tire type DAEWOO LACETTI 2004 Service User Guide

TIRES AND WHEELS 2E – 7
DAEWOO V–121 BL4
Recoating Procedure
CAUTION : To avoid serious personal injury when ap-
plying any two–part component paint system, follow
the specific precautions provided by the paint
manufacturer. Failure to follow these precautions
may cause lung irritation and an allergic respiratory
reaction.
1. Clean the surface.
2. Soak the wheel with Amchem Alumi Prep No. 33 or
equivalent for 1 to 3 minutes. Rinse the wheel with
water and blow it dry.
3. Soak the wheel with Amchem Alodine No. 1001 or
equivalent for 1 to 3 minutes. Rinse the wheel with
water and blow it dry.
4. Finish with Ditzler Delclear Urethane and Ditzler
Ultra–Urethane Additive or equivalent, using three
coats.
1st coat – spray on a light mist coat; let dry.
2nd coat – spray or paint on a light coat; let dry.
3rd coat – spray or paint on a heavy double wet
coat; let dry.
5. Let the urethane dry for 24 hours or flash for 30
minutes and force dry at 60°C (140°F) for 30 min-
utes. Allow the urethane to cool for 5 minutes be-
fore mounting the wheel on the vehicle.
OFF–VEHICLE BALANCING
Perform wheel balancing with an electronic off–vehicle ba-
lancer. The balancer is easy to use and gives both a static
and a dynamic balance. Unlike on–vehicle balancing, the
off–vehicle balancer does not correct for drum or rotor im-
balance. This drawback is overcome by its accuracy (usu-
ally to within 1/8 ounce). Secure the wheel on the balancer
with a cone through the back side of the centerhole, not
through the wheel bolt holes.
CORRECTING NON–UNIFORM TIRES
There are two ways to correct properly balanced tires
which still vibrate. One method uses an automatic ma-
chine which loads the tire and buffs small amounts of rub-
ber from high spots on the outer two tread rows. Correction
by this method is usually permanent and, if it is done prop-
erly, does not significantly affect the appearance or the
tread life of the tire. Tire truing with a blade–type machine
is not recommended because it substantially reduces the
tread life and often does not correct the problem perma-
nently.
Another method is to dismount the tire and rotate it 180 de-
grees on the rim. Do this only on the tire and wheel assem-
blies which are known to be causing a vibration because
this method is just as likely to cause good assemblies to
vibrate.

TIRES AND WHEELS 2E – 9
DAEWOO V–121 BL4
GENERAL DESCRIPTION
AND SYSTEM OPERATION
TIRE AND WHEEL BALANCING
There are two types of tire and wheel balancing: static and
dynamic.
Static balance is the equal distribution of weight around
the wheel. Assemblies that are statically unbalanced
cause a bouncing action called wheel tramp. This condi-
tion may eventually cause uneven tire wear.
Dynamic balance is the equal distribution of weight on
each side of the centerline so that when the assembly
spins there is no tendency for it to move from side to side.
Assemblies that are dynamically unbalanced may cause
wheel shimmy.
General Balance Precautions
Remove all deposits of foreign material from the inside of
the wheel.
CAUTION : Remove stones from the tread in order to
avoid operator injury during spin balancing.
Inspect the tire for any damage. Balance the tire according
to the equipment manufacturer’s recommendations.
Wheel Weights
If more than 85 grams (3.0 ounces) are needed to static
balance the wheel, split the wheel weights as equally as
possible between the inboard and the outboard flanges.
Balancing the assemblies with factory alloy wheels re-
quires the use of special nylon–coated, clip–on wheel
weights. These weights are designed to fit over the thicker
rim flange of the alloy wheel. Install these weights with a
plastic–tipped hammer.
Adhesive wheel weights are also available. Use the follow-
ing procedure to install adhesive wheel weights
Adhesive Wheel Weight Installation
1. Clean the wheel by sanding it to bare alloy where
the wheel weight will be installed.
2. Use a clean cloth or paper towel saturated with a
mixture of half isopropyl alcohol and half water to
wipe the place where the wheel weight will be
installed.
3. Dry the area with hot air. The surface of the wheel
should be warm to the touch.
4. Warm the adhesive backing on the wheel weights
to room temperature.
5. Remove the tape from the back of the weights. Do
not touch the adhesive surface.
6. Apply the the wheel weight and press it on with
hand pressure.
7. Secure the wheel weight with a 70–110 N (16–25
lb) force applied with a roller.
TIRE CHAIN USAGE
Due to limited tire–to–body clearance on certain vehicles,
recommendations for tire chain use are published in the
Owner ’s Manual. When tire chains need to be used, most
current Daewoo vehicles require SAE Class ”S” tire
chains. These may also be designated as 1100 Series,
type PL tire chains. These chains are specifically designed
to limit the ”fly off” effect which occurs when the wheel ro-
tates.
Be sure that only fine–link chains are used which do not
add more than 15 mm (0.590 inch), including the lock, to
the tread surface and the inner sides of the tires. Manufac-

2E – 10ITIRES AND WHEELS
DAEWOO V–121 BL4
turers of tire chains have a specific chain size for each tire
size to ensure a proper fit when the chain is installed. Be
sure to purchase the correct chains for the tires on which
they are to be used. Use rubber adjusters to take up any
slack or clearance in loose chains.
Use of chains may adversely affect vehicle handling.
When tire chains are installed, follow these precautions:
S Adjust speed to road conditions.
S Avoid sharp turns.
S Avoid locked–wheel braking.
To prevent chain damage to the vehicle, install the chains
on the front tires as tightly as possible. Tighten them again
after driving 0.4 to 0.8 kilometer (0.3 to 0.5 mile). The use
of chains on the rear tires is not recommended because
they may contact the vehicle and possibly damage it. If
chains must be used on the rear tires, be sure there is suffi-
cient clearance between the chains and the body. Do not
exceed 70 km/h (45 mph) or the chain manufacturer’s
speed limit, if lower. Avoid large bumps, potholes, severe
turns and any other maneuvers which could cause the
tires to bounce. Follow any other instructions of the chain
manufacturer which do not disagree with the above in-
structions.
REPLACEMENT TIRES
A tire performance criteria (TPC) specification number is
molded in the sidewall near the tire size of all original
equipment tires. This specification number assures that
the tire meets performance standards for traction, endur-
ance, dimensions, noise, handling and rolling resis–tance.
Usually a specific TPC number is assigned to each tire
size.
CAUTION : Do not mix different types of tires on the
same vehicle such as radial, bias and bias–belted
tires except in emergencies, because vehicle han-
dling may be seriously affected and may result in loss
of control.
Use only replacement tires with the same size, load range,
and construction as the original. The use of any other tire
size or construction type may seriously affect ride, han-
dling, speedometer/odometer calibration, vehicle ground
clearance, and tire clearance to the body and the chassis.
This does not apply to the spare tire furnished with the ve-
hicle.
It is recommended that new tires be installed in pairs on
the same axle.
If it is necessary to replace only one tire, pair it with the tire
having the most tread to equalize the braking action.
Although they may appear different in tread design, tires
built by different manufacturers with identical TPC specifi-
cations may be used on the same vehicle.
ALL SEASON TIRES
Most vehicles are now equipped with steel–belted all sea-
son radial tires as standard equipment. These tires qualify
as snow tires, with a 37 percent higher average rating for
snow traction than the non–all season radial tires pre-
viously used. Other performance areas, such as wet trac-
tion, rolling resistance, tread life, and air retention, have
also been improved. This was done by improvements in
both tread design and tread compounds. These tires are
identified by an ”M + S” molded in the tire sidewall following
the size number. The suffix ”MS” is also molded in the side-
wall after the TPC specification number.
The optional handling tires used on some vehicles are not
all season tires. These will not have the ”MS” marking after
the tire size or the TPC specification number.
PASSENGER METRIC SIZED TIRES
All Daewoo vehicles now use Passenger (P) metric sized
tires. P–metric tires are available in two load ranges: stan-
dard load (35 psi maximum) and extra load (41 psi maxi-
mum). Most passenger vehicle tires are standard load.
Most P–metric tire sizes do not have exact corresponding
alphanumeric tire sizes. For example, a P175/70R13 is
not exactly equal in size and load–carrying capacity to an
FR70–13. For this reason, replacement tires should be of
the same TPC specification number as the originals. If P–
metric tires must be replaced with other sizes, consult a
tire dealer. Tire companies can best recommend the clos-
est match of alphanumeric to P–metric sizes within their
own tire lines.
The metric term for measuring tire inflation pressure is the
kilopascal (kPa). Tire pressure may be printed in both kPa
and psi. One psi equals 6.895 kPa.
See the tire label or refer to ”Tire Size and Pressure Speci-
fications” in this section for tire inflation pressures.
TIRE LABEL
The tire label is permanently located on the rear face of the
driver’s door and should be referred to for tire information.
It lists the maximum vehicle load, the tire size (including
the spare tire), and the cold inflation pressure (including
the spare tire).
SPARE TIRE
The notchback and the wagon come equipped with a full–
sized tire on a steel wheel. The hatchback comes
equipped with a reduced–sized temporary tire on a steel
wheel.
WHEELS
Wheels must be replaced if they are bent, dented, have
excessive lateral or radial runout, leak air through welds,
have elongated bolt holes, or if the wheel bolts won’t stay
tight or are heavily rusted. Wheels with excessive runout
may cause vehicle vibration. Replacement wheels must
be equivalent to the original equipment wheels in load ca-

TIRES AND WHEELS 2E – 11
DAEWOO V–121 BL4
pacity, diameter, rim width, offset, and mounting configu-
ration. A wheel of improper size or type may affect wheel
and bearing life, brake cooling, speedometer/odometer
calibration, vehicle ground clearance, and tire clearance
to the body and the chassis. The wheel offset is 49 ± 1 mm
(1.93 ± 0.04 inches). Steel wheels may be identified by a
two– or three–letter code stamped into the rim near the
valve stem. Alloy wheels should have the code, the part
number, and the manufacturer ID cast into the back side.
INFLATION O TIRES
The pressure recommended for any vehicle line is careful-
ly calculated to give a satisfactory ride, handling, tread life,
and load–carrying capacity.
Tire pressure should be checked monthly or before any
extended trip. Check the tires when they are cold, after the
vehicle has sat for 3 hours or more, or has been driven less
than 1 mile. Set the tire pressure to the specifications on
the tire label located on the rear face of the driver’s door.
Tire inflation pressure is also given under ”Tire Size and
Pressure Specifications” in this section.
Valve caps or extensions should be on the valves to keep
dust and water out.
For sustained driving at speeds up to 140 km/h (85 mph),
inflate the tires to the pressure recommended on the tire.
Sustained driving at speeds faster than 140 km/h (85mph), even if permitted by law, is not advised unless the
vehicle has special high–speed tires available from many
tire dealers. Tire pressures may increase as much as 41
kPa (6 psi) when the tires are hot.
Higher than recommended tire pressure can cause
S Hard ride.
S Tire bruising or damage.
S Rapid tread wear at the center of the tire.
Lower than recommended pressure can cause
S Tire squeal on turns.
S Hard steering.
S Rapid and uneven wear on the edges of the tread.
S Tire rim bruises and rupture.
S Tire cord breakage.
S High tire temperatures.
Unequal tire pressures on same axle can cause
S Uneven braking.
S Steering lead.
S Reduced handling.
S Swerve on acceleration.
S Torque steer.

4A – 12IHYDRAULIC BRAKES
DAEWOO V–121 BL4
12. Slowly push and hold the brake pedal one time.
13. Remove the bleeder valve dust cover and loosen
the bleeder screw to purge the air from the cylinder.
14. Tighten the bleeder screw.
Tighten
Tighten the bleeder screw to 8 NSm (71 lb–in).
15. Slowly release the brake pedal. Wait 15 seconds
before proceeding with the next step.
Important : Rapid pumping of the brake pedal pushes the
master cylinder secondary piston down the bore in a man-
ner that makes it difficult to bleed the system.
16. Repeat the sequence, including the 15–second
wait, until all the air is removed. It may be neces-
sary to repeat the sequence 10 or more times to
remove all the air.
17. Locate the front bleeder caps.
18. Proceed to bleed the front brakes following the ap-
propriate sequence, beginning with step 12.
19. Check the brake pedal for sponginess. Repeat the
entire bleeding procedure to correct this condition.
20. Replace the bleeder valve dust cover.
PRESSURE BLEEDING THE BRAKES
Notice : Pressure bleeding equipment must be of the dia-
phragm type. It must have a rubber diaphragm between
the air supply and the brake fluid to prevent air, moisture,
oil, and other contaminants from entering the hydraulic
system. Contamination could lead to deterioration of the
braking components and loss of braking action.
1. Disconnect the master cylinder electrical connector.
2. Remove the master cylinder reservoir cap.
3. Connect the bleeder with the adapter to the master
cylinder reservoir.
4. For vehicles with the antilock braking system
(ABS), locate and remove the hydraulic modulator
bleeder valves. Refer to Section 4F, Antilock Brake
System.
5. Charge the bleeder ball to 140 to 172 kPa (20 to 25
psi).
6. Connect the line to the adapter. Open the line
valve.
7. Raise and suitably support the vehicle.
Important : The bleeding sequence is as follows: right
rear, left front, left rear and right front.

ANTILOCK BRAKE SYSTEM 4F – 71
DAEWOO V–121 BL4
TIRES AND ABS/EBD
Replacement Tires
Tire size is important for proper performance of the ABS
system. Replacement tires should be the same size, load
range, and construction as the original tires. Replace tires
in axle sets and only with tires of the same tire perfor-
mance criteria (TPC) specification number. Use of any
other size or type may seriously affect the ABS operation.
TIRES AND ABS/EBD
Notice : There is no serviceable or removable EEPROM.
The EBCM must be replaced as an assembly.
The EBCM is attached to the hydraulic unit in the engine
compartment. The controlling element of ABS 5.3 is a mi-
croprocessor–based EBCM. Inputs to the system include
the four wheel speed sensors, the stoplamp switch, the
ignition switch, and the unswitched battery voltage. There
is an output to a bi–directional serial data link, located in
pin K of Data Link Connector (DLC) for service diagnostic
tools and assembly plant testing.
The EBCM monitors the speed of each wheel. If any wheel
begins to approach lockup and the brake switch is closed
(brake pedal depressed), the EBCM controls the sole-
noids to reduce brake pressure to the wheel approaching
lockup. Once the wheel regains traction, brake pressure
is increased until the wheel again begins to approach lock-
up. This cycle repeats until either the vehicle comes to a
stop, the brake pedal is released, or no wheels approach
lockup.
Additionally, the EBCM monitors itself, each input (except
the serial data link), and each output for proper operation.
If it detects any system malfunction, the EBCM will store
a DTC in nonvolatile memory (EEPROM) (DTCs will not
disappear if the battery is disconnected). Refer to ”Self
Diagnostics” in this section for more detailed information.
FRONT WHEEL SPEED SENSOR
The front wheel speed sensors are of a variable reluctance
type. Each sensor is attached to the steering knuckle,
close to a toothed ring. The result, as teeth pass by the
sensor, is an AC voltage with a frequency proportional to
the speed of the wheel. The magnitude of the voltage and
frequency increase with increasing speed. The sensor is
not repairable, nor is the air gap adjustable.
FRONT WHEEL SPEED SENSOR
RINGS
The toothed ring mentioned above is pressed onto the
wheel–side (outer) constant velocity joint. Each ring con-
tains 47 equally spaced teeth. Exercise care during ser-
vice procedures to avoid prying or contacting this ring. Ex-cessive contact may cause damage to one or more teeth.
If the ring is damaged, the wheel–side constant velocity
joint must be replaced.
REAR WHEEL SPEED SENSOR AND
RINGS
The rear wheel speed sensors operate in the same man-
ner as the front wheel speed sensors. They incorporate a
length of flexible harness with the connector attached to
the end of the harness. The rear wheel speed rings are in-
corporated into the hub assemblies and cannot be re-
placed separately, but require replacement of the rear
hub/bearing assembly.
VALUE RELAY AND PUMP MOTOR
RELAY
The valve relay and the motor pump relay are located in-
side the electronic brake control module (EBCM) and are
not replaceable. If one should fail, replace the EBCM.
WIRING HARNESS
The wiring harness is the mechanism by which the elec-
tronic brake control module (EBCM) is electrically con-
nected to power and to ground, to the wheel speed sen-
sors, the fuses, the switches, the indicators, and the serial
communications port. The components, considered part
of the wiring harness, are the wires that provide electrical
interconnection, and connectors (terminals, pins, con-
tacts, or lugs) that provide an electrical/mechanical inter-
face from the wire to a system component.
INDICATORS
The electronic brake control module (EBCM) continuously
monitors itself and the other ABS components. If the
EBCM detects a problem with the system, the amber ABS
indicator will light continuously to alert the driver to the
problem. An illuminated ABS indicator indicates that the
ABS system has detected a problem that affects the op-
eration of ABS. No antilock braking will be available. Nor-
mal, non–antilock brake performance will remain. In order
to regain ABS braking ability, the ABS must be serviced.
The red BRAKE indicator will be illuminated when the sys-
tem detects a low brake fluid level in the master cylinder
or when the parking brake switch is closed (the parking
brake is engaged) or EBD system is diabled.
WARNING : EBD INDICATOR LAMP WIRING IS CON-
NECTED TO THE PARKING BRAKE LAMP. IF THE
PARKING BRAKE LAMP IS TURNED ON WHEN YOU
DRIVING, CHECKING ON WHETHER THE PARKING
BRAKE LEVER IS ENAGED OR THE BRAKE FLUID
LEVEL IS LOW. IF THE SYSTEM HAS NO PROBLEM,
THE EBD SYSTEM IS WORKING IMPROPERLY. THE
EBD SYSTEM MUST BE SERVICED.

FIVE–SPEED MANUAL TRANSAXLE 5B – 5
DAEWOO V–121 BL4
DIAGNOSIS
ISOLATE NOISE
Identify the cause of any noise before attempting to repair
the clutch, the transaxle, or their related link–ages.
Symptoms of trouble with the clutch or the manual trans-
axle include:
S A great effort required to shift gears.
S The sound of gears clashing and grinding.
S Gear blockout.
Any of these conditions requires a careful analysis. Make
the following checks before disassembling the clutch or
the transaxle for repairs.
Road Travel Noise
Many noises that appear to come from the transaxle may
actually originate with other sources such as the:
S Tires.
S Road surfaces.
S Wheel bearings.
S Engine.
S Exhaust system.
These noises may vary according to the:
S Size of the vehicle.
S Type of the vehicle.
S Amount of insulation used in the body of the ve-
hicle.
Transaxle Noise
Transaxle gears, like any mechanical device, are not ab-
solutely quiet and will make some noise during normal op-
eration.
To verify suspected transaxle noises:
1. Select a smooth, level asphalt road to reduce tire
and resonant body noise.
2. Drive the vehicle far enough to warm up all the lu-
bricants thoroughly.
3. Record the speed and the gear range of the trans-
axle when the noise occurs.
4. Check for noises with the vehicle stopped, but with
the engine running.
5. Determine if the noise occurs while the vehicle op-
erates in:
S Drive – under a light acceleration or a heavy
pull.
S Float – maintaining a constant speed with a light
throttle on a level road.
S Coast – with the transaxle in gear and the
throttle partly or fully closed.
S All of the above.
Bearing Noise
Differential Side Bearing Noise
Differential side bearing noise and wheel bearing noise
can be confused easily. Since side bearings are pre–
loaded, a differential side bearing noise should not dimin-
ish much when the differential/transaxle is run with the
wheels off the ground.
Wheel Bearing Noise
Wheel bearings produce a rough growl or grating sound
that will continue when the vehicle is coasting and the
transaxle is in NEUTRAL. Since wheel bearings are not
pre–loaded, a wheel bearing noise should diminish con-
siderably when the wheels are off the ground.
Other Noise
Brinelling
A brinelled bearing causes a ”knock” or ”click” approxi-
mately every second revolution of the wheel because the
bearing rollers do not travel at the same speed as the
wheel. In operation, the effect is characterized by a low–
pitched noise.
A brinelled bearing is caused by excessive thrust which
pushes the balls up on the pathway and creates a triangu-
lar–shaped spot in the bearing race. A brinelled bearing
can also be caused from pressing one race into position
by applying pressure on the other race.
A false indication of a brinelled bearing occurs as a result
of vibration near the area where the bearing is mounted.
Brinelling is identified by slight indentations, resulting in a
washboard effect in the bearing race.
Lapping
Lapped bearing noise occurs when fine particles of abra-
sive materials such as scale, sand, or emery circulate
through the oil in the vehicle, causing the surfaces of the
roller and the race to wear away. Bearings that wear loose
but remain smooth, without spalling or pitting, are the re-
sult of dirty oil.
Locking
Large particles of foreign material wedged between the
roller and the race usually causes one of the races to turn,
creating noise from a locked bearing. Pre–loading regular
taper roller bearings to a value higher than that specified
also can result in locked bearings
Pitting
Pitting on the rolling surface comes from normal wear and
the introduction of foreign materials.
Spalling
Spalled bearings have flaked or pitted rollers or races
caused by an overload or an incorrect assembly that re-
sults in a misalignment, a cocking of bearings, or adjust-
ments that are too tight.
After completing these checks, refer to the ”Diagnosis
Chart” in this section.