stop start DAEWOO LACETTI 2004 Service User Guide

1F – 160IENGINE CONTROLS
DAEWOO V–121 BL4
StepNo Yes Value(s) Action
8Lean condition is not present.
Does a driveability problem exist?–Go to
”Symptom
Diagnosis”Go to Step 16
91. Visually/physically inspect the following items
for vacuum leaks:
S Intake manifold.
S Throttle body.
S Injector O–rings.
2. Repair any leaks found as necessary.
Is the repair complete?–Go to Step 16Go to Step 16
10Allow the engine to idle.
Are the Idle Air Control (IAC) counts above the spe-
cified value?5Go to Step 11Go to Step 12
11Check the fuel for excessive water, alcohol, or other
contaminants and correct the contaminated fuel
condition if present.
Is the repair complete?–Go to Step 16Go to Step 13
12Check the IAC valve performance. Refer to ”DTC
P0506 Idle Speed RPM Lower Than Desired Idle
Speed” or ”DTC P0507 Idle Speed RPM Higher
Than Desired Idle Speed” in this section and repair
as necessary.
Is the repair complete?–Go to Step 16Go to Step 13
131. Connect a fuel pressure gauge to the fuel sys-
tem.
2. Turn the ignition OFF for at least 10 seconds.
3. Turn the ignition ON, with the engine OFF. The
fuel pump will run for approximately 2–3 sec-
onds. It may be necessary to cycle the ignition
switch ON more than once to obtain maximum
fuel pressure.
4. Note the fuel pressure with the fuel pump run-
ning. The pressure should be within the speci-
fied value. When the fuel pump stops, the pres-
sure may vary slightly then hold steady.
Is the fuel pressure steady and does the fuel pres-
sure hold?241–276 kPa
(35–40 psi)Go to Step 14Go to
”Fuel System
Diagnosis”
141. Start and idle the engine at normal operating
temperature.
2. The fuel pressure noted in the above step
should drop by the indicated value.
Does the fuel pressure drop by the indicated value?21–69 kPa
(3–10 psi)Go to
”Fuel Injector
Balance Test”Go to
”Fuel System
Diagnosis”
15Replace the MAP sensor.
Is the action complete?–Go to Step 16–

1F – 320IENGINE CONTROLS
DAEWOO V–121 BL4
DTC P1512 – Idle Charge Actuator Mechanical Error
StepActionValue(s)YesNo
1Perform an On–Board Diagnostic (EOBD) System
Check.
Is the system check complete?–Go to Step 2Go to
”On–Board
Diagnostic Sys-
tem Check”
2Turn the Turn the ignition switch to ON.
Is the Malfunction Indicator Lamp(MIL) on steady?–Go to Step 4Go to Step 3
31. Connect the scan tool the DLC.
2. Turn the Turn the ignition switch to ON.
Does the scan tool display serial data?–Go to Step 4Try with
another scan
tool
4Start the engine.
Does the engine start?–Go to Step 5Go to
”Engine Cranks
But Will Not
Run”
51. Turn the ignition switch to LOCK.
2. Connect the scan tool to the DLC.
3. Turn the Turn the ignition switch to ON.
Are any Diagnostic Trouble Codes (DTCs) dis-
played?–Go to Step 6Try with
another scan
tool
6Refer to the applicable DTC table.
Is only one DTC identified as valid trouble code
P1512?–Go to Step 7Go to Applica-
ble DTC Table
and Go to
”Multiple DTC”
7Check if the accel cable of MTIA is not on accel cable
stop repair the accel cable as necessary.
Is it necessary?–Go to Step 9Go to Step 8
81. Turn the ignition switch to LOCK.
2. Replace the throttle body assembly.
3. Clear any DTCs from ECM.
4. Perform the diagnostic system check.
Is the repair complete?–Go to Step 10–
91. Using the scan tool, clear the Diagnostic
Trouble Codes (DTCs).
2. Start the engine and idle at normal operating
temperature.
3. Operate the vehicle within the Conditions for
setting this DTC as specified in the supporting
text.
Does the scan tool indicate that this diagnostic has
run and passed?–Go to Step 10Go to Step 2
10Check if any additional DTCs are set.
Are any DTCs displayed that have not been diag-
nosed?–Go to
Applicable DTC
tableSystem OK

ENGINE CONTROLS 1F – 347
DAEWOO V–121 BL4
DIAGNOSTIC TROUBLE CODE (DTC) P0106
MANIFOLD ABSOLUTE PRESSURE RATIONALITY
Circuit Description
The Engine Control Module (ECM) uses the Manifold Ab-
solute Pressure (MAP) sensor to control the fuel delivery
and the ignition timing. The MAP sensor measures the
changes in the intake manifold pressure which results
from engine load (intake manifold vacuum) and the rpm
changes, and it converts these into voltage outputs. The
ECM can detect if the MAP sensor is not responding to the
Throttle Position (TP) changes by comparing the actual
MAP change to a predicted MAP change based on the
amount of TP change that occurs. If the ECM does not see
the expected MAP change or more, DTC P0106 will set.
Conditions for Setting the DTC
S Altitude compensated MAP reading is higher than
high threshold or lower than low threshold table
based on rpm and TP signal.
S DTCs P0107, P0108, P0117, P0118, P0122,
P0123, P0201, P0202, P0203, P0204, P0300,
P0351, P0352, P0402, P0404, P1404, P0405,
P0406, P0506, P0507 are not set.
S Engine running.
S Valid Barometric Pressure (BARO) update.
S Torque Converter Clutch (TCC) steady (A/T).
S A/C steady state.
S No TP sensor fail conditions present.
S No MAP fail conditions present.
S Change in Idle Air Control (IAC) is less than 5%.
S Coolant temperature is greater than –10°C (14°F).
S Change in rpm is less than 200.
S Change in TP sensor is less than 3%.
S Change in Exhaust Gas Recirculation (EGR) value
is less than 6%.
S The rpm is between 1300 and 4500.
S All of the above are stabilized for 1.5 seconds.
Action Taken When the DTC Sets
S The Malfunction Indicator Lamp (MIL) will illuminate
after three consecutive ignition cycle with a fail.
S The ECM will record operating conditions at the
time the diagnostic fails. This information will be
stored in the Freeze Frame and Failure Records
buffers.
S A history DTC is stored.
S The ECM will substitute a fixed MAP value and use
TP sensor to control the fuel delivery. (The scan
tool will not show defaulted value.)
Conditions for Clearing the MIL/DTC
S The MIL will turn off after four consecutive ignition
cycles in which the diagnostic runs without a fault.
S A history DTC will clear after 40 consecutive warm–
up cycles without a fault.
S DTC(s) can be cleared by using the scan tool.
S Disconnecting the ECM battery feed for more than
10 seconds.Diagnostic Aids
With the ignition ON and the engine stopped, the manifold
pressure is equal to atmospheric pressure and the signal
voltage will be high. This information is used by the ECM
as an indication of vehicle altitude. Comparison of this
reading with a known good vehicle with the same sensor
is a good way to check the accuracy of a suspect sensor.
Readings should be the same +0.4 volt.
The MAP sensor vacuum source should be thoroughly
checked for restrictions at the intake manifold.
Test Description
Numbers below refer to the step numbers on the Diagnos-
tic 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. A sensor that displays an ignition ON, engine OFF
BARO value that does not appear normal for the
altitude the vehicle is in should be considered to be
malfunctioning.
3. While starting the engine, the MAP sensor should
detect any changes in the manifold pressure. This
test is to determine if the sensor is stuck at a value.
4. A normal MAP sensor will react as quickly to the
throttle changes as they can be made. A sensor
should not appear to be lazy or catch up with the
throttle movements.
5. This step checks if the reason for no MAP change
was due to a faulty sensor or vacuum source to the
sensor.
6. The MAP sensor vacuum source should be thor-
oughly checked for restrictions. A drill bit can be
used to clean out any casting flash that may exist in
the vacuum port.
7. The MAP sensor vacuum source should be thor-
oughly checked for restrictions. A drill bit can be
used to clean out any casting flash that may exist in
the vacuum port.
9. The MAP Sensor System Performance diagnostic
may have to complete several tests before deter-
mining if the diagnostic has passed or failed the last
test. Operate the vehicle in the Conditions for Set-
ting the DTC several times to ensure that the diag-
nostic runs enough tests to pass or fail.
10. If no faults have been found at this point and no
additional DTCs were set, refer to ”Diagnostic
Aids”in this section for additional checks and infor-
mation.

ENGINE CONTROLS 1F – 459
DAEWOO V–121 BL4
Test Description
Number(s) below refer to the step number(s) on the Diag-
nostic 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 malfunction occurred. The information is then
stored on the scan tool for later reference.
2. This step determines if DTC P0341 is the result of
a hard failure or an intermittent condition.
3. The counter should stop incrementing with the sen-sor electrical connector disconnected and set a
DTC P0342 with the sensor disconnected. If it still
increments the ECM is malfunctioning.
4. By moving the CMP sensor electrical connector, the
connections at the sensor are checked. Make sure
the electrical connector remains securely fastened.
5. A poor connection in any of the circuits at the CMP
will cause the CMP Resync Counter to increment.
Anytime a poor connection is present, the CMP
Reference Activity counter will stop incrementing
and the CMP Resync Counter will increment.
8. The replacement ECM must be reprogrammed.
Refer to the latest Techline procedure for ECM re-
programming.
DTC P0341 – Camshaft Position Sensor Rationality
StepActionValue(s)YesNo
1Perform an On–Board Diagnostic (EOBD) System
Check.
Was the check performed?–Go to Step 2Go to
”On–Board
Diagnostic Sys-
tem Check”
21. Turn the ignition OFF.
2. Install a scan tool to the Data Link Connector
(DLC).
3. Start the engine and operate the vehicle within
the Freeze Frame Conditions and Conditions
for Setting the DTC as noted.
Is Diagnostic Trouble Code (DTC) P0341 set?–Go to Step 3Go to
”Diagnostic
Aids”
31. Turn the ignition OFF.
2. Disconnect the Camshaft Position (CMP) sen-
sor connector.
3. Turn the ignition ON.
4. Using a voltmeter, check the voltage between
the CMP sensor harness connector (Engine
Control Module [ECM] side) terminal 3 and
ground.
Does the voltage near the specified value?5 VGo to Step 4Go to Step 5
4Using a voltmeter, check the voltage between the
CMP sensor wiring harness connector terminal 1
and ground.
Is the voltage over the specified value?10 voltsGo to Step 6Go to Step 10
5With a test light connected to ground, probe the
CMP harness connector terminal 3.
Does the test light illuminate?–Go to Step 8Go to Step 9
6With a test light connected to B+, probe the CMP
sensor harness connector terminal 2.
Does the test light illuminate?–Go to Step 7Go to Step 11
7Check for poor connections at the CMP sensor elec-
trical connectors and repair as needed.
Is the repair complete?–Go to Step 15Go to Step 13

1F – 626IENGINE CONTROLS
DAEWOO V–121 BL4
EXHAUST GAS RECIRCULATION
VA LV E
The Exhaust Gas Recirculation (EGR) system is used on
engines equipped with an automatic transaxle to lower
NOx (oxides of nitrogen) emission levels caused by high
combustion temperature. The EGR valve is controlled by
the engine control module (ECM). The EGR valve feeds
small amounts of exhaust gas into the intake manifold to
decrease combustion temperature. The amount of ex-
haust gas recirculated is controlled by variations in vacu-
um and exhaust back pressure. If too much exhaust gas
enters, combustion will not take place. For this reason,
very little exhaust gas is allowed to pass through the valve,
especially at idle.
The EGR valve is usually open under the following condi-
tions:
S Warm engine operation.
S Above idle speed.
Results of Incorrect Operation
Too much EGR flow tends to weaken combustion, causing
the engine to run roughly or to stop. With too much EGR
flow at idle, cruise, or cold operation, any of the following
conditions may occur:
S The engine stops after a cold start.
S The engine stops at idle after deceleration.
S The vehicle surges during cruise.
S Rough idle.
If the EGR valve stays open all the time, the engine may
not idle. Too little or no EGR flow allows combustion tem-
peratures to get too high during acceleration and load con-
ditions. This could cause the following conditions:
S Spark knock (detonation)
S Engine overheating
S Emission test failure
INTAKE AIR TEMPERATURE
SENSOR
The Intake Air Temperature (IAT) sensor is a thermistor,
a resistor which changes value based on the temperature
of the air entering the engine. Low temperature produces
a high resistance (4,500 ohms at –40°F [–40°C]), while
high temperature causes a low resistance (70 ohms at
266°F [130°C]).
The engine control module (ECM) provides 5 volts to the
IAT sensor through a resistor in the ECM and measures
the change in voltage to determine the IAT. The voltage will
be high when the manifold air is cold and low when the air
is hot. The ECM knows the intake IAT by measuring the
voltage.
The IAT sensor is also used to control spark timing when
the manifold air is cold.
A failure in the IAT sensor circuit sets a diagnostic trouble
code P0112 or P0113.
IDLE AIR CONTROL VALVE
Notice : Do not attempt to remove the protective cap to
readjust the stop screw. Misadjustment may result in dam-
age to the Idle Air Control (IAC) valve or to the throttle
body.
The IAC valve is mounted on the throttle body where it
controls the engine idle speed under the command of the
engine control module (ECM). The ECM sends voltage
pulses to the IAC valve motor windings, causing the IAC
valve pintle to move in or out a given distance (a step or
count) for each pulse. The pintle movement controls the
airflow around the throttle valves which, in turn, control the
engine idle speed.
The desired idle speeds for all engine operating conditions
are programmed into the calibration of the ECM. These
programmed engine speeds are based on the coolant
temperature, the park/neutral position switch status, the
vehicle speed, the battery voltage, and the A/C system
pressure (if equipped).
The ECM ”learns” the proper IAC valve positions to
achieve warm, stabilized idle speeds (rpm) desired for the
various conditions (park/neutral or drive, A/C on or off, if
equipped). This information is stored in ECM ”keep alive”
memories. Information is retained after the ignition is
turned OFF. All other IAC valve positioning is calculated
based on these memory values. As a result, engine varia-
tions due to wear and variations in the minimum throttle
valve position (within limits) do not affect engine idle
speeds. This system provides correct idle control under all
conditions. This also means that disconnecting power to
the ECM can result in incorrect idle control or the necessity
to partially press the accelerator when starting until the
ECM relearns idle control.
Engine idle speed is a function of total airflow into the en-
gine based on the IAC valve pintle position, the throttle
valve opening, and the calibrated vacuum loss through ac-
cessories. The minimum throttle valve position is set at the
factory with a stop screw. This setting allows enough air-
flow by the throttle valve to cause the IAC valve pintle to
be positioned a calibrated number of steps (counts) from
the seat during ”controlled” idle operation. The minimum
throttle valve position setting on this engine should not be
considered the ”minimum idle speed,” as on other fuel in-
jected engines. The throttle stop screw is covered with a
plug at the factory following adjustment.
If the IAC valve is suspected as the cause of improper idle
speed, refer to ”Idle Air Control System Check” in this sec-
tion.
MANIFOLD ABSOLUTE PRESSURE
SENSOR
The Manifold Absolute Pressure (MAP) sensor measures
the changes in the intake manifold pressure which result
from engine load and speed changes. It converts these to
a voltage output.

HYDRAULIC BRAKES 4A – 5
DAEWOO V–121 BL4
DIAGNOSIS
BRAKE SYSTEM TESTING
Brakes should be tested on a dry, clean, reasonably
smooth and level roadway. A true test of brake perfor-
mance cannot be made if the roadway is wet, greasy, or
covered with loose dirt whereby all tires do not grip the
road equally. Testing will also be adversely affected if the
roadway is crowned so as to throw the weight so roughly
that the wheels tend to bounce.
Test the brakes at different vehicle speeds with both light
and heavy pedal pressure; however, avoid locking the
brakes and sliding the tires. Locked brakes and sliding
tires do not indicate brake efficiency since heavily braked,
but turning, wheels will stop the vehicle in less distance
than locked brakes. More tire–to–road friction is present
with a heavily–braked, turning tire than with a sliding tire.
Because of the high deceleration capability, a firmer pedal
may be felt at higher deceleration levels.
There are three major external conditions that affect brake
performance:
S Tires having unequal contact and grip of the road
will cause unequal braking. Tires must be equally
inflated, and the tread pattern of the right and the
left tires must be approximately equal.
S Unequal loading of the vehicle can affect the brake
performance since the most heavily loaded wheels
require more braking power, and thus more braking
effort, than the others.
S Misalignment of the wheels, particularly conditions
of excessive camber and caster, will cause the
brakes to pull to one side.
To check for brake fluid leaks, hold constant foot pressure
on the pedal with the engine running at idle and the shift
lever in NEUTRAL. If the pedal gradually falls away with
the constant pressure, the hydraulic system may be leak-
ing. Perform a visual check to confirm any suspected
leaks.
Check the master cylinder fluid level. While a slight drop
in the reservoir level results from normal lining wear, an ab-
normally low level indicates a leak in the system. The hy-
draulic system may be leaking either internally or external-
ly. Refer to the procedure below to check the master
cylinder. Also, the system may appear to pass this test
while still having a slight leak. If the fluid level is normal,
check the vacuum booster pushrod length. If an incorrect
pushrod length is found, adjust or replace the rod.
Check the master cylinder using the following procedure:
S Check for a cracked master cylinder casting or
brake fluid leaking around the master cylinder.
Leaks are indicated only if there is at least one drop
of fluid. A damp condition is not abnormal.S Check for a binding pedal linkage and for an incor-
rect pushrod length. If both of these parts are in
satisfactory condition, disassemble the master cyl-
inder and check for an elongated or swollen primary
cylinder or piston seals. If swollen seals are found,
substandard or contaminated brake fluid should be
suspected. If contaminated brake fluid is found, all
the components should be disassembled and
cleaned, and all the rubber components should be
replaced. All of the pipes must also be flushed.
Improper brake fluid, or mineral oil or water in the fluid,
may cause the brake fluid to boil or cause deterioration of
the rubber components. If the primary piston cups in the
master cylinder are swollen, then the rubber parts have
deteriorated. This deterioration may also be evidenced by
swollen wheel cylinder piston seals on the drum brake
wheels.
If deterioration of rubber is evident, disassemble all the hy-
draulic parts and wash the parts with alcohol. Dry these
parts with compressed air before reassembly to keep alco-
hol out of the system. Replace all the rubber parts in the
system, including the hoses. Also, when working on the
brake mechanisms, check for fluid on the linings. If exces-
sive fluid is found, replace the linings.
If the master cylinder piston seals are in satisfactory condi-
tion, check for leaks or excessive heat conditions. If these
conditions are not found, drain the fluid, flush the master
cylinder with brake fluid, refill the master cylinder, and
bleed the system. Refer to ”Manual Bleeding the Brakes”
or”Pressure Bleeding the Brakes” in this section.
BRAKE HOSE INSPECTION
The hydraulic brake hoses should be inspected at least
twice a year. The brake hose assembly should be checked
for road hazard damage, cracks, chafing of the outer cov-
er, and for leaks or blisters. Inspect the hoses for proper
routing and mounting. A brake hose that rubs on a suspen-
sion component will wear and eventually fail. A light and
a mirror may be needed for an adequate inspection. If any
of the above conditions are observed on the brake hose,
adjust or replace the hose as necessary.
WARNING LAMP OPERATION
This brake system uses a BRAKE warning lamp located
in the instrument panel cluster. When the ignition switch
is in the START position, the BRAKE warning lamp should
glow and go OFF when the ignition switch returns to the
RUN position.
The following conditions will activate the BRAKE lamp:
S Parking brake applied. The light should be ON
whenever the parking brake is applied and the igni-
tion switch is ON.
S Low fluid level. A low fluid level in the master cylin-
der will turn the BRAKE lamp ON.
S EBD system is disabled. The light should be ON
when the EBD system is malfunctioning.

4A – 6IHYDRAULIC BRAKES
DAEWOO V–121 BL4
STOP LAMP WARNING CIRCUIT DIAGNOSIS
J3B14A03
10A30
F4
32
A19
A13 A14 A1 A2B15 C201
31C201IP/Fuse
Block C201
C202
C110C108 S301 WHT
BRN
BRN
Parking
Brake
SwitchBrake
Fluid
Switch
BLKBRN LT GRN
DK
GRN
DK
GRN LT GRN/
BLK
LT GRN/
BLKPPL/
WHT
PPL/
WHT
PPL/
WHTPPL/
WHT PPL/
WHT
PPL/
WHT ABS
Warning
Lamp TCS
Active
Warning
Lamp Parking
Brake
Warning
Lamp Charging
Warning
Hot in Run and Start
PNK
Cluster PNK
EBCM”L” Ter.
Generator 1 12
2
20 2222 16 41 13
3
4
11 1 215
8
21
G303
Test Description
The number(s) below refer to step(s) on the diagnostic
table.
1. When the ignition is turned ON, the brake warning
lamp should initially illuminate and then dim for ABS
equipped vehicles. This is done as a bulb check.
On vehicles that are not equipped with ABS, the
brake warning lamp should only illuminate when
either the brake fluid reservoir is low or the parking
brake is applied.
7. The brake fluid level switch is a normally open
switch. If the brake warning lamp is off after discon-
necting the switch, the brake fluid level switch is
stuck closed.9. If the brake warning lamp is still on after discon-
necting the parking brake switch, there is a short to
ground in the wire to the parking brake switch.
12. If the other checks have been properly performed
and the brake warning lamp is off after disconnect-
ing the electronic brake control module (EBCM) J1
connector, the EBCM is faulty.
19. If the brake warning lamp does not operate while
performing any of the functions, the fault should be
in the ignition feed to the circuit.
24. This step determines if the problem is in the ignition
feed to the circuit or in the instrument cluster.
30. The brake warning lamp should illuminate when
jumpering the parking brake connector to ground.
32. If the brake warning lamp is on after jumpering the
brake fluid level switch terminals, the switch is
faulty.

SECTION : 4C
POWER BOOSTER
TABLE OF CONTENTS
SPECIFICATIONS4C–1 . . . . . . . . . . . . . . . . . . . . . . . . . .
Fasrener Tightening Specifications 4C–1. . . . . . . . . .
DIAGNOSIS4C–1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Booster Functional Check 4C–1. . . . . . . . . . . .
MAINTENANCE AND REPAIR4C–2 . . . . . . . . . . . . . . . ON–VEHICLE SERVICE 4C–2. . . . . . . . . . . . . . . . . . . . .
Vacuum Hose 4C–2. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Booster Assembly 4C–2. . . . . . . . . . . . . . . . . . .
GENERAL DESCRIPTION AND SYSTEM
OPERATION4C–6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Booster 4C–6. . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPECIFICATIONS
FASRENER TIGHTENING SPECIFICATIONS
ApplicationNSmLb–FtLb–In
Booster–to–Bracket Nuts (Right–Hand Drive)2216–
Booster–to–Dash Panel Nut (Left–Hand
Drive)2216–
Booster Hex Nut and Pushrod Clevis1813–
Brake Line Fittings1612–
DIAGNOSIS
POWER BOOSTER FUNCTIONAL
CHECK
1. With the engine stopped, eliminate vacuum in the
booster by pumping the brake pedal several times.
2. Push the pedal down and hold in this position.
3. Start the engine.4. The booster is OK if the pedal drops further be-
cause of extra force produced.
If the brake pedal does not drop, the vacuum system (vac-
uum hoses, check valve, etc.) is probably defective and
should be checked.
If no defect is revealed by checking the vacuum system,
the defect is in the booster itself.

ANTILOCK BRAKE SYSTEM 4F – 7
DAEWOO V–121 BL4
DIAGNOSIS
J3B14F04
60A Ef230A Ef5
2
42
C107 C105
2
C110
G106
A19
A13 A1 A14
C110 C202
C202WHT LT GRN
DK
GRN LT GRN/
BLK
BLK
DK BLUDK BLU
PPL/WHT
PPL/WHT ABS
TCS Parking
Brake
Hot at all times
RED REDRED/WHT
Ignition
Switch
RED
RED
I/P Cluster
EBCM8
20
22 2216 41
1211
18 1621
1
C107
10A F410AF11
32 31
43
6 62 C201
C201 C201C201
C110 C202
Hot in Run and Start
30
4
1711
C202
15
B15
DLC
(Data Link
Connector)12
G106
BLK/WHTOil Feeding
Connector
”2” Ter.
BRNBRN BRN
BRN PNK PNK PNK
19J1
59B1
ONStart Lock
Acc
IG1
19
DIAGNOSTIC CIRCUIT CHECK
The Diagnostic Circuit Check is an organized approach to
identifying a problem created by an antilock brake system
(ABS) malfunction. It must be the starting point for any
ABS complaint diagnosis because it directs the service
technician to the next logical step in diagnosing the com-
plaint.
Diagnostic Process
Perform the following steps in order when servicing the
ABS/EBD system. Failure to do so may result in the loss
of important diagnostic data and may lead to difficulties
and time–consuming diagnosis procedures.1. Perform the tests of the table below.
2. Perform a road test if directed by the table.
S Test drive the vehicle while using the snapshot
feature of the scan tool.
S Perform normal acceleration, stopping, and turn-
ing maneuvers.
S If this does not reproduce the malfunction, per-
form an ABS stop on a low friction surface such
as gravel.
3. Clear the diagnostic trouble codes (DTCs) after all
system malfunctions have been corrected.
Diagnostic Circuit Check
StepActionValue(s)YesNo
11. Install the scan tool.
2. Turn ignition switch to ON.
3. Select the Data List mode.
Is the scan tool receiving data from the electronic
brake control module (EBCM) ?–Go to Step 2Go to Step 6
2Check the display.
Are there any current DTCs displayed?–Refer to the ap-
plicable DTC
tableGo to Step 3

5A1 – 44IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
4. Repair vehicle, if necessary.
Inspect:
S Fluid level.
S Manual linkage.
Install or Connect:
S Scan tool (scanner)
S Oil pressure gauge at line pressure port (clutch B or
E ports on transaxle case)
5. Put gear selector in Park and set the parking brake.6. Start engine and allow it to warm up at idle.
7. Access the ”Solenoid 1 Control Mode” on the scan-
ner.
8. Switching solenoid 1 ON/OFF, accelerating the en-
gine to 2,500rpm, and then read the line pressure
at the each gear.
9. Compare data to the Drive–Park–Neutral line pres-
sure chart below.
Notice : Total test running time should not exceed 2 min-
utes, or transaxle damage could occur.
CAUTION : Brake must be applied at all times to pre-
vent unexpected vehicle motion.
If pressure readings differ greatly from the line pressure
chart, refer to the Diagnosis Charts contained in this sec-
tion.
Notice : Clutch damage may occur.
The scanner is only able to control the pressure control so-
lenoid in Park and Neutral with the vehicle stopped.
This protects the clutches from extremely high or low pres-
sures in Drive or Reverse rang.
Gear Range
SolenoidLine
Pressure B PortE Port
Park / NeutralONLOW90~124.7 psi (6.2~8.6 bar)
OFFHIGH221.9~252.3 ps
i (15.3~17.4 bar)
ReverseONLOW90~124.7 psi (6.2~8.6 bar)
OFFHIGH221.9~252.3 psi
(15.3~17.4 bar)
DriveONLOW90~124.7 psi (6.2~8.6 bar)
OFFHIGH137.7~162.4 psi
(9.5~11.2 bar)
3ONLOW90~124.7 psi (6.2~8.6 bar)90~124.7 psi (6.2~8.6 bar)
OFFHIGH221.9~252.3 psi
(15.3~17.4 bar)137.7~162.4 psi
(9.5~11.2 bar)
2ONLOW90~124.7 psi (6.2~8.6 bar)
OFFHIGH137.7~162.4 psi
(9.5~11.2 bar)
1ONLOW90~124.7 psi (6.2~8.6 bar)
OFFHIGH221.9~252.3 psi
(15.3~17.4 bar)