overheating DAEWOO MATIZ 2003 Service Repair Manual

ENGINE ELECTRICAL 1E – 19
DAEWOO M-150 BL2
REPAIR INSTRUCTIONS
UNIT REPAIR
D102E701
STARTER MOTOR
Inspection / Measurement
(Before the Overhaul)
1. Remove the starter. Refer to “Starter” in this section.
2. Pinion clearance inspection.

Disconnect the starter motor terminal M (1).

Connect the 12-volt battery lead to the starter mo-
tor terminals M and S.
Notice: Complete the testing in a minimum amount of
time to prevent overheating and damaging the solenoid.
(in 10 seconds)
D102E702

Switch on to move the pinion gear (2).

Now check the clearance between the pinion and
the stopper with the filler gauge (3).

If the clearance does not fall within the limits,
check for improper installation and replace all worn
parts.
D102E703
3. Magnetic switch pull-in test.

Disconnect the starter motor terminal M (1).

Connect the 12-volt battery lead to the starter mo-
tor terminals M and S.
Notice: Complete the testing in a minimum amount of
time to prevent overheating and damaging the solenoid.
(in 10 seconds)

1E–20 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D102E704

Inspect the pinion gear’s moving to the outside (2).

If the pinion gear does not move outside, replace
the magnetic switch.
D102E705
4. Solenoid hold-in test.

Disconnect the starter motor terminal M (1).

Connect the 12-volt battery lead to the starter mo-
tor terminal S and body.
Notice: Complete the testing in a minimum amount of
time to prevent overheating and damaging the solenoid.
D102E706

Check the pinion gear’s moving to the outside (2).

If the pinion gear move to the inside, the circuit is
open. Replace the magnetic switch.
D102E707
5. Solenoid return test.

Disconnect the starter motor terminal M (1).

Connect the 12-volt battery lead to the starter mo-
tor terminal S and body.
Notice: Complete the testing in a minimum amount of
time to prevent overheating and damaging the solenoid.

1E–26 ENGINE ELECTRICAL
DAEWOO M-150 BL2
D102E728
8. Remove the rectifier / brush holder / regulator from
the stator.

Remove the rectifier / brush holder / regulator con-
nections (1).

Remove the stator and rectifier connections (2).
Notice: If the stator connections are welded, melt the
lead. Avoid overheating as it can damage the diodes.
D102E729
Inspection / Measurement
1. Inspect the rotor assembly.

Test the rotor for an open circuit by using the ohm-
meter (1). Replace the rotor if necessary.
D102E730

Test the rotor for open or short circuit (2).
DesciptionLimit
The measured
resistance2.9Ω

Replace the rotor if necessary.

Test the rotor for open or ground circuit by using
the ohmmeter (3). Replace the rotor if necessary.
D102E731
2. Inspect the stator.

Test the stator for an open circuit by using the ohm-
meter (1). Replace the stator if necessary.

ENGINE CONTROLS 1F–7
DAEWOO M-150 BL2
manifold to decrease combustion temperature. The
amount of exhaust gas recirculated is controlled by vari-
ations in vacuum and exhaust back pressure. If too
much exhaust gas enters, combustion will not take
place. For this reason, very little exhaust gas is allowed
to pass through the valve, especially at idle.
The EEGR valve is usually open under the following
conditions:

Warm engine operation.

Above idle speed.
Results of Incorrect Operation
Too much EEGR flow tends to weaken combustion,
causing the engine to run roughly or to stop. With too
much EEGR flow at idle, cruise, or cold operation, any of
the following conditions may occur:

The engine stops after a cold start.

The engine stops at idle after deceleration.

The vehicle surges during cruise.

Rough idle.
If the EEGR valve stays open all the time, the engine
may not idle. Too little or no EEGR flow allows combus-
tion temperatures to get too high during acceleration
and load conditions. This could cause the following con-
ditions:

Spark knock (detonation)

Engine overheating

Emission test failure
INTAKE AIR TEMPERATURE
SENSOR
The Intake Air Temperature (IAT) sensor is a thermistor,
a resistor which changes value based on the tempera-
ture of the air entering the engine. Low temperature pro-
duces a high resistance (100 kohms at –40C [–40F]),
while high temperature causes a low resistance (70
ohms at 130C [266F]).
The Engine Control Module (ECM) provides 5 volts to
the IAT sensor through a resistor in the ECM and mea-
sures the change in voltage to determine the IAT. The
voltage will be high when the manifold air is cold and low
when the air is hot. The ECM knows the intake IAT by
measuring the voltage.
The IAT sensor is also used to control spark timing when
the manifold air is cold.
A failure in the IAT sensor circuit sets a diagnostic
trouble code P0112 or P0113.
IDLE AIR CONTROL VALVE
Notice: Do not attempt to remove the protective cap
and readjust the stop screw. Misadjustment may result
in damage to the Idle Air Control (IAC) valve or to the
throttle body.The IAC valve is mounted on the throttle body where it
controls the engine idle speed under the command of
the Engine Control Module (ECM). The ECM sends volt-
age pulses to the IAC valve motor windings, causing the
IAC valve pintle to move in or out a given distance (a
step or count) for each pulse. The pintle movement con-
trols the airflow around the throttle valves which, in turn,
control the engine idle speed.
The desired idle speeds for all engine operating condi-
tions are programmed into the calibration of the ECM.
These programmed engine speeds are based on the
coolant temperature, the park/neutral position switch
status, the vehicle speed, the battery voltage, and the
A/C system pressure, if equipped.
The ECM “learns” the proper IAC valve positions to
achieve warm, stabilized idle speeds (rpm) desired for
the various conditions (park/neutral or drive, A/C on or
off, if equipped). This information is stored in ECM ”keep
alive” memories (information is retained after the ignition
is turned off). All other IAC valve positioning is calcu-
lated based on these memory values. As a result, en-
gine variations due to wear and variations in the
minimum throttle valve position (within limits) do not af-
fect engine idle speeds. This system provides correct
idle control under all conditions. This also means that
disconnecting power to the ECM can result in incorrect
idle control or the necessity to partially press the accel-
erator when starting until the ECM relearns idle control.
Engine idle speed is a function of total airflow into the
engine based on the IAC valve pintle position, the
throttle valve opening, and the calibrated vacuum loss
through accessories. The minimum throttle valve posi-
tion is set at the factory with a stop screw. This setting
allows enough airflow by the throttle valve to cause the
IAC valve pintle to be positioned a calibrated number of
steps (counts) from the seat during “controlled” idle op-
eration. The minimum throttle valve position setting on
this engine should not be considered the “minimum idle
speed,” as on other fuel injected engines. The throttle
stop screw is covered with a plug at the factory following
adjustment.
If the IAC valve is suspected as being the cause of im-
proper idle speed, refer to “Idle Air Control System
Check” in this section.
MANIFOLD ABSOLUTE PRESSURE
SENSOR
The Manifold Absolute Pressure (MAP) sensor mea-
sures the changes in the intake manifold pressure which
result from engine load and speed changes and con-
verts these to a voltage output.
A closed throttle on engine coast down produces a rela-
tively low MAP output. MAP is the opposite of vacuum.
When manifold pressure is high, vacuum is low. The
MAP sensor is also used to measure barometric pres-
sure. This is performed as part of MAP sensor calcula-

1F–10 ENGINE CONTROLS
DAEWOO M-150 BL2
fuels use alcohol to increase the octane rating of the
fuel. Although alcohol-enhanced fuels may raise the oc-
tane rating, the fuel’s ability to turn into vapor in cold
temperatures deteriorates. This may affect the starting
ability and cold driveability of the engine.
Low fuel levels can lead to fuel starvation, lean engine
operation, and eventually engine misfire.
Non-OEM Parts
The EOBD system has been calibrated to run with Origi-
nal Equipment Manufacturer (OEM) parts. Something
as simple as a high performance-exhaust system that
affects exhaust system back pressure could potentially
interfere with the operation of the Electric Exhaust Gas
Recirculation (EEGR) valve and thereby turn on the
MIL. Small leaks in the exhaust system near the heated
oxygen sensor (HO2S) can also cause the MIL to turn
on.
Aftermarket electronics, such as cellular phones, ster-
eos, and anti-theft devices, may radiate Electromagnet-
ic Interference (EMI) into the control system if they are
improperly installed. This may cause a false sensor
reading and turn on the MIL.
Environment
Temporary environmental conditions, such as localized
flooding, will have an effect on the vehicle ignition sys-
tem. If the ignition system is rain-soaked, it can tempo-
rarily cause engine misfire and turn on the MIL.
Vehicle Marshaling
The transportation of new vehicles from the assembly
plant to the dealership can involve as many as 60 key
cycles within 2 to 3 miles of driving. This type of opera-
tion contributes to the fuel fouling of the spark plugs and
will turn on the MIL with a set DTC P0300.
Poor Vehicle Maintenance
The sensitivity of the EOBD will cause the MIL to turn on
if the vehicle is not maintained properly. Restricted air fil-
ters, fuel filters, and crankcase deposits due to lack of oil
changes or improper oil viscosity can trigger actual ve-
hicle faults that were not previously monitored prior to
EOBD. Poor vehicle maintenance can not be classified
as a “non-vehicle fault,” but with the sensitivity of the
EOBD, vehicle maintenance schedules must be more
closely followed.
Severe Vibration
The Misfire diagnostic measures small changes in the
rotational speed of the crankshaft. Severe driveline
vibrations in the vehicle, such as caused by an exces-
sive amount of mud on the wheels, can have the same
effect on crankshaft speed as misfire and, therefore,
may set DTC P0300.
Related System Faults
Many of the EOBD system diagnostics will not run if the
Engine Control Module (ECM) detects a fault on a re-
lated system or component. One example would be thatif the ECM detected a Misfire fault, the diagnostics on
the catalytic converter would be suspended until the
Misfire fault was repaired. If the Misfire fault is severe
enough, the catalytic converter can be damaged due to
overheating and will never set a Catalyst DTC until the
Misfire fault is repaired and the Catalyst diagnostic is al-
lowed to run to completion. If this happens, the custom-
er may have to make two trips to the dealership in order
to repair the vehicle.
SERIAL DATA COMMUNICATIONS
Keyword 2000 Serial Data
Communications
Government regulations require that all vehicle
manufacturers establish a common communication sys-
tem. This vehicle utilizes the “Keyword 2000” commu-
nication system. Each bit of information can have one of
two lengths: long or short. This allows vehicle wiring to
be reduced by transmitting and receiving multiple sig-
nals over a single wire. The messages carried on Key-
word 2000 data streams are also prioritized. If two
messages attempt to establish communications on the
data line at the same time, only the message with higher
priority will continue. The device with the lower priority
message must wait. The most significant result of this
regulation is that it provides scan tool manufacturers
with the capability to access data from any make or
model vehicle that is sold.
The data displayed on the other scan tool will appear the
same, with some exceptions. Some scan tools will only
be able to display certain vehicle parameters as values
that are a coded representation of the true or actual val-
ue. On this vehicle, the scan tool displays the actual val-
ues for vehicle parameters. It will not be necessary to
perform any conversions from coded values to actual
values.
EURO ON-BOARD DIAGNOSTIC
(EOBD)
Euro On-Board Diagnostic Tests
A diagnostic test is a series of steps, the result of which
is a pass or fail reported to the diagnostic executive.
When a diagnostic test reports a pass result, the diag-
nostic executive records the following data:

The diagnostic test has been completed since the last
ignition cycle.

The diagnostic test has passed during the current
ignition cycle.

The fault identified by the diagnostic test is not cur-
rently active.
When a diagnostic test reports a fail result, the diagnos-
tic executive records the following data:

The diagnostic test has been completed since the last
ignition cycle.

1F–48 ENGINE CONTROLS
DAEWOO M-150 BL2
MAA1F090
ENGINE COOLING FAN CIRCUIT CHECK
Circuit Description
The engine cooling fan circuit operates the cooling fan.
The cooling fan is controlled by the engine control mod-
ule (ECM) based on input from the coolant temperature
sensor (CTS) and the A/C ON/OFF. The ECM controls
the low speed cooling fan operation by internally ground-
ing the ECM connector terminal 39. This energizes the
low speed cooling fan relay and operates the cooling fan
at low speed. The low speed cooling fan operation is
achieved by the cooling fan resistor causing a drop in
the voltage supplied to the cooling fan. The ECM con-
trols the high speed cooling fan operation by internally
grounding the ECM connector terminal 5. This ener-
gizes the high speed cooling fan relay, bypassing the ra-
diator fan resistor. This results in high speed cooling fan
operation.
Diagnostic Aids

If the owner complained of an overheating problem, it
must be determined if the complaint was due to anactual boil over, or the engine coolant temperature
gauge indicated overheating. If the engine is over-
heating and the cooling fans are on, the cooling sys-
tem should be checked.

If the engine fuse block fuse EF15 become open
(blown) immediately after installation, inspect for a
short to ground in the wiring of the appropriate circuit.
If the fuse become open (blown) when the cooling
fans are to be turned on by the Engine Control Mod-
ule (ECM), suspect a faulty cooling fan motor.

The ECM will turn the cooling fan on at low speed
when the coolant temperature is 93C (199F). The
ECM will turn the cooling fans off when the coolant
temperature is 90C (194F).

The ECM will turn the cooling fans on at high speed
when the coolant temperature is 100C (212F). The
ECM will change the cooling fans from high speed to
low speed when the coolant temperature is 97C
(207F).

1G – 2 ENGINE EXHAUST
DAEWOO M-150 BL2
DESCRIPTION AND OPERATION
EXHAUST SYSTEM
Notice: When you are inspecting or replacing exhaust
system components, make sure there is adequate clear-
ance from all points on the underbody to avoid possible
overheating of the floor pan and possible damage to the
passenger compartment insulation and trim materials.
Check the complete exhaust system and the nearby
body areas and tailgate for broken, damaged, missing or
mispositioned parts, open seams, holes, loose connec-
tions or other deterioration which could permit exhaust
fumes to seep into the luggage or passenger compart-
ment. Dust or water in the luggage may be an indication
of a problem in one of these areas. Any defects should
be corrected immediately.
MUFFLER
The muffler reduces the temperature, pressure, and
noise of the exhaust gas.
Aside from the exhaust manifold connection, the ex-
haust system uses a flange and seal joint design op-
posed to a slip joint coupling design with clamp. If holes,
open seams or any deterioration is discovered upon in-
spection of the front muffler and pipe assembly, thecomplete assembly should be replaced. The same pro-
cedure is applicable to the rear muffler assembly.
Heat shields in the front and rear muffler assembly posi-
tions, as well as for the catalytic converter and front ex-
haust pipe, protect the vehicle and the environment from
high temperatures the exhaust system develops.
CATALYTIC CONVERTER
Notice: When jacking or lifting the vehicle from the body
side rails, be certain that the lift pads do not contact the
catalytic converter as this could damage the catalytic
converter.
Notice: The catalytic converter requires the use of un-
leaded fuel only, or damage to the catalyst will result.
The catalytic converter is an emission control device
added to the exhaust system to reduce pollutants from
the exhaust pipes.
The oxidation catalyst is coated with a catalytic material
containing platinum and palladium, which reduces levels
of hydrocarbon (HC) and carbon monoxide (CO) from
the exhaust gas. The three-way catalyst has coatings
which contain platinum and rhodium, which additionally
lower the levels of oxides of nitrogen (NOx).

9E–2 INSTRUMENTATION/DRIVER INFORMATION
DAEWOO M-150 BL2
DESCRIPTION AND OPERATION
CIGAR LIGHTER
The cigar lighter is located in the front portion of the in-
strument panel. To use the lighter, push it in completely.
When the lighter is hot, it will release itself from contact
with the heating element. The lighter and the heating
element can be damaged if the lighter is not allowed to
release itself fully from the heating element. Cigar lighter
is not equipped with the lamp.
ASHTRAY
The ashtray is located in the lower portion of the instru-
ment panel. In case of cleaning the ashtray up, remove
the ashtray by pushing the upper button and clean it up.
The ashtray lamp is optional.
INSTRUMENT PANEL VENTS
The center and the side vents in the instrument panel
can be adjusted up and down and from side to side. The
side vents can also be aimed toward the side windows in
order to defog them.
GLOVE BOX
The glove box can be opened by pulling up on the latch
handle. The glove box must be removed in order to gain
access to the passenger-side airbag module.
DIGITAL CLOCK
The digital clock is located in the instrument panel, be-
low the defroster grille. The clock is capable of a 12 –
hour display.
INSTRUMENT CLUSTER
The instrument cluster is located above the steering col-
umn and in the instrument cluster trim panel. The instru-
ment cluster contains the instruments that provide the
driver with vehicle performance information. The instru-
ment cluster contains a speedometer, an odometer, a
trip odometer, a temperature gauge, a fuel gauge, and
several indicator lamps. For replacement of the indicator
lamp bulbs contained in the instrument cluster, refer to
“Instrument Cluster Indicator Lamps Specifications” in
this section.
SPEEDOMETER/ODOMETER/TRIP
ODOMETER
The speedometer measures the speed of the vehicle. It
consists of an instrument cluster gauge connected to
the vehicle speed sensor on the transaxle output shaft.
The odometer measures the total distance the vehicle
has traveled since it was manufactured. It consists of an
instrument cluster gauge connected to the vehicle
speed sensor on the transaxle output shaft.
The trip odometer measures the distance the vehicle
has traveled since the odometer was last reset. It con-
sists of an instrument cluster gauge connected to the
vehicle speed sensor on the transaxle output shaft. The
trip odometer can be reset to zero at any time so that the
driver can record the distance traveled from any starting
point.
FUEL GAUGE
The fuel gauge consists of an instrument cluster gauge
connected to a sending unit in the fuel tank.
The fuel gauge indicates the quantity of fuel in the tank
without the ignition switch position.
TEMPERATURE GAUGE
The temperature gauge consists of an instrument clus-
ter gauge connected to a temperature sensor that is in
contact with the circulating engine coolant.
The temperature gauge indicates the temperature of the
coolant. Prolonged driving or idling in very hot weather
may cause the pointer to move beyond the center of the
gauge. The engine is overheating if the pointer moves
into the red zone at the upper limit of the gauge.
INSTRUMENT CLUSTER INDICATOR
LAMPS
The instrument cluster contains indicator lamps that in-
dicate the functioning of certain systems or the exis-
tence of potential problems with the operation of the
vehicle. The indicator lamps are replaceable. For re-
placement of the indicator lamps contained in the instru-
ment cluster, refer to “Instrument Cluster Indicator
Lamps Specifications” in this section.