battery DAEWOO LACETTI 2004 Service Manual PDF

ENGINE ELECTRICAL 1E – 19
DAEWOO V–121 BL4
9. Remove the plunger return spring.
Important : If the solenoid is not removed from the starting
motor, the connector strap terminals must be removed
from the terminal on the solenoid before making these
tests.
10. Test the solenoid windings by checking the current
draw.
1) Check the hold–in windings by connecting an
ammeter in series with a 12–volt battery, the
switch terminal, and to ground.
2) Connect the carbon pile across the battery.
3) Adjust the voltage to 10 volts. The ammeter
reading should be 13 to 19 amperes.Current will
decrease as the windings heat up. Current draw
readings that are over specifications indicate
shorted turns or a ground in the windings of the
solenoid. Both conditions require replacement of
the solenoid. Current draw readings that are un-
der specifications indicate excessive resistance.
No reading indicates an open circuit.
Important : Current will decrease as the windings heat up.
Current draw readings that are over specifications indicate
shorted turns or a ground in the windings of the solenoid.
Both conditions require replacement of the solenoid. Cur-
rent draw readings that are under specifications indicate
excessive resistance. No reading indicates an open cir-
cuit.
11. Check both windings, connecting them according to
the preceding test.
1) Ground the solenoid motor terminal.
2) Adjust the voltage to 10 volts. The ammeter
reading should be 59 to 79 amperes.
3) Check the connections and replace the sole-
noid, if necessary.

1E – 22IENGINE ELECTRICAL
DAEWOO V–121 BL4
24. Remove the plunger with the boot and the shift le-
ver assembly. Test the solenoid windings, if not
done in Step 11.
Important : The pinion clearance must be correct to pre-
vent the buttons on the shift lever yoke from rubbing on the
clutch collar during the cranking.
25. When the starter motor is disassembled and the
solenoid is replaced, it is necessary to check the
pinion clearance.
26. Disconnect the motor field coil connector from the
solenoid motor terminal and carefully insulate the
connector.
27. Connect one 12–volt battery lead to the solenoid
switch terminal and the other to the starter frame.
28. Flash a jumper lead momentarily from the solenoid
motor terminal to the starter frame, allowing shifting
of the pinion in the cranking position, where it will
remain until the battery is disconnected.
Important : A means for adjusting the pinion clearance is
not provided on the starter motor. If the clearance does not
fall within the limits, check for improper installation and re-
place all worn parts.
29. Push the pinion back as far as possible to take up
any movement, and check the clearance with a
feeler gauge. The clearance should be 0.25 to 3.56
mm (0.01 to 0.14 inch).
Assembly Procedure
1. Install the drive and the pinion stop on the drive-
shaft.

1E – 30IENGINE ELECTRICAL
DAEWOO V–121 BL4
GENERAL DESCRIPTION
AND SYSTEM OPERATION
BATTERY
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 produced in the bat-
tery to escape. The battery has the following advantages
over conventional batteries:
S No water addition for the life of the battery.
S Overcharge protection. If too much voltage is ap-
plied to the battery, it will not accept as much cur-
rent 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.
S Not as liable to self–discharge as compared to a
conventional battery. This is particularly important
when a battery is left standing for long periods of
time.
S More power available in a lighter and smaller case.
The battery has three major functions in the electrical sys-
tem. 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 de-
mand exceeds the output of the generator.
RATINGS
A battery has two ratings: (1) a reserve capacity rating
designated at 27°C (80°F), 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 deter-
mined under testing at –18°C (0°F), 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 27°C (80°F) and be-
ing discharged at a current of 25 amperes, to reach a ter-
minal voltage of 10.5 volts.
COLD CRANKING AMPERAGE
The cold cranking amperage test is expressed at a battery
temperature of –18°C (0°F). The current rating is the mini-
mum 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 capacity.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:
S Vehicle accessories are left on overnight.
S Slow average driving speeds are used for short pe-
riods.
S The vehicle’s electrical load is more than the gener-
ator output, particularly with the addition of after-
market equipment.
S Defects in the charging system, such as electrical
shorts, a slipping generator belt, a faulty generator,
or a faulty voltage regulator.
S Battery abuse, including failure to keep the battery
cable terminals clean and tight, or a loose battery
hold–down clamp.
S 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 hydrome-
ter 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:
S GREEN DOT VISIBLE – Any green appearance
is interpreted as a ”green dot,” meaning the bat-
tery is ready for testing.
S 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:
S CLEAR OR BRIGHT YELLOW – This means
the fluid level is below the bottom of the hydrom-
eter. This may have been caused by excessive
or prolonged 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 complaint is caused by the battery, re-
place the battery.
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
charger connections are clean and tight. For best
results, batteries should be charged while the elec-

ENGINE ELECTRICAL 1E – 31
DAEWOO V–121 BL4
trolyte and the plates are at room temperature. A
battery that is extremely cold may not accept cur-
rent 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
necessary to make the green dot appear.
4. After charging, the battery should be load tested.
Refer to ”Starter Motor” in this section.
CHARGING TIME REQUIRED
The time required to charge a battery will vary depending
upon the following factors:
S Size of Battery – A completely discharged large
heavy–duty battery requires more than twice the re-
charging time as a completely discharged small pas-
senger car battery.
S Temperature – A longer time will be needed to
charge any battery at –18°C (0°F) than at 27°C
(80°F). 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.
S 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.
S 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 need to be 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 in excess 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 current 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 cir-
cuitry, which prevents charging unless the charger leads
are correctly connected to the battery terminals. A com-
pletely discharged battery may not have enough voltage
to activate this circuitry, even though the leads are con-
nected properly, making it appear that the battery will not
accept charging current. Therefore, follow the specific
charger manufacturer’s instruction for bypassing or over-
riding the circuitry so that the charger will turn on and
charge a low–voltage battery.
3. Continue to charge the battery until the charge cur-
rent is measurable. Battery chargers vary in the
amount of voltage and current provided. The time
required for the battery to accept a measurable
charge current at various voltages may be as fol-
lows:
Voltage
Hours
16.0 or moreUp to 4 hours
14.0–15.9Up to 8 hours
13.9 or lessUp to 16 hours
S If the charge current is not measurable at the
end of the above charging times, the battery
should be replaced.
S 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 completely
discharged battery must be recharged for a sufficient num-
ber of ampere hours (AH) to restore the battery to a usable
state. As a general rule, using the reserve capacity rating
(RC) as the number of ampere hours of charge usually
brings the green dot into view.
S If the charge current is still not measurable after
using the charging time calculated by the above
method, the battery should be replaced.
JUMP STARTING PROCEDURE
1. Position the vehicle with the good (charged) battery
so that the jumper cables will reach.
2. Turn off the ignition, all the lights, and all the electri-
cal loads in both vehicles. Leave the hazard flasher
on if jump starting where there may be other traffic
and any other lights needed for the work area.
3. In both vehicles, apply the parking brake firmly.
Notice : To avoid vehicle damage,Make sure the cables
are not on or near pulleys, fans, or other parts that will
move when the engine starts.
4. Shift an automatic transaxle to PARK, or a manual
transaxle to NEUTRAL.
CAUTION : In order to avoid injury, do not use cables
that have loose or missing insulation.
5. Clamp one end of the first jumper cable to the posi-
tive terminal on the battery. Make sure it does not
touch any other metal parts. Clamp the other end of

1E – 32IENGINE ELECTRICAL
DAEWOO V–121 BL4
the same cable to the positive terminal on the other
battery. Never connect the other end to the nega-
tive terminal of the discharged battery.
CAUTION : To avoid injury do not attach the cable di-
rectly to the negative terminal of the discharged bat-
tery. Doing so could cause sparks and a possible bat-
tery 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 en-
gine lift bracket) at least 450 millimeters (18 inches)
from the discharged battery.
7. Start the engine of the vehicle with the good bat-
tery. Run the engine at a moderate speed for sever-
al minutes. 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
removing each clamp, take care that it does not
touch any other metal while the other end remains
attached.
GENERATOR
The Delco–Remy CS charging system has several mod-
els available, including the CS. The number denotes the
outer diameter in millimeters of the stator lamination.
CS generators are equipped with internal regulators. A
Delta 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.
Unlike three–wire generators, the CS may be used with
only two connections: 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 RUN, and goes
out when the engine is running. If the charge indicator is
on with the engine running, a charging system defect is in-
dicated. This indicator light will glow at full brilliance for
several kinds of defects as well as when the system volt-
age is too high or too low.The regulator voltage setting varies with temperature and
limits the system voltage by controlling rotor field current.
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 per-
cent.
CHARGING SYSTEM
CS generators use a new type of regulator that incorpo-
rates a diode trio. A Delta 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 condi-
tions, 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 fly-
wheel ring gear. The solenoid main contacts close. Crank-
ing then takes place.
When the engine starts, pinion overrun protects the arma-
ture from excessive speed until the switch is opened, at
which time the return spring causes the pinion to disen-
gage. To prevent excessive overrun, the switch should be
released immediately after the engine starts.
STARTING SYSTEM
The engine electrical system includes the battery, the igni-
tion, the starter, the generator, and all the related wiring.
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 electri-
cal wiring. All of these components are connected electri-
cally.

SECTION : 1F
ENGINE CONTROLS
CAUTION : Disconnect the negative battery cable before removing or installing any electrical unit o r w hen 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 LOCK unless otherwise
noted.
TABLE OF CONTENTS
SPECIFICATIONS1F–6 . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Data Display Tables 1F–6. . . . . . . . . . . . . . . . .
Engine Data Display Table Definitions 1F–7. . . . . . . .
Fastener Tightening Specifications 1F–10. . . . . . . . .
Fuel System Specifications 1F–11. . . . . . . . . . . . . . . . .
Temperature Vs Resistance 1F–11. . . . . . . . . . . . . . . .
SCHEMATIC AND ROUTING DIAGRAMS1F–12 . . . .
ECM Wiring Diagram
(1.4L/1.6L DOHC – 1 OF 6) 1F–12. . . . . . . . . . . . . .
ECM Wiring Diagram
(1.4L/1.6L DOHC – 2 OF 6) 1F–13. . . . . . . . . . . . . .
ECM Wiring Diagram
(1.4L/1.6L DOHC – 3 OF 6) 1F–14. . . . . . . . . . . . . .
ECM Wiring Diagram
(1.4L/1.6L DOHC – 4 OF 6) 1F–15. . . . . . . . . . . . . .
ECM Wiring Diagram
(1.4L/1.6L DOHC – 5 OF 6) 1F–16. . . . . . . . . . . . . .
ECM Wiring Diagram
(1.4L/1.6L DOHC – 6 OF 6) 1F–17. . . . . . . . . . . . . .
ECM Wiring Diagram (1.8L DOHC – 1 OF 6) 1F–18.
ECM Wiring Diagram (1.8L DOHC – 2 OF 6) 1F–19.
ECM Wiring Diagram (1.8L DOHC – 3 OF 6) 1F–20.
ECM Wiring Diagram (1.8L DOHC – 4 OF 6) 1F–21.
ECM Wiring Diagram (1.8L DOHC – 5 OF 6) 1F–22.
ECM Wiring Diagram (1.8L DOHC – 6 OF 6) 1F–23.
Connector End View 1F–24. . . . . . . . . . . . . . . . . . . . . .
COMPONENT LOCATOR1F–28 . . . . . . . . . . . . . . . . . . .
Component Locator (1.4L/1.6L DOHC) 1F–28. . . . . .
Component Locator (1.8L DOHC) 1F–29. . . . . . . . . . .
DIAGNOSIS1F–30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM DIAGNOSIS 1F–30. . . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 1F–30. . . . . . . . . . . . . . . . . . . . . . . . . . .
Idle Learn Procedure 1F–30. . . . . . . . . . . . . . . . . . . . . .
TEC (Tooth Error Correction) Learn Procedure 1F–31ON–Board Diagnostic (EOBD) System Check
(1.4L/1.6L DOHC) 1F–32. . . . . . . . . . . . . . . . . . . . . . .
ON–Board Diagnostic (EOBD) System Check
(1.8L DOHC) 1F–34. . . . . . . . . . . . . . . . . . . . . . . . . . .
Multiple ECM Informationn Sensor Dtcs Set 1F–36. .
Engine Cranks But Will Not Run
(1.4L/1.6L DOHC) 1F–40. . . . . . . . . . . . . . . . . . . . . . .
Engine Cranks But Will Not Run (1.8L DOHC) 1F–47
No Malfunction Indicator Lamp (
1.4L/1.6L DOHC) 1F–54. . . . . . . . . . . . . . . . . . . . . . .
No Malfunction Indicator Lamp (1.8L DOHC) 1F–56.
Malfunction Indicator Lamp On Steady (1.4L/1.6L
DOHC) 1F–58. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Malfunction Indicator Lamp On Steady
(1.8L DOHC) 1F–60. . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel System Diagnosis 1F–62. . . . . . . . . . . . . . . . . . . .
Fuel Pump Relay Circuit Check
(1.4L/1.6L DOHC) 1F–65. . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Relay Circuit Check (1.8L DOHC) 1F–68.
Main Relay Circuit Check (1.4L/1.6L DOHC) 1F–71.
Main Relay Circuit Check (1.8L DOHC) 1F–73. . . . . .
Manifold Absolute Pressure Check
(1.4L/1.6L DOHC) 1F–75. . . . . . . . . . . . . . . . . . . . . . .
Manifold Absolute Pressure Check
(1.8L DOHC) 1F–77. . . . . . . . . . . . . . . . . . . . . . . . . . .
Idle Air Control System Check
(1.4L/1.6L DOHC) 1F–79. . . . . . . . . . . . . . . . . . . . . . .
Idle Air Control System Check (1.8L DOHC) 1F–82. .
Ignition System Check (1.4L/1.6L DOHC) 1F–85. . . .
Ignition System Check (1.8L DOHC) 1F–88. . . . . . . .
Engine Cooling Fan Circuit Check – Dual Fan
(1.4L/1.6L DOHC) 1F–93. . . . . . . . . . . . . . . . . . . . . . .
Engine Cooling Fan Circuit Check – Dual Fan
(1.8L DOHC) 1F–100. . . . . . . . . . . . . . . . . . . . . . . . . .
Data Link Connector Diagnosis
(1.4L/1.6L DOHC) 1F–106. . . . . . . . . . . . . . . . . . . . . .
Data Link Connector Diagnosis (1.8L DOHC) 1F–108
Fuel Injector Balance Test 1F–110. . . . . . . . . . . . . . . .

1F – 30IENGINE CONTROLS
DAEWOO V–121 BL4
DIAGNOSIS
SYSTEM DIAGNOSIS
DIAGNOSTIC AIDS
If an intermittent problem is evident, follow the guidelines
below.
Preliminary Checks
Before using this section you should have already per-
formed the ”On–Board Diagnostic System Check.”
Perform a thorough visual inspection. This inspection can
often lead to correcting a problem without further checks
and can save valuable time. Inspect for the following con-
ditions:
S Engine control module (ECM) grounds for being
clean, tight, and in their proper location.
S Vacuum hoses for splits, kinks, collapsing and prop-
er connections as shown on the Vehicle Emission
Control Information label. Inspect thoroughly for
any type of leak or restriction.
S Air leaks at the throttle body mounting area and the
intake manifold sealing surfaces.
S Ignition wires for cracks, hardness, proper routing,
and carbon tracking.
S Wiring for proper connections.
S Wiring for pinches or cuts.
Diagnostic Trouble Code Tables
Do not use the Diagnostic Trouble Code (DTC) tables to
try to correct an intermittent fault. The fault must be pres-
ent to locate the problem.
Incorrect use of the DTC tables may result in the unneces-
sary replacement of parts.
Faulty Electrical Connections or Wiring
Most intermittent problems are caused by faulty electrical
connections or wiring. Perform a careful inspection of sus-
pect circuits for the following:
S Poor mating of the connector halves.
S Terminals not fully seated in the connector body.
S Improperly formed or damaged terminals. All con-
nector terminals in a problem circuit should be care-
fully inspected, reformed, or replaced to insure con-
tact tension.S Poor terminal–to–wire connection. This requires
removing the terminal from the connector body.
Road Test
If a visual inspection does not find the cause of the prob-
lem, the vehicle can be driven with a voltmeter or a scan
tool connected to a suspected circuit. An abnormal voltage
or scan tool reading will indicate that the problem is in that
circuit.
If there are no wiring or connector problems found and a
DTC was stored for a circuit having a sensor, except for
DTC P0171 and DTC P0172, replace the sensor.
Fuel System
Some intermittent driveability problems can be attributed
to poor fuel quality. If a vehicle is occasionally running
rough, stalling, or otherwise performing badly, ask the cus-
tomer about the following fuel buying habits:
S Do they always buy from the same source? If so,
fuel quality problems can usually be discounted.
S Do they buy their fuel from whichever fuel station
that is advertising the lowest price? If so, check the
fuel tank for signs of debris, water, or other contam-
ination.
IDLE LEARN PROCEDURE
Whenever the battery cables, the engine control module
(ECM), or the ECM fuse is disconnected or replaced, the
following idle learn procedure must be performed:
1. Turn the ignition ON for 5 seconds.
2. Turn the ignition OFF for 5 seconds.
3. Turn the ignition ON for 5 seconds.
4. Start the engine in park/neutral.
5. Allow the engine to run until the engine coolant is
above 185° F (85°C ).
6. Turn the A/C ON for 10 seconds, if equipped.
7. Turn the A/C OFF for 10 seconds, if equipped.
8. If the vehicle is equipped with an automatic trans-
axle, apply the parking brake. While pressing the
brake pedal, place the transaxle in D (drive).
9. Turn the A/C ON for 10 seconds, if equipped.
10. Turn the A/C OFF for 10 seconds, if equipped.
11. Turn the ignition OFF. The idle learn procedure is
complete.

ENGINE CONTROLS 1F – 41
DAEWOO V–121 BL4
StepNo Yes Value(s) Action
111. Turn the ignition OFF.
2. Disconnect the crankshaft position (CKP) sen-
sor connector.
3. Turn the ignition ON.
4. Measure the voltage between following termi-
nals:
S Terminal 1 and 3 of the CKP sensor con-
nector.
S Terminal 2 and 3 of the CKP sensor con-
nector.
S Terminal 1 of the CKP sensor connector
and ground.
S Terminal 2 of the CKP sensor connector
and ground.
Are the voltage measure within the value specified?
1.4 VGo to Step 13Go to Step 12
12Check for an open or short in the wires between CKP
sensor connector and ECM connector and repair as
need.
Is the repair complete?–Go to Step 2–
131. Disconnect electronic Ignition (EI) system igni-
tion coil connector to prevent the vehicle from
starting.
2. Measure the voltage at ECM connector termi-
nal 85 and 54 by backprobing the ECM con-
nector.
Are the voltage readings near the value specified?1.4V with
ignition ON,
1.6V during
crankingGo to Step 15Go to Step 14
14Replace the CKP sensor.
Is the repair complete?–Go to Step 2–
151. Turn the ignition OFF.
2. Disconnect the electrical connector at EI sys-
tem ignition coil.
3. Connect a test light between terminal 2 of the
EI system ignition coil connector and ground.
4. Turn the ignition ON.
Is the test light on?–Go to Step 17Go to Step 16
16Check for open in wire between the battery and EI
system ignition coil connector terminal 2 and repair
as needed.
Is the repair complete?–Go to Step 2–
171. Turn the ignition OFF.
2. Disconnect ECM connect and EI system igni-
tion coil connector.
3. Measure the resistance between following ter-
minals:
S Terminal 1 of ignition coil and terminal 31 of
ECM connector.
S Terminal 1 of ignition coil and terminal 32 of
ECM connector.
Are the resistance within the value specified?0 WGo to Step 19Go to Step 18
18Check for open circuit and repair as needed.
Is the repair complete?–Go to Step 2–

1F – 44IENGINE CONTROLS
DAEWOO V–121 BL4
StepNo Yes Value(s) Action
39Repair the open or short circuit the following termi-
nals.
S Terminal 6 of ECM and terminal 86 of fuel
pump relay.
S Terminal 87 of fuel pump relay and terminal
3 of fuel pump.
Is the repair complete?–Go to Step 2–
40Replace the fuel pump relay.
Is the repair complete?–Go to Step 2–
411. Turn the ignition OFF.
2. Disconnect the fuel inject harness connectors
from all of the fuel injectors.
3. Turn the ignition ON.
4. Connect test light between fuel injector harness
connector 2 and ground.
5. Repeat step 4 for each of the remaining fuel
injectors.
Does the test light on at all of the fuel injectors?–Go to Step 42Go to Step 45
421. Turn the ignition OFF.
2. Connect test light between fuel injector harness
connector 1 and battery positive.
3. Crank the engine.
4. Repeat step 2 and 3 for each of the remaining
fuel injectors.
Does the test light flash for all of the fuel injectors?–Go to Step 43Go to Step 46
43Measure the resistance of each fuel injectors.
Is the resistance within the value specified.
Notice : the resistance will increase slightly at higher
temperature.11.6–12.4WSystem OKGo to Step 44
44Replace any of the fuel injectors with a resistance
out of specification.
Is the repair complete?–Go to Step 2–
451. Inspect the fuse EF22 in engine fuse block.
2. Check for an open between the circuit from
terminal 2 of the four fuel injectors and terminal
87 of main relay.
Is the problem found?–Go to Step 48Go to
”Main Relay
Circuit Check”
46Measure the resistance between following termi-
nals.
S Terminal 2 of injector 1 connector and terminal
59 of ECM connector.
S Terminal 2 of injector 2 connector and terminal
90 of ECM connector.
S Terminal 2 of injector 3 connector and terminal
60 of ECM connector.
S Terminal 2 of injector 4 connector and terminal
89 of ECM connector.
Does the resistance within the specified value?0 WGo to Step 49Go to Step 47
47Repair the open fuel injector harness wire(s).
Is the repair complete?–Go to Step 2–

ENGINE CONTROLS 1F – 49
DAEWOO V–121 BL4
StepNo Yes Value(s) Action
24Check for an open or short in the wire between the
CKP connector terminal 2 and the ECM connector
terminal M5.
Is the problem found?–Go to Step 25Go to 40
25Repair the wiring as needed.
Is the repair complete?–Go to Step 3–
261. Disconnect the Electronic Ignition (EI) system
ignition coil connector to prevent the vehicle
from starting.
2. Measure the voltage at the ECM connector
terminal M21 by backprobing the ECM connec-
tor.
Are the voltage readings near the values specified?1.4 v (2.5 v)*
with ignition
ON, 1.6 v (2.6
v)* during
crankingGo to Step 27Go to Step 28
27Measure the voltage at the ECM connector terminal
M5 by backprobing the ECM connector.
Are the voltage readings near the values specified?1.4 v (2.5 v)*
with ignition
ON, 1.6 v (2.6
v)* during
crankingGo to Step 29Go to Step 28
28Replace the CKP sensor.
Is the repair complete?–Go to Step 3–
291. Turn the ignition OFF.
2. Disconnect the electrical connector at the EI
system ignition coil.
3. Connect a test light between terminal 2 of the
EI system ignition coil connector and ground.
4. Turn the ignition ON.
Is the test light on?–Go to Step 30Go to Step 31
30Connect a test light of the EI system ignition coil con-
nector and battery positive.
Is the test light on?–Go to Step 34Go to Step 32
31Check for an open in the wiring between the ignition
switch and the EI system ignition coil connector ter-
minal 3.
Is the problem found?–Go to Step 33–
32Check for an open in the wire from the EI system
ignition coil to ground.
Is the problem found?–Go to Step 2–
331. Repair the wiring as needed.
2. Connect the EI system ignition coil connector.
3. Check for the presence of spark from all of the
ignition wires.
Is spark present from all of the ignition wires?–Go to Step 3Go to Step 34
341. Turn the ignition OFF.
2. Disconnect the EI system ignition coil connec-
tor.
3. While cranking the engine, measure the volt-
age at the EI system ignition coil connector
terminal 1.
Does the voltage fluctuate within the values speci-
fied?0.2–2.0 vGo to Step 39Go to Step 37