oil type DAEWOO MATIZ 2003 Service Owner's Manual
[x] Cancel search | Manufacturer: DAEWOO, Model Year: 2003, Model line: MATIZ, Model: DAEWOO MATIZ 2003Pages: 1184, PDF Size: 36 MB
Page 716 of 1184
POWER STEERING GEAR 6C–13
DAEWOO M-150 BL2
SPECIFICATIONS
GENERAL SPECIFICATIONS
ApplicationDescription
Power Steering FluidPower Steering Fluid DEXRON-II or DEXRON-III
Capacity1.0 L (1.056 qt)
TypeRack and Pinion
Overall Gear Ratio15.7 : 1
Power Steering Angle144, 155Inside39.5± 2
TireOutside33.5± 2
175 TireInside34.9± 2
Outside30.5± 2
GreaseRackPOLYUREAS
Ball JointSYNTHETICS OILS & LI SOAPS
FASTENER TIGHTENING SPECIFICATIONS
ApplicationNmLb-FtLb-In
Power Steering Gear Bracket Bolt50–5536–41–
Power Steering Gear Pinion Nut40–5030–36–
Power Steering Gear Pinion Dust Cover45–5533–41–
Power Steering Gear Pressure Line Fitting25–3518–25–
Power Steering Oil Pressure Pipe Fitting (Gear Side)21–3516–25–
Power Steering Gear Ajuster PlugRefer to “DIAGNOSIS” in this section.
Page 733 of 1184
MANUAL STEERING GEAR 6D–17
DAEWOO M-150 BL2
SPECIFICATIONS
GENERAL SPECIFICATIONS
Application Description
Type Rack and Pinion
Overall Gear Ratio 21 : 1
Inside 39.5 ± 2 145,155 Tire
Outside
33.5 ± 2 Steering Angle Inside 34.9 ± 2 175 Tire Outside 30.5 ± 2 Rack Gear POLYUREAS Lubricant Ball Joint SYNTHETICS OILS & LI SOAPS Locktite Type DAC SPEC ADHESIVE SEALANT #520414
FASTENER TIGHTENING SPECIFICATIONS
Application Nm Lb-Ft Lb-In Tie Rod End Castellated Nut 30 – 55 21 – 41 – Tie Rod End Lock Nut 35 – 55 25 – 41 – Steering Gear Bracket Bolts 50 – 55 36 – 41 – Tie Rod–to–Rack Gear 80 – 120 59 – 89 – Pinion Plug 40 – 60 30 – 44 – Pinion Preload Refer to “Diagnosis” in this section.
Page 797 of 1184
MANUAL CONTROL HEATING, VENTILATION, AND AIR CONDITIONING SYSTEM 7B–15
DAEWOO M-150 BL2
Refrigerant Recovery
Important: Use only a refrigerant tank that is designed
for the charging station in use. The unit’s overfill limita-
tion mechanism is calibrated specifically for use with this
tank. The tank’s valves are also specifically for this unit.
1. Attach the high side hose with the quick disconnect
coupler to the high side fitting of the vehicle’s A/C
system.
2. Open the coupler valve after attachment.
3. Attach the low side hose with the quick disconnect
coupler to the low side fitting of the vehicle’s A/C
system.
4. Open the coupler valve after attachment.
5. Check the high side and the low side gauges on the
unit’s control panel in order to ensure that the A/C
system has pressure. If there is no pressure, there
is no refrigerant in the system to recover.
Important: If there is no refrigerant in the system, do
not continue with the recovery operation. This will draw
air into the recovery tank.
6. Open both the high side and the low side valves.
7. Open the gas and the liquid valves on the tank.
8. Drain any oil that may be in the oil separator.
9. Close the oil drain valve.
10. Plug the unit into the proper voltage outlet.
11. Turn on the main power switch.
Notice: Never reuse refrigerant oil. Damage to the A/C
system may result. Dispose of the refrigerant oil proper-
ly.
12. Begin the recovery process. Refer to the manufac-
turer’s instructions for the charging station in use.
Important: Some A/C system PAG lubricating oil may
be removed with the refrigerant during recovery. The
amount of oil removed varies. A charging station sepa-
rates the oil from the refrigerant and allows a means of
determining how much oil was removed. Replace the
same amount of oil when you recharge the system. Re-
fer to the manufacturer’s instructions for the charging
station in use.
13. Wait 5 minutes. Check the control panel low side
gauge. If the A/C has maintained vacuum, the re-
covery is complete.
14. There is more refrigerant in the system if the low
side gauge pressure rises above zero. Recover the
additional refrigerant. Repeat this step until the sys-
tem maintains vacuum for two minutes.
Important: If the control indicator shows that the refrig-
erant tank is full during the recovery process and the unit
shuts off, install an empty unit tank to store the refriger-
ant needed for steps later in the procedure. Do not use
any other type of tank.
Evacuation
The unit tank must contain a sufficient amount of R-134a
refrigerant for charging. Check the amount of refrigerant
in the tank. If there is less than 3.6 kg (8 pounds) of re-
frigerant, add new refrigerant to the tank. Refer to the
manufacturer’s instructions for adding refrigerant.
1. Verify that the high side and the low side hoses are
connected to the A/C system. Open both the high
side and the low side valves on the unit’s control pan-
el.
2. Open both the gas and the liquid valves on the tank.
Important: Refer to the manufacturer’s instructions for
the charging station in use. It is necessary to evacuate
the system before recharging it with new or recycled re-
frigerant.
3. Start the vacuum pump and begin the evacuation
process. Non-condensable gases (mostly air) are au-
tomatically vented from the tank during the recycling
process. You may hear the pressure being released.
4. Check for leaks in the system. Refer to the manufac-
turer’s instructions for the charging station in use.
Important:
Change the vacuum pump oil frequently. Refer to the
manufacturer’s instructions for the charging station in
use.
A/C System Oil Charge Replenishing
Any oil removed from the A/C system during the recov-
ery process must be replenished at this time.
1. Use the correct graduated bottle of polyalkaline glycol
(PAG) oil for the R-134a system.
Important:
Keep the oil bottles tightly capped at all times to pro-
tect the oil from moisture and contamination.
Never open the oil injection valve while there is posi-
tive pressure in the A/C system. This will result in oil
blow-back through the bottle vent. You must have
A/C system vacuum for this operation.
Never let the oil level drop below the pick-up tube
while charging or replenishing the system. This will
allow air into the A/C system.
2. Refer to the manufacturer’s instructions for the charg-
ing station in use. Add the proper amount of PAG oil
to the system.
3. Close the valve when the required oil charge has
been pulled into the system.
Charging
Important: Evacuate the air conditioning system before
charging.
1. Close the low side valve on the control panel.
2. Open the high side valve on the control panel.
Page 812 of 1184
7B -- 30 MANUAL CONTROL HEATING, VENTILATION, AND AIR CONDITIONING SYSTEM
DAEWOO M-150 BL2
SPECIFICATIONS
GENERAL SPECIFICATIONS
Application
Unit
Description
Compressor
--
SP--10.4PK
Receiver--Dryer
--
AL R/DRIER
Refrigerant
Type
--
R--134a System
Refrigerant
Capacity
g
500 (RHD : 530)
RefrigerantOilinA/CSystem
Type
--
RL 244 PAG OIL RefrigerantOilinA/CSystem
Capacity
cc
150
A/C Cooling Capacity (Airflow rate 8.7 kg/min)
Kcal/h
5,500
Refrigerant Pressure in A/C Sys-
tem(Engine Idle, Fresh Air 30_C
(86_F)AmbientTemperature
Low Pressure Side
kPa (psi)
200 (2.9)
(86_F),AmbientTemperature
25_C--35_C(77_F--95_F), Tempera-
ture to Full Cold)
High Pressure Side
kPa (psi)
1,500 (217.5)
A/C Compressor ON/OFF Condition
(Refer toSection 1F, Engine Controls
AbouttheA/CCompressorON/OFF
Evaporator Therm-
istor Temperature
_C(_F)
2.45(36.81)
1.0 (34.2)
ON
OFF
About theA/CCompressorON/OFF
Condition According to Engine Oper-
ating Status)
Dual Cut Switch
Pressure
kPa
205--245
180--220
ON
OFF300--400
240--280
FASTENER TIGHTENING SPECIFICATIONS
Application
NSm
Lb-Ft
Lb-In
Compressor Upper Bracket Bolts
20
15
--
Compressor Front Head-to-Rear Head Through-Bolt
22
16
--
High Pressure Pipe Line (Compressor→Condenser) Bolt
23
17
--
High Pressure Pipe Line (Compressor→Condenser) Fitting
23
17
--
High Pressure Pipe Line (Compressor→Condenser) Clamp Nut
5
--
44
Receiver--Dryer Flange Nut
14
10.5
--
High Pressure Pipe Line (Condenser→Receiver--Dryer) Fitting Nut
14
10.5
--
High Pressure Pipe Line (Receiver--Dryer→Evaporator) Fitting Nut
14
10.5
--
High Pressure Pipe Line(Receiver--Dryer→Evaporator) Clamp Nut
5
--
44
Low Pressure Pipe Line (Evaporator→Compressor) Fitting Nut
14
10.5
--
Low Pressure Pipe Line (Evaporator→Compressor) Clamp Nut
5
--
44
Low Pressure Pipe Line(Evaporator→Compressor) Compressor Bolt
23
17
--
Dual Cut Switch
13
--
11 5
Receive--Dryer Bracket--to--Body Bolts
5
--
44
Receive--Dryer Bracket Bolt
5
--
44
Expansion Valve Coupling (Receiver--Dryer→Expansion Valve)
17
13
--
Expansion Valve Coupling (Expansion Valve→Evaporator)
22
16
--
Compressor Shaft Bolt
13
--
11 5
Condenser Mounting Nuts
4
--
36
Page 1162 of 1184
9T–10 IMMOBILIZER ANTI-THEFT SYSTEM
DAEWOO M–150 BL2
DESCRIPTION AND OPERATION
IMMOBILIZER SYSTEM
The purpose of the Immobilizer system is to provide
additional theft deterrence to the vehicle in which it is
installed and to prevent it from being stolen or driven by
unauthorized users.
The verification of the user authorization is done by an
ignition key with integrated transponder.
The external LED displays the Immobilizer status and
has an additional theft deterrence function.
To secure the communication, the status is exchanged
between the Immobilizer and the ECM in a 5 byte of en-
coded data.
These 5 bytes are composed by a mixture of random
data and two types of fixed code
a vehicle model identification number : MIN
a vehicle specific identification : VIN
The MIN is known from the first supply of the system.
The VIN is realized by ICU on the special order from the
key coding (reading of transponder code and storing it
as valid key code in Immobilizer EEPROM).
A different random data is computed at each key transi-
tion.
All the immobilization communication between the ECM
and ICU is made on K-line (K line : Serial data line ’7’).
Due to the learning of the Vehicle specific identification
Number, both ICU and ECM can stay in 3 stable modes
Virgin mode (VIN not learnt)
Learnt mode (VIN learnt)
Neutral mode (for a new VIN learning)
In case of using valid key, the release message commu-
nication with the ECM take place and the LED displays
the Immobilizer status valid key In case of using invalid
key, the ECM disables the fuel injector circuit with coded
intervention and sets DTC(Diagnostic Trouble Code)
The above conditions are maintained until the ignition is
switched off.
An ECM without an immobilizer control unit cannot be
interchanged for an ECM that is used with an immobiliz-
er control unit system. The Immobilizer control unit and
ECM must have a matching ID code. ID coding and key
coding are accomplished by using Scanner–100
The Immobilizer system consists of
a maximum or 5 ignition keys with integrated trans-
ponder
the toroidal coil (Detection coil) for energizing and
reading the transponder mounted at the ignition lock.
the Immobilizer control unit(ICU) with :
– power supply
– ignition input circuit
– transponder modulation and demodulation unit – EEPROM
– driver electronic for the external status LED
– serial data link hardware
the external status LED for displaying the Immobilizer
status
the serial data link between Immobilizer and ECM
ELECTRONICALLY CODED KEYS
Each valid ignition key has an internal transponder
which is a read /write transponder.
The transponder contains an implementation of a cryp-
to-algorithm with 96 bits of user configurable s cret-key
contained in EEPROM and transmits data to the ICU by
modulating the amplitude of the ele tromagnetic field,
and receives data and commands in a similar way.
DETECTION COIL
The toroidal coil is mounted at the ignition lock in front of
the key barrel.
It is connected to the ICU with a four terminal connector
fixed at the body of the coil.
The length of the connection between coil and Immobi-
lizer is restricted to 50cm. The correct placement on the
ignition lock and the exact electrical data is very impor-
tant for the reading distance of transponder.
The toroidal coil and receiving coil inside the transpond-
er built a transformer. During the readingprocess the coil
induces energy into the transponder. The transponder
charges the field and generates an amplitude modulated
signal with the manchester coded data. This charge of
the field is demodulated inside the Immobilizer.
The Immobilizer contains the coil driver hardware for di-
rect connection of the toroidal coil.
IMMOBILIZER CONTROL UNIT
The function of the Immobilizer System is shared be-
tween the ICU and the ECM.
The task of the Immobilizer Electronic Control unit (ICU)
are:
Reading of the input information “ignition ON/OFF”
Controlling the states LED
Controlling the transponder read/write process (mod-
ulation, demodulation, decoding, comparison of the
read code with the code of the valid keys).
Communication with the ECM after ignition ON (re-
ceiving of the ECM-request and transmission of re-
lease message).
Special functions for calculation and handling of the
VIN-code.