Oli DAEWOO MATIZ 2003 Service Owner's Manual

1D–14 ENGINE COOLING
DAEWOO M-150 BL2
MAA1D020
4. Remove the thermostat.
Remove the bolts.
Remove the thermostat housing.
Remove the thermostat with the gasket.
5. Check the gasket for crack or other damage.
6. Inspect the valve seat for foreign matter that could
prevent the valve from seating properly.
7. Inspect the thermostat for proper operation. Refer to
“Thermostat Test” in this section.
MAA1D011
Installation Procedure
1. Install the thermostat with the bolts and the thermo-
stat housing.
Tighten
Tighten the mounting bolts to 8–15 Nm (71–130
lb-in).
2. Secure the upper radiator hose to the thermostat
housing with a hose clamp.
3. Refill the engine cooling system. Refer to “Draining
and Refilling the Cooling System” in this section.
4. Install the air filter assembly. Refer to Section 1B,
SOHC Engine Mechanical.
D102D515
COOLANT TEMPERATURE SENSOR
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the lower radiator hose and drain the
coolant. Refer to “Draining and Refilling the Cooling
System” in this section.
3. Remove the coolant temperature sensor.
Disconnect the electrical connector (1).
Remove the coolant temperature sensor (2).
D12D516A
10 Nm
Installation Procedure
1. Install the coolant temperature sensor into the
threaded hole in the intake manifold.
Tighten
Tighten the coolant temperature sensor to 10 Nm
(89 lb-in).
Connect the electrical connector to the coolant
temperature sensor (1).
2. Connect the lower radiator hose and refill the coolant.
Refer to “Draining and refilling the cooling system” in
this section.
3. Connect the negative battery cable.

ENGINE COOLING 1D–15
DAEWOO M-150 BL2
D102D517
ENGINE COOLANT TEMPERATURE
SENSOR
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the lower radiator hose and drain the
coolant “Draining and Refilling the Cooling System” in
this section.
3. Remove the engine coolant temperature (ECT) sen-
sor.
Disconnect the electrical connector (1).
Remove the ECT sensor (2).
D12D518A
20 Nm
Installation Procedure
1. Install the ECT sensor.
Tighten
Tighten the ECT sensor to 20 Nm (15 lb-ft).
Connect the electrical connector to the ECT sen-
sor (1).
2. Connect the lower radiator hose and refill the coolant.
Refer to “Draining and Refilling the Cooling System”
in this section.
3. Connect the negative battery cable.
D102B533
COOLANT PUMP
Removal Procedure
1. Disconnect the negative battery cable.
2. Disconnect the lower radiator hose and drain the
coolant. Refer to “Draining and Refilling the Cooling
System” in this section.
3. Remove the timing belt. Refer to Section 1B, Engine
Mechanical.
4. Remove the rear timing belt cover.
Remove the bolts (1).
Remove the rear timing belt cover (2).
D102D519
5. Remove the coolant pump.
Remove the nuts (1).
Remove the bolts (2).
Remove the coolant pump (3).
Remove the gasket.
Notice: Remove the coolant pump as shown figure (a).

1D–16 ENGINE COOLING
DAEWOO M-150 BL2
9–12 Nm
9–12 Nm
D12D520A
D12D521A
Installation Procedure
1. Install the coolant pump with the new gasket.
Tighten
Tighten the bolts and the nuts to 9–12 Nm (80–106
lb-in) (a).
2. Install the rear timing belt cover.
Tighten
Tighten the bolts to 9–12 Nm (80–106 lb-in) (b).
3. Install the timing belt. Refer to Section 1B, Engine
Mechanical.
4. Connect the lower radiator hose and drain the cool-
ant. Refer to “Draining and Refilling the Cooling Sys-
tem” in this section.
5. Connect the negative battery cable.

ENGINE COOLING 1D–17
DAEWOO M-150 BL2
SPECIFICATIONS
GENERAL SPECIFICATIONS
ApplicationDescriptionUnitStandardLimit
Cooling
SystemCooling Type–Forced Water
Circulation
CoolantCoolant CapacityL/qt3.8/4.00
Thermostat Type–Pellet Type
Temperature(opened initially)°C(°F)82(180)
ThermostatTemperature(perfectly opened)°C(°F)95(203.4)
Temperature(perfectly closed)°C(°F)80(176.4)
Stroke(perfectly opened)mm(in.)8 (0.32)
Cooling Fan Type–Electric
Blade NumberEA6
Cooling Fan Diametermm(inch)300(11.8)
Electric CoolingTemperature At Low Speed ON°C(°F)93(199.8)Fan
Temperature At Low Speed OFF°C(°F)90(194.4)
Temperature At High Speed ON°C(°F)100(212.4)
Temperature At High Speed OFF°C(°F)97(207)
Surge TankOpen Pressure of The Pressure ValvekPa (psi)120–150
(17.4–21.8)
Surge Tank
Open Pressure of The Vacuum ValvekPa (psi)10 (1.5)
Water Pump Type–Centrifugal
Coolant PumpImpeller Diametermm(in.)60(2.36)
Impeller Blade NumberEA7
Radiator Type–Cross–Flow
Core Widthmm(in.)458(18.03)RadiatorCore Heightmm(in.)295(11.61)
Core Depth (Standard/Heavy Duty)mm(in.)16/27(0.63/1.06)
Resistance
(Coolant Temperature 50°C(122.4°F))Ω185.2
Coolant
TemperatureResistance
(Coolant Temperature 85°C(185.4°F))Ω49.2
SensorResistance
(Coolant Temperature 105°C(221.4°F))Ω27.5
Engine CoolantResistance
(Coolant Temperature 20°C(68.4°F))Ω3,520
Temperature
SensorResistance
(Coolant Temperature 80°C(176.4°F))Ω332

1D–18 ENGINE COOLING
DAEWOO M-150 BL2
FASTENER TIGHTENING SPECIFICATIONS
ApplicationNmLb-FtLb-In
Engine Coolant Temperature Sensor10–89
Coolant Temperature Sensor2015–
Coolant Pipe Bolt8 – 15–71 – 130
Electric Cooling Fan Motor Nut3.0 – 3.2–27 – 28
Electric Cooling Fan Assembly Bolt3.5 – 4.5–31 – 40
Distributor Case Bolt/Nut8 – 12–71 – 106
Radiator Mounting Bracket Bolt3.5 – 4.5–31 – 40
Thermostat Housing Bolt8 – 15–71 – 130
Water Inlet Cap Bolt8 – 12–71 – 106
Coolant Pump Bolt/Nut9–12–80 – 106
Coolant Pump Stud Bolt9–12–80 – 106

1E–4 ENGINE ELECTRICAL
DAEWOO M-150 BL2
3. In both vehicles, apply the parking brake firmly.
Notice: Make sure the cables are not on or near pulleys,
fans, or other parts that will move when the engine
starts, damaging the parts.
4. Shift a manual transaxle to NEUTRAL.
Caution: Do not use cables that have loose or miss-
ing insulation, or injury could result.
5. Clamp one end of the first jumper cable to the positive
terminal on the battery. Make sure it does not touch
any other metal parts. Clamp the other end of the
same cable to the positive terminal on the other bat-
tery. Never connect the other end to the negative ter-
minal of the discharged battery.
Caution: Do not attach the cable directly to the neg-
ative terminal of the discharged battery. Doing so
could cause sparks and possible battery 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 engine
lift bracket, at least 450 millimeters (18 inches) from
the discharged battery.
7. Start the engine of the vehicle with the good battery.
Run the engine at a moderate speed for several min-
utes. 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 re-
moving each clamp, take care that it does not touch
any other metal while the other end remains at-
tached
.
GENERATOR
The Delco-Remy CS charging system has several mod-
els available, including the ∅114D (A-type) or CS114D
(B-type). The number denotes the outer diameter in
millimeters of the stator lamination.
CS generators are equipped with internal regulators.
The Y connection (A-type) or Delta (B-type) stator, a
rectifier bridge, and a rotor with slip rings and brushes
are electrically similar to earlier generators. A conven-
tional pulley and fan are used. There is no test hole.
Unlike three-wire generators, the ∅114D (A-type) or
CS114D (B-type) may be used with only two connec-
tions: 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 ON, and
goes out when the engine is running. If the charge indi-
cator is on with the engine running, a charging system
defect is indicated.
The regulator voltage setting varies with temperature
and limits the system voltage by controlling the rotorfield current. The regulator switches rotor field current
on and off. By varying the on-off time, correct average
field current for proper system voltage control is ob-
tained. 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 percent.
CHARGING SYSTEM
The Delco-Remy CS charging system has several mod-
els available, including the ∅114D (A-type) or CS114D
(B-type). The number denotes the outer diameter in
millimeters of the stator laminations.
CS generators use a new type of regulator that incorpo-
rates a diode trio. The Y connection (A-type) or Delta (B-
type) 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
conditions, 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 flywheel ring gear. The solenoid main contacts
close. Cranking then takes place.
When the engine starts, pinion overrun protects the ar-
mature from excessive speed until the switch is opened,
at which time the return spring causes the pinion to dis-
engage. To prevent excessive overrun, the switch
should be released immediately after the engine starts.
STARTING SYSTEM
The engine electrical system includes the battery, the
ignition, the starter, the generator, and all the related wir-
ing. 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 elec-
trical wiring. All of these components are connected
electrically
.
DISTRIBUTOR
Distributor distributes the high tension voltage induced
from ignition coil, to each spark plug of each cylinder in

DAEWOO M-150 BL2
SECTION 1F
ENGINE CONTROLS
CAUTION: Disconnect the negative battery cable before removing or installing any electrical unit or when 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
Description and Operation 1F-4. . . . . . . . . . . . . . . . . .
Ignition System Operation 1F-4. . . . . . . . . . . . . . . . . .
Electronic Ignition System Ignition Coil 1F-4. . . . . . .
Crankshaft Position Sensor 1F-4. . . . . . . . . . . . . . . . .
Camshaft Position Sensor 1F-4. . . . . . . . . . . . . . . . . .
Idle Air System Operation 1F-4. . . . . . . . . . . . . . . . . .
Fuel Control System Operation 1F-4. . . . . . . . . . . . . .
Evaporative Emission Control System
Operation 1F-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controlled Charcoal Canister 1F-5. . . . . . . . . . . . . . . .
Positive Crankcase Ventilation Control System
Operation 1F-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Coolant Temperature Sensor 1F-6. . . . . . . . .
Throttle Position Sensor 1F-6. . . . . . . . . . . . . . . . . . . .
Catalyst Monitor Oxygen Sensors 1F-6. . . . . . . . . . .
Electric Exhaust Gas Recirculation Valve 1F-6. . . . .
Intake Air Temperature Sensor 1F-7. . . . . . . . . . . . . .
Idle Air Control Valve 1F-7. . . . . . . . . . . . . . . . . . . . . .
Manifold Absolute Pressure Sensor 1F-7. . . . . . . . . .
Engine Control Module 1F-8. . . . . . . . . . . . . . . . . . . . .
Fuel Injector 1F-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Cutoff Switch (Inertia Switch) 1F-8. . . . . . . . . . .
Knock Sensor 1F-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Variable Reluctance (VR) Sensor 1F-8. . . . . . . . . . . .
Octane Number Connector 1F-8. . . . . . . . . . . . . . . . .
Strategy-Based Diagnostics 1F-9. . . . . . . . . . . . . . . .
EOBD Serviceability Issues 1F-9. . . . . . . . . . . . . . . . .
Serial Data Communications 1F-10. . . . . . . . . . . . . . .
Euro On-Board Diagnostic (EOBD) 1F-10. . . . . . . . .
Comprehensive Component Monitor Diagnostic
Operation 1F-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Common EOBD Terms 1F-11. . . . . . . . . . . . . . . . . . . .
DTC Types 1F-13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reading Diagnostic Trouble Codes 1F-13. . . . . . . . .
Primary System-Based Diagnostics 1F-15. . . . . . . . Diagnostic Information and Procedures 1F-17. . . .
System Diagnosis 1F-17. . . . . . . . . . . . . . . . . . . . . . . . . .
Diagnostic Aids 1F-17. . . . . . . . . . . . . . . . . . . . . . . . . .
Idle Learn Procedure 1F-17. . . . . . . . . . . . . . . . . . . . .
Euro On-Board Diagnostic (EOBD) System
Check 1F-18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ECM Output Diagnosis 1F-20. . . . . . . . . . . . . . . . . . . .
Multiple ECM Information Sensor DTCs Set 1F-21. .
Engine Cranks But Will Not Run 1F-25. . . . . . . . . . . .
No Malfunction Indicator Lamp 1F-30. . . . . . . . . . . . .
Malfunction Indicator Lamp On Steady 1F-32. . . . . .
Fuel System Diagnosis 1F-34. . . . . . . . . . . . . . . . . . . .
Fuel Pump Relay Circuit Check 1F-36. . . . . . . . . . . .
Main Relay Circuit Check 1F-38. . . . . . . . . . . . . . . . . .
Manifold Absolute Pressure Check 1F-40. . . . . . . . . .
Idle Air Control System Check 1F-42. . . . . . . . . . . . .
Ignition System Check 1F-45. . . . . . . . . . . . . . . . . . . .
Engine Cooling Fan Circuit Check 1F-48. . . . . . . . . .
Data Link Connector Diagnosis 1F-52. . . . . . . . . . . . .
Fuel Injector Balance Test 1F-54. . . . . . . . . . . . . . . . .
Diagnostic Trouble Code Diagnosis 1F-55. . . . . . . .
Clearing Trouble Codes 1F-55. . . . . . . . . . . . . . . . . . .
Diagnostic Trouble Codes 1F-55. . . . . . . . . . . . . . . . .
DTC P0107 Manifold Absolute Pressure Sensor
Low Voltage 1F-58. . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0108 Manifold Pressure Sensor High
Voltage 1F-62. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0112 Intake Air Temperature Sensor Low
Voltage 1F-66. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0113 Intake Air Temperature Sensor High
Voltage 1F-68. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0117 Engine Coolant Temperature Sensor
Low Voltage 1F-72. . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0118 Engine Coolant Temperature Sensor
High Voltage 1F-74. . . . . . . . . . . . . . . . . . . . . . . . . . .

1F – 2 ENGINE CONTROLS
DAEWOO M-150 BL2
DTC P0122 Throttle Position Sensor Low
Voltage 1F-76. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0123 Throttle Position Sensor High
Voltage 1F-80. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0131 Oxygen Sensor Low Voltage 1F-84. . . .
DTC P0132 Oxygen Sensor High Voltage 1F-88. . . .
DTC P0133 Oxygen Sensor No Activity 1F-90. . . . .
DTC P0137 Heated Oxygen Sensor Low
Voltage 1F-94. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0138 Heated Oxygen Sensor High
Voltage 1F-98. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0140 Heated Oxygen Sensor
No Activity 1F-100. . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0141 Heated Oxygen Sensor
Heater Malfunction 1F-104. . . . . . . . . . . . . . . . . . . .
DTC P0171 Fuel Trim System Too Lean 1F-106. . . .
DTC P0172 Fuel Trim System Too Rich 1F-109. . . .
DTC P1230 Fuel Pump Relay Low Voltage 1F-114.
DTC P1231 Fuel Pump Relay High Voltage 1F-118.
DTC P0261 Injector 1 Low Voltage 1F-122. . . . . . . .
DTC P0262 Injector 1 High Voltage 1F-124. . . . . . . .
DTC P0264 Injector 2 Low Voltage 1F-126. . . . . . . .
DTC P0265 Injector 2 High Voltage 1F-128. . . . . . . .
DTC P0267 Injector 3 Low Voltage 1F-130. . . . . . . .
DTC P0268 Injector 3 High Voltage 1F-132. . . . . . . .
DTC P0300 Multiple Cylinder Misfire 1F-135. . . . . . .
DTC P0300 Multiple Cylinder Misfire 1F-139. . . . . . .
DTC P1320 Crankshaft Segment Period
Segment adaptation At Limit 1F-142. . . . . . . . . . . .
DTC P1321 Crankshaft Segment Period
Tooth Error 1F-144. . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0327 Knock Sensor Circuit Fault 1F-146. . . .
DTC P0335 Magnetic Crankshaft Position
Sensor Electrical Error 1F-150. . . . . . . . . . . . . . . . .
DTC P0336 58X Crankshaft Position Sensor
No Plausible Signal 1F-152. . . . . . . . . . . . . . . . . . . .
DTC P0337 58X Crankshaft Position Sensor
No Signal 1F-154. . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0341 Camshaft Position Sensor
Rationality 1F-156. . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0342 Camshaft Position Sensor
No Signal 1F-158. . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0351 Ignition Signal Coil A Fault 1F-160. . . . .
DTC P0352 Ignition Signal Coil B Fault 1F-162. . . . .
DTC P0353 Ignition Signal Coil C Fault 1F-164. . . . .
DTC P1382 Rough Road Data
Invalid (Non ABS) 1F-166. . . . . . . . . . . . . . . . . . . . .
DTC P1382 Rough Road Data Invalid (ABS) 1F-170
DTC P1385 Rough Road Sensor Circuit Fault
(Non ABS) 1F-174. . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1385 Rough Road Sensor Circuit Fault
(ABS) 1F-178. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DTC P0400 Exhaust Gas Recirculation
Out Of Limit 1F-182. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1402 Exhaust Gas Recirculation
Blocked 1F-186. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1403 Exhaust Gas Recirculation
Valve Failure 1F-188. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0404 Exhaust Gas Recirculation
Opened 1F-192. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1404 Exhaust Gas Recirculation
Closed 1F-196. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0405 EEGR Pintle Position Sensor
Low Voltage 1F-200. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0406 EEGR Pintle Position Sensor
High Voltage 1F-204. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0420 Catalyst Low Efficiency 1F-208. . . . . . . .
DTC P0444 EVAP Purge Control Circuit
No Signal 1F-210. . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0445 EVAP Purge Control Fault 1F-214. . . . .
DTC P0462 Fuel Level Sensor Low Voltage 1F-218.
DTC P0463 Fuel Level Sensor High Voltage 1F-222
DTC P0480 Low Speed Cooling Fan Relay
Circuit Fauit (Without A/C) 1F-226. . . . . . . . . . . . . .
DTC P0480 Low Speed Cooling Fan Relay
Circuit Fauit (With A/C) 1F-230. . . . . . . . . . . . . . . . .
DTC P0481 High Speed Cooling Fan Relay
Circuit Fauit (Without A/C) 1F-234. . . . . . . . . . . . . .
DTC P0481 High Speed Cooling Fan Relay
Circuit Fauit (With A/C) 1F-238. . . . . . . . . . . . . . . . .
DTC P0501 Vehicle Speed No Signal
(M/T Only) 1F-242. . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1505 Idle Air Control Valve (IACV)
Error 1F-246. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1535 Evaporator Temperature Sensor
High Voltage 1F-250. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1536 Evaporator Temperature Sensor
Low Voltage 1F-252. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1537 A/C Compressor Relay High
Voltage 1F-254. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1538 A/C Compressor Relay Low
Voltage 1F-256. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0562 System Voltage (Engine Side)
Too Low 1F-258. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0563 System Voltage (Engine Side)
Too High 1F-260. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0601 Engine Control Module Chechsum
Error 1F-262. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0604 Engine Control Module Internal/
External RAM Error 1F-263. . . . . . . . . . . . . . . . . . . .
DTC P0605 Engin Control Module NMVY
Write Error 1F-264. . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1610 Main Relay High Voltage 1F-266. . . . . .
DTC P1611 Main Relay Low Voltage 1F-268. . . . . . .

ENGINE CONTROLS 1F–5
DAEWOO M-150 BL2
fuel is delivered under one of several conditions, called
“modes.’’
Starting Mode
When the ignition is turned ON, the ECM turns the fuel
pump relay on for 2 seconds. The fuel pump then builds
fuel pressure. The ECM also checks the Engine Coolant
Temperature (ECT) sensor and the Throttle Position
(TP) sensor and determines the proper air/fuel ratio for
starting the engine. The ECM controls the amount of
fuel delivered in the starting mode by changing how long
the fuel injector is turned on and off. This is done by
“pulsing’’ the fuel injectors for very short times.
Run Mode
The run mode has two conditions called “open loop’’ and
“closed loop.’’
Open Loop
When the engine is first started and it is above 400 rpm,
the system goes into “open loop’’ operation. In “open
loop,’’ the ECM ignores the signal from the O2S and cal-
culates the air/fuel ratio based on inputs from the ECT
sensor and the MAP sensor. The ECM stays in ”open
loop” until the following conditions are met:

The O2S has a varying voltage output, showing that it
is hot enough to operate properly.

The ECT sensor is above a specified temperature.

A specific amount of time has elapsed after starting
the engine.
Closed Loop
The specific values for the above conditions vary with
different engines and are stored in the Electronically
Erasable Programmable Read-Only Memory (EE-
PROM). When these conditions are met, the system
goes into “closed loop” operation. In “closed loop,” the
ECM calculates the air/fuel ratio (fuel injector on-time)
based on the signals from the oxygen sensors. This al-
lows the air/fuel ratio to stay very close to 14.7 to 1.
Acceleration Mode
The ECM responds to rapid changes in throttle position
and airflow and provides extra fuel.
Deceleration Mode
The ECM responds to changes in throttle position and
airflow and reduces the amount of fuel. When decelera-
tion is very fast, the ECM can cut off fuel completely for
short periods of time.
Battery Voltage Correction Mode
When battery voltage is low, the ECM can compensate
for a weak spark delivered by the ignition module by us-
ing the following methods:

Increasing the fuel injector pulse width.

Increasing the idle speed rpm.

Increasing the ignition dwell time.
Fuel Cut-Off Mode
No fuel is delivered by the fuel injectors when the ignition
is off. This prevents dieseling or engine run-on. Also, the
fuel is not delivered if there are no reference pulses re-
ceived from the CKP sensor. This prevents flooding.
EVAPORATIVE EMISSION CONTROL
SYSTEM OPERATION
The basic Evaporative Emission (EVAP) control system
used is the charcoal canister storage method. This
method transfers fuel vapor from the fuel tank to an acti-
vated carbon (charcoal) storage canister which holds
the vapors when the vehicle is not operating. When the
engine is running, the fuel vapor is purged from the car-
bon element by intake airflow and consumed in the nor-
mal combustion process.
Gasoline vapors from the fuel tank flow into the tube la-
beled TANK. These vapors are absorbed into the car-
bon. The canister is purged by Engine Control Module
(ECM) when the engine has been running for a specified
amount of time. Air is drawn into the canister and mixed
with the vapor. This mixture is then drawn into the intake
manifold.
The ECM supplies a ground to energize the controlled
charcoal canister purge solenoid valve. This valve is
Pulse Width Modulated (PWM) or turned on and off sev-
eral times a second. The controlled charcoal canister
purge PWM duty cycle varies according to operating
conditions determined by mass airflow, fuel trim, and in-
take air temperature.
Poor idle, stalling, and poor driveability can be caused
by the following conditions:

An inoperative controlled canister purge valve.

A damaged canister.

Hoses that are split, cracked, or not connected to the
proper tubes.
CONTROLLED CHARCOAL
CANISTER
The controlled charcoal canister is an emission control
device containing activated charcoal granules. The con-
trolled charcoal canister is used to store fuel vapors from
the fuel tank. Once certain conditions are met, the En-
gine Control Module (ECM) activates the controlled
charcoal canister purge solenoid, allowing the fuel va-
pors to be drawn into the engine cylinders and burned.
POSITIVE CRANKCASE
VENTILATION CONTROL SYSTEM
OPERATION
A Positive Crankcase Ventilation (PCV) control system
is used to provide complete use of the crankcase va-

ENGINE CONTROLS 1F–9
DAEWOO M-150 BL2
appropriate wiring diagram. Refer to “ECM Wiring Dia-
grams” in this Section.
9591
Terminal 49GroundOpen
STRATEGY-BASED DIAGNOSTICS
Strategy-Based Diagnostics
The strategy-based diagnostic is a uniform approach to
repair all Electrical/Electronic (E/E) systems. The diag-
nostic flow can always be used to resolve an E/E system
problem and is a starting point when repairs are neces-
sary. The following steps will instruct the technician on
how to proceed with a diagnosis:
Verify the customer complaint. To verify the customer
complaint, the technician should know the normal op-
eration of the system.

Perform preliminary checks as follows:

Conduct a thorough visual inspection.

Review the service history.

Detect unusual sounds or odors.

Gather Diagnostic Trouble Code (DTC) information to
achieve an effective repair.

Check bulletins and other service information. This
includes videos, newsletters, etc.

Refer to service information (manual) system
check(s).

Refer to service diagnostics.
No Trouble Found
This condition exists when the vehicle is found to oper-
ate normally. The condition described by the customer
may be normal. Verify the customer complaint against
another vehicle that is operating normally. The condition
may be intermittent. Verify the complaint under the con-
ditions described by the customer before releasing the
vehicle.
Re-examine the complaints.
When the complaints cannot be successfully found or
isolated, a re-evaluation is necessary. The complaint
should be re-verified and could be intermittent as de-
fined in “intermittents,” or could be normal.
After isolating the cause, the repairs should be made.
Validate for proper operation and verify that the symp-
tom has been corrected. This may involve road testing
or other methods to verify that the complaint has re-
solved under following conditions:

Conditions noted by the customer.

If a DTC was diagnosed, verify the repair be duplicat-
ing conditions present when the DTC was set as
noted in Failure Records or Freeze Frame data.
Verifying Vehicle Repair
Verification of the vehicle repair will be more compre-
hensive for vehicles with Euro On-Board Diagnostic
(EOBD) system diagnostics. Following a repair, the
technician should perform the following steps:
Important: Follow the steps below when you verify re-
pairs on EOBD systems. Failure to follow these steps
could result in unnecessary repairs.

Review and record the Failure Records and the
Freeze Frame data for the DTC which has been diag-
nosed (Freeze Fame data will only be stored for an A,
B and E type diagnostic and only if the Malfunction
Indicator Lamp has been requested).

Clear the DTC(s).

Operate the vehicle within conditions noted in the
Failure Records and Freeze Frame data.

Monitor the DTC status information for the specific
DTC which has been diagnosed until the diagnostic
test associated with that DTC runs.
EOBD SERVICEABILITY ISSUES
Based on the knowledge gained from Euro On-Board
Diagnostic (OBD) experience in the 1994 and 1995
model years in United Status, this list of non-vehicle
faults that could affect the performance of the Euro On-
Board Diagnostic (EOBD) system has been compiled.
These non-vehicle faults vary from environmental condi-
tions to the quality of fuel used. With the introduction of
EOBD across the entire passenger car, illumination of
the Malfunction Indicator Lamp (MIL) due to a non-ve-
hicle fault could lead to misdiagnosis of the vehicle, in-
creased warranty expense and customer
dissatisfaction. The following list of non-vehicle faults
does not include every possible fault and may not apply
equally to all product lines.
Fuel Quality
Fuel quality is not a new issue for the automotive indus-
try, but its potential for turning on the MIL with EOBD
systems is new.
Fuel additives such as “dry gas” and “octane enhancers”
may affect the performance of the fuel. If this results in
an incomplete combustion or a partial burn, it will set
Diagnostic Trouble Code (DTC) P0300. The Reed Vapor
Pressure of the fuel can also create problems in the fuel
system, especially during the spring and fall months
when severe ambient temperature swings occur. A high
Reed Vapor Pressure could show up as a Fuel Trim
DTC due to excessive canister loading.
Using fuel with the wrong octane rating for your vehicle
may cause driveability problems. Many of the major fuel
companies advertise that using “premium” gasoline will
improve the performance of your vehicle. Most premium