connector.
Push the connector straight down into the transaxle with-
out twisting or angling the mating parts.
The connector should click into place with a positive feel
and/or noise.
Transaxle Control Module (TCM)
The transaxle control module (TCM) is an electronic de-
vice which monitors inputs to control various transaxle
functions including shift quality and transaxle sensors,
switches, and components to process for use within its’
control program. Based on this input information, the TCM
controls various transaxle output functions and devices.
Data Link Connector (DLC)
The data link connector (DLC) is a multiple cavity connec-
tor. The DLC provides the means to access serial data
from the TCM to aid in powertrain diagnosis. The DLC al-
lows the technician to use a scan tool to monitor various
systems and display diagnostic trouble codes (DTCs).
The DLC connector is located within the driver’s compart-
ment, directly below the steering column.

6A – 8IPOWER STEERING SYSTEM
DAEWOO V–121 BL4
GENERAL DESCRIPTION
AND SYSTEM OPERATION
POWER STEERING SYSTEM
General Description
The power steering system consists of three components:
the power steering pump, the power steering fluid reser-
voir and the the power steering rack and pinion gear. The
power steering pump is a vane–type pump providing hy-
draulic pressure for the system and is powered by the en-gine. It draws on the power steering fluid reservoir, which
in turn is connected to the power steering gear. A pres-
sure–relief valve inside the flow control valve limits the
pump pressure. The power steering rack and pinion gear
has a rotary control valve which directs hydraulic fluid
coming from the power steering pump to one side or the
other side of the rack piston. The integral rack piston is at-
tached to the rack. The rack piston converts hydraulic
pressure to a linear force which moves the rack to the left
or the right. The force is then transmitted through the inner
and the outer tie rods to the steering knuckles, which turn
the wheels.

POWER STEERING GEAR 6C – 17
DAEWOO V–121 BL4
Straight–Ahead Check Table
StepActionValue(s)YesNo
1Place the steering wheel in the straight–
ahead position.
Is the wheel in the correct position?–Go to
Step 2–
2Is the lower intermediate shaft pinch bolt lying
parallel to the steering gear?–Go to
Step 3Go to
Step 4
3Is the steering wheel off center by more than
5 degrees?–Go to
Step 5Go to
Step 6
4The pinion is displaced on the rack. The steer-
ing pinion position must be corrected.
Is the repair complete?–Go to
Step 2–
5Remove steering wheel and center on the
spindle splines.
Is the repair complete?–Go to
Step 3–
6Turn the steering wheel all the way to the
right. Measure the inner and the outer angles
of the tire centerline compared to the straight–
ahead centerline. Are the angles within speci-
fications?Inner
angle:
37.5°
Outer
angle: 31°System
OKGo to
Step 7
7The rack assembly was not assembled cor-
rectly.
Repair as needed.
Is the repair complete?–Go to
Step 6–
INTERMEDIATE SHAFT AND DASH
SEAL
(Left–Hand Drive Shown, Right–Hand
Drive Similar)
Removal Procedure
1. Turn the steering wheel until it is horizontal, with the
spokes pointing down. This is the straight–ahead
position. Make a mark on the stub shaft housing
that lines up with a mark on the intermediate shaft
lower universal joint. This mark will be used for
proper alignment during installation.
2. Remove the lower pinch bolt from the universal joint
on the intermediate shaft.

POWER STEERING GEAR 6C – 29
DAEWOO V–121 BL4
RACK BEARING
Tools Required
J–42459 Rack Guide Spring Cap Wrench
Disassembly Procedure
1. Remove the rack and pinion steering assembly
from the vehicle. Refer to ”Rack and Pinion Assem-
bly” in this section.
2. Remove the adjuster plug locknut from the adjuster
plug, and remove the adjuster plug from the hous-
ing with the rack guide spring cap wrench J–42459,
or with a 19 mm allen wrench.
3. Remove the adjuster spring and the rack bearing.
Assembly Procedure
1. Coat the rack bearing, the adjuster spring and the
adjuster plug with lithium–based grease and install
them into the housing.
2. With the rack centered, turn the adjuster plug clock-
wise until a torque of 7 NSm (62 lb–in) is obtained,
then back it off by 30 to 40 degrees. Check the pin-
ion torque. Maximum pinion preloaded torque is 1
NSm (9 lb–in).
3. Thread the locknut on the adjuster plug and tighten
it.
Tighten
Tighten the adjuster plug locknut to 75 NSm (56 lb–ft)
while holding the adjuster plug stationary with the rack
guide spring cap wrench J–42459 or with a 19 mm al-
len wrench.
4. Install the rack and pinion assembly. Refer to ”Rack
and Pinion Assembly” in this section.

6C – 30IPOWER STEERING GEAR
DAEWOO V–121 BL4
RACK BEARING PRELOAD
ADJUSTMENT
Adjustment Procedure
1. Raise and suitably support the vehicle.
2. Center the steering wheel.
3. Remove the power steering gear. Refer to ”Rack
and Pinion Assembly” in this section.
4. Loosen the locknut and turn the adjuster plug clock-
wise until a torque of 7 NSm (62 lb–in) is obtained,
then loosen it by 30 to 40 degrees. Check the pin-
ion torque. Maximum pinion preloaded torque is 1
NSm (9 lb–in).
5. Tighten the locknut on the adjuster plug while hold-
ing the adjuster plug stationary.
6. Install the power steering gear. Refer to ”Rack and
Pinion Assembly” in this section.
7. Be sure to check the returnability of the steering
wheel to center position after adjustment.
Tighten
Tighten the adjuster plug locknut to 75 NSm (56 lb–ft).
VALVE AND PINION
Disassembly Procedure
1. Remove the rack and pinion steering assembly
from the vehicle. Refer to ”Rack and Pinion Assem-
bly” in this section.
2. Remove the dust cover from the lower end of the
housing.
Notice : If the stub shaft is not held, damage to the pinion
teeth will occur.
3. While holding the stub shaft, remove the locknut
from the pinion.

POWER STEERING GEAR 6C – 33
DAEWOO V–121 BL4
GENERAL DESCRIPTION
AND SYSTEM OPERATION
POWER RACK AND PINION
The power rack and pinion steering system has a rotary
control valve that directs hydraulic fluid coming from the
hydraulic pump to one side or the other side of the rack pis-
ton. The integral rack piston is attached to the rack. The
rack piston converts hydraulic pressure to a linear force
that moves the rack left or right. That force is then trans-
mitted through the tie rods to the steering knuckles, which
turn the wheels.
If power rack and pinion steering is not available, manual
rack and pinion control is used; however, with this system,
more steering effort is required. The movement of the
steering wheel is transferred to the pinion. The rotary
movement of the pinion is then transferred through the pin-
ion threads, which mesh with teeth on the rack, thereby
causing the rack to move in a linear direction.
A vane–type of hydraulic pump provides hydraulic pres-
sure for both steering systems.
SPEED SENSITIVE POWER
STEERING SYSTEM
The speed sensitive power steering (SSPS) system varies
the driver effort required to steer as the vehicle speed
changes. At low speeds, the system provides maximum
power assist for easy turning and parking maneuvers. At
higher speeds, the steering power is reduced to provide
the driver with firmer steering and directional stability. The
SSPS system accomplishes this by reducing the amount
of power steering fluid flow from the power steering pump
to the power steering gear as the vehicle speed increases.
When the vehicle is stationary, the SSPS system provides
maximum fluid flow to the steering gear. As the vehicle
speed increases, the fluid flow to the steering gear is de-
creased.
Control Module
The SSPS control module processes the vehicle speed in-
formation from the engine control module (ECM) and uses
the steering wheel rotation sensor to provide a control sig-
nal to the electronic variable orifice (EVO) actuator located
on the power steering pump.
Electronic Variable Orifice (EVO) Actuator
The electronic variable orifice (EVO) actuator is located on
the power steering pump and contains a solenoid– oper-
ated pintle valve. Fluid leaving the pump passes through
an orifice in the actuator tip. When the EVO actuator is
powered by the SSPS control module, the pintle moves
into the orifice and reduces the power steering fluid flow.As the vehicle speed increases, current from the SSPS
control module increases, and the pintle blocks more and
more of the orifice.
Steering Wheel Rotation Sensor
The steering wheel rotation sensor is located at the end of
the steering column housing and is used to send a signal
to the controller when abrupt or evasive steering maneu-
vers are needed.
Power Steering Pressure Hose
SSPS vehicles have a specific pressure hose assembly
which includes an in–line check valve in the rack and pin-
ion assembly. This reduces the amount of steering wheel
”kick” when driving over irregular road surfaces while oper-
ating at speeds with reduced flow rate and pressure.
Power Rack and Pinion
Except for differences in valve machining, the design of
the SSPS power rack and pinion assembly is the same as
for the a non–SSPS system. The steering wheel move-
ment is transferred to the pinion via the intermediate shaft.
The pinion moves the rack left or right through meshing the
pinion and the rack teeth. The force is then transmitted
through the tie rods and steering knuckle to steer the
wheels.
The power rack and pinion steering system has a rotary
control valve which directs the hydraulic fluid from the
power steering pump to one side or the other side of the
rack piston. The piston is attached to the rack and uses hy-
draulic pressure to move the rack left or right. The rotary
control valve regulates the degree of assist by responding
to the driver’s torque input.
If hydraulic assist is not available, manual control is main-
tained. However, under this condition, more steering effort
is required.
Power Steering Pump
The standard vane–type pump, which provides hydraulic
pressure for the system, incorporates a special discharge
fitting to hold the EVO actuator.
System Operation
System operation originates with input from the vehicle
speed sensor via the engine control module to the SSPS
control module. The SSPS control module sends a signal
to the SSPS actuator to vary the rate of fluid flow output
by the power steering pump.
Circuit Operation
The SSPS system uses inputs from the speed sensor and
steering wheel rotation sensor to the SSPS controller to
determine the desired amount of power steering assist.
The SSPS control module constantly compares the
amount of current flowing through the EVO actuator to the
desired current it has calculated. The EVO actuator has a
pintle that moves in and out of an orifice, regulating power

MANUAL CONTROL HEATING, VENTILATION AND AIR CONDITIONING SYSTEM 7B – 41
DAEWOO V–121 BL4
Notice : The rotor hub must be properly supported to pre-
vent damage to the pulley rotor during bearing removal.
8. Remove the puller bolt from the pulley puller
J–33020. With the puller tangs still engaged in the
rotor slots, invert the assembly onto a solid flat sur-
face or blocks.
Notice : Notice: It is not necessary to remove the staking
in front of the bearing to remove the bearing. It will be nec-
essary to file away the old stake metal for proper clearance
for the new bearing to be installed into the rotor bore or the
bearing may be damaged.
9. Drive the bearing out of the rotor hub with the bear-
ing remover J–9398–A and the driver handle
J–8092.
Installation Procedure
Notice : Do not support the rotor by resting the pulley rim
on a flat surface during the bearing installation or the rotor
face could be damaged.
1. Invert the pulley rotor and place it on a support
block to fully support the rotor hub during bearing
installation.
2. Align the new bearing squarely in the pulley bore.
Use the bearing installer J–9481 and the driver
handle J–8092, drive the bearing fully into the
pulley bore.
3. Place the bearing staking guide J–33019–1 and the
bearing staking pin J–33019–2 in the rotor hub
core. Shift the rotor and bearing assembly on the
block to give full support to the hub under the stak-
ing pin. A heavy–duty rubber band may be used to
hold the staking tool pin in the guide. The pin
should be properly positioned in the guide after
each impact on the pin.
CAUTION : When striking the pin with a hammer, take
care to avoid personal injury.
4. Strike the pin with a hammer until a metal stake,
similar to the original, is formed down to, but not
touching, the bearing. The metal stake should not
contact the outer race of the bearing to avoid the
possibility of distorting the outer race. Stake in
three places 120 degrees apart.