transmission DAEWOO MATIZ 2003 Service Repair Manual

ENGINE CONTROLS 1F–139
DAEWOO M-150 BL2
DIAGNOSTIC TROUBLE CODE (DTC) – P0300 MULTIPLE CYLINDER MISFIRE
System Description
The Engine Control Module (ECM) monitors the crank-
shaft and camshaft positions to detect if the engine is
misfiring. The ECM looks for a quick drop in crankshaft
speed. This test is executed in blocks of 100 engine rev-
olution tests. It may take between one to several tests to
store a Diagnostic Trouble Code (DTC) and illuminate
the Malfunction Indicator Lamp (MIL). Under light misfire
conditions, it may also take more than one trip to set a
DTC. Severe misfire will flash the MIL, indicating that
catalyst damage is possible.
Conditions for Setting the DTC

Emission threshold is 3.0% for automatic transaxle
and 3.0% for manual transaxle.

20 engine cycles have occurred since cranking has
started.

A/C compressor clutch has not just engaged or disen-
gaged.

Engine load and engine speed are in a detectable re-
gion and are at or above zero torque.

Camshaft Position (CMP) sensor is in synchroniza-
tion.

Electric Exhaust Gas Recirculation (EEGR) flow
diagnostic is not in progress.

Fuel level is greater than or equal to 20% of rated
tank capacity.

Decel Fuel Cutoff (DFCO) not active.

Fuel is not shutoff from high engine speed of 6500
rpm for manual transaxle vehicle or 6500 rpm in drive
and 6250 rpm in park for automatic transaxle ve-
hicles.

Fuel is not shutoff at 255 km/h (158 mph).

An automatic transmission is not shifting.

Throttle position change is less than 3% per 125 ms.

Vehicle has not encountered an abusive engine
speed of 7000 rpm.

Crankshaft speed patters are normal.
Throttle position is less than 4% when vehicle speed
is greater than 10 km/h (6 mph).

Engine speed is between 600 and 4500 rpm.

Vehicle voltage is between 11 and 16 volts.

Engine Coolant Temperature (ECT) is between –7°C
(20°F) and 120°C (248°F).

The engine speed is less than or equal to 1800 rpm or
the crank angle sensing error has not been learned.

There is the correct ratio between Crankshaft Posi-
tion (CKP) sensor pulses and CMP sensor pulses.

DTCs P0106, P0107, P0108, P0117, P0118, P0122,
P0123, P0320, P0337, P0341, P0342 and P0502 are
not set.
Action Taken when the DTC Sets

Emission related.

“Armed” after two trip with a fail.

“Disarmed” after one trip with a pass.

MIL on if failure is detected in three consecutive trips.

Stores a History DTC on the third consecutive with a
fail (The DTC will be armed after the second fail).

Stores a Freeze Frame on the third consecutive trip
with a fail (if empty).
Conditions for Clearing the MIL/DTC

The MIL will turn off after four consecutive ignition
cycles in which the diagnostic runs without a fault.

A history DTC will clear after 40 consecutive warm up
cycles without a fault.

DTC(s) can be cleared by using the scan tool.

Disconnecting the ECM battery feed for 10 seconds.
Diagnostic Aids
An intermittent can also be the result of a defective re-
luctor wheel. Remove the CKP sensor and inspect the
reluctor wheel through the sensor mount hole. Check for
porosity and the condition of wheel. If the DTC is inter-
mittent refer to “Symptoms Diagnosis” in this section.
DTC P0300 – Multiple Cylinder Misfire
StepActionValue(s)YesNo
1
Perform an Euro On-Board Diagnostic (EOBD)
System Check.
Was the check performed?
–
Go to Step 2
Go to
“On-Board
Diagnostic
System Check”
2
1. Install a scan tool to the Data Link Connector
(DLC).
2. Turn the ignition ON, with the engine OFF.
3. Request Diagnostic Trouble Codes (DTCs)
Are DTCs P0201, P0202, P0203, P0204 set?
–Go to
Applicable DTC
table
Go to Step 3

ENGINE CONTROLS 1F–247
DAEWOO M-150 BL2

Excessive engine overloading. Check for seized pul-
leys, pumps, or motors on the accessory drive,
Overweight engine oil.
DTC P0505 Idle Air Control Valve (IACV) Circuit Fault
StepActionValue(s)YesNo
1
Perform an On-Board Diagnostic (EOBD) System
Check.
Was the check performed?
–
Go to Step 2
Go to
“On-Board
Diagnostic
System Check”
2
1. Install a scan tool to the Data Link Connector
(DLC).
2. Operate the engine to idle speed.
3. Transmission in park or neutral and the parking
brake set.
4. A/C is off.
5. Using scan tool, command the Idle Air Control
(IAC) valve up and down between the specified
value.
Does the rpm change smoothly when he
commanded by the scan tool?
900–1200
rpm
Go to Step 3Go to Step 5
3
1. Turn the ignition OFF.
2. Disconnect the IAC valve connector.
3. Measure the resistance between terminal C and
D of the IAC valve.
4. Measure the resistance between terminal B and A
of the IAC valve.
Is the resistance within the specified value?
40–80 ΩGo to Step 4Go to Step 13
4
1. Measure the resistance between terminal D and
B of the IAC valve.
2. Measure the resistance between terminal C and
A of the IAC valve.
Is the resistance equal to the specified value?
∞Go to Step 15Go to Step 13
5
1. Turn the ignition OFF.
2. Disconnect the IAC valve connector.
3. Turn the ignition ON.
4. With test light connected to ground, probe the
IAC connector terminals.
Does the test light illuminate on D terminals?
–
Go to Step 6Go to Step 7
6
With test light connected to B+, probe the IAC
connector terminals.
Does the test light illuminate on D terminals?
–
Go to Step 8Go to Step 9
7
Check for an open or short to ground in the IAC high
and low circuits and repair as needed.
Is the repair complete?
–
Go to Step 15Go to Step 10
8
1. Idle the engine.
2. Connect a test light to ground, probe the IAC
connector terminals.
Does the test light flash On and OFF for all
terminals?
–
Go to Step 11Go to Step 12
9
Check for an open or a short to voltage in the IAC
valve high and low circuits and repair as needed.
Is the repair complete?
–
Go to Step 15Go to Step 10
10
Check the Engine control Module (ECM) connector
for poor connections and repair as needed.
Is the repair complete?
–
Go to Step 15Go to Step 14

5B – 2 FIVE-SPEED MANUAL TRANSAXLE
DAEWOO M-150 BL2
DESCRIPTION AND OPERATION
FIVE-SPEED MANUAL TRANSAXLE
This five-speed transaxle assembly adopts the synchro-
nized mesh type of 5 forward speed. The reverse speed
gear is driven by sliding idle gear without synchronizer.
REVERSE GEAR MISSHIFT
PREVENTING MECHANISM
It prevents the gear from directly being shifted from 5th
to reverse when shifting to reverse from 5th. Shift to the
reverse in neutral position to prevent the shift cam from
being interfered to the shift guide bolt.
D103B001
In case of shifting to 5th gear, shift and select shaft ro-
tates to right that shift cam aparts from guide bolt and
moves upwards by returning spring. Therefore, shifting
to reverse in this condition is impossible because of in-
terference of guide bolt.
D103B002
When shifting to reverse from neutral position between
5th and reverse, shift cam rotates to left and shifting is
possible.
D103B003
DIFFERENTIAL
Differential is integrated with transmission case and
installed on chassis together with engine. It changes the
direction of power and increase torque by reducing
speed.
Reduction gear is installed parallel to counter shaft and
is helical gear type. Differential gear is bevel gear type
and is integrated with reduction gear.

8B–8 SUPPLEMENTAL INFLATABLE RESTRAINTS (SIR)
DAEWOO M-150 BL2
DIAGNOSTIC INFORMATION AND PROCEDURES
D110B009A
BULB CHECK
As soon as the operating voltage is applied to the sens-
ing and diagnostic module (SDM) ignition input, the
SDM activates the warning lamp for a bulb check.
The SDM turns the lamp ON for 4 seconds, and then the
SDM turns the lamp OFF.
During the bulb check, the SDM is not ready to detect a
crash or deploy the supplemental inflatable restraints.
FAULT INDICATION
The sensing and diagnostic module records the sys-
tem’s faults in two categories:

Current faults and the fault code appears “Axx” on the
scan tool display.

Historic faults, which are those that were detected in
the past, but are no longer active. And the fault code
appears “Sxx” on the scan tool display.
The warning lamp:

Indicates a fault as soon as it occurs.

Stays ON, even if a fault is no longer active.A scan tool connected to the data link connector (DLC):

Reveals the fault codes.

Receives serial data transmission through the termi-
nal J (13) of the DLC.

Receives ground through the terminal A (4) of the
DLC.
CLEARING FAULT CODES
When the sensing and diagnostic module (SDM) re-
ceives the CODE ERASE command from the scan tool,
the SDM:

Clears the entire fault memory.

Turns OFF the warning lamp.

Resets for fault detection.
External Fault
Service personnel can reset the SDM and turn OFF the
warning lamp if the fault is an external fault.
Internal Fault
An internal fault of the SDM or a CRASH RECORDED
fault code cannot be reset.
In the case of an internal fault of the SDM or a CRASH
RECORDED fault code, the SDM must be replaced.
Voltage-Low Fault
The SDM will turn OFF the VOLTAGE LOW fault as
soon as the voltage recovers.
MICROPROCESSOR –
INDEPENDENT LAMP ACTIVATION
If the sensing and diagnostic module (SDM) electrical
connector is not properly attached, the SDM cannot
function and cannot control the warning lamp.
If this fault is present, the warning lamp will operate in-
dependently from the SDM through the use of shorting
bars that are built into the SDM connector.

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.