wheel DAEWOO MATIZ 2003 Service Repair Manual

SUSPENSION
CONTENTS
SECTION 2A SUSPENSION DIAGNOSIS
SECTION 2B WHEEL ALIGNMENT
SECTION 2C FRONT SUSPENSION
SECTION 2D REAR SUSPENSION
SECTION 2E TIRES AND WHEELS

STEERING
CONTENTS
SECTION 6A POWER STEERING SYSTEM
SECTION 6B POWER STEERING PUMP
SECTION 6C POWER STEERING GEAR
SECTION 6D MANUAL STEERING GEAR
SECTION 6E STEERING WHEEL AND COLUMN

SOHC ENGINE MECANICAL 1B–3
DAEWOO M-150 BL2
parts are installed in the cross flow arrangement. The
rocker arm (i) operates in seesaw motion to close and
open the intake and exhaust valves (j) with camshaft by
turning the rocker arm shaft of each intake and exhaust
part.
ENGINE BLOCK
As the largest part of the engine components. the block
(l) has all the necessary parts attached to outer surface
of it.
On the inside surface of block, there are bore surfaces
by horning, which are cylinders, and on the periphery of
the cylinders, there are the passages to prevent the
over-heated and to lubricate the engine block.
CRANKSHAFT
The crankshaft (m) is to convert the rectilinear motion
into the rotation motion through the connecting rod (n)
which transmits the power generated by combustion.
On the one side of it, oil pump, crankshaft pulley and
timing belt pulley are attached, and oil seal housing and
flywheel are on the other side.
A special steel of high grade cast iron is used for the ma-
terial to stand the bending load and distortion. The mate-
rial of the main bearing (o) is aluminum alloy. The split
thrust bearings (p) are inserted in the journal bearing
part (No.3).
D102B004
CONNECTING ROD
The connecting rods (n) are made of forged steel, and
its section is typed “I” with its big end connected tocrankshaft (m) and its small end to piston pin to transmit
the power.
The big end is detachable, and its upper and lower parts
are fastened by bolting after the metal bearings (q) are
inserted.
PISTON, PISTON RING AND PISTON
PIN
Piston
The piston (r) is of the open skirt type and its crown is
exposed in the combustion chamber to generate power.
Its land and skirt parts are made of coat aluminum alloy
which is light and has excellent heat conductivity in order
to meet its continuous and high speed reciprocation
movement.
Piston Ring
It is composed of two compression rings (s) and one oil
ring (t) and installed between the grooves of the piston
to make the high speed reciprocating movement main-
taining a remarkable air tightness as well as cylinders. It
is a critical parts to affect the compression pressure, oil
consumption, compression, blow by pressure and en-
gine performance.
Piston Pin
The pin (u) is not fixed to the piston or connecting rod
and its both ends are assembled by the circlip (v) in the
full floating type. The pin is used to transmit the power
from the crown part of piston to connecting rod.
D102B005

1B –4 SOHC ENGINE MECANICAL
DAEWOO M-150 BL2
TIMING BELT AND PULLEY
The timing belt connects the camshaft timing pulley (w)
and the crankshaft timing pulley (x). The timing belt
coordinates the crankshaft and the camshaft and keeps
them synchronized. The timing belt also turns the cool-
ant pump (y). The timing belt and the pulleys are toothed
so that there is no slippage between them. There is a
tension pulley (z) that maintains the correct timing belt
tension. The timing belt is made of a tough reinforced
rubber similar to that used on the serpentine drive belt.
The timing belt requires no lubrication.
D102B006
ENGINE MOUNT
This is to absorb or reduce the engine vibration and im-
pact from the wheeled road. Engine mount is attached to
the engine–front side, the engine-right side and the en-
gine-rear side and one transaxle mount is attached to
the transaxle side.
D102B007
D102B008

1B –6 SOHC ENGINE MECANICAL
DAEWOO M-150 BL2
ENGINE BLOCK
D21B0011
1 Oil Level Gauge Stick
2Piston
3 Connecting Rod
4 Engine Block
5 Oil Filter6 Flywheel
7 Crankshaft
8 Oil Pan
9 Oil Pump Strainer
10 Oil Pump Assembly

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

ENGINE ELECTRICAL 1E–9
DAEWOO M-150 BL2
IGNITION SYSTEM
D102E404
1 Ignition Coil
2 Spark Pulg
3 Ignitoin Wire (#0)
4 Ignition Wires (#1, #2, #3)
5 Support Clamp
6 Mounting Clamp
7 Distributor Assembly
8 Coupling
9 Distributor Oil Seal
10 Distributor Housing
11 Distributor Shaft12 Plate
13 Optical Sensor Unit
14 Plate
15 Bushing
16 Disc Wheel
17 Inner Cover
18 Outer Cover
19 Distributor Rotor
20 Distributor Cap Seal
21 Distributor Cap

1E–10 ENGINE ELECTRICAL
DAEWOO M-150 BL2
DIAGNOSTIC INFORMATION AND PROCEDURE
IGNITION SYSTEM
ConditionProbable CauseCorrection
No Crank
Low battery voltage.
Charging the battery or Replace
the battery.

Battery cable is loose, corroded,
or damaged.
Repair or Replace the battery
cable.

Faulty starter motor or starter
motor circuit is open.
Repair or Replace the starter
motor/starter motor circuit.

Faulty ignition switch or fuse Ef2
is blown.
Replace the ignition switch or fuse
Ef2.

Ground short.
Repair the ground short.
Crank OK, But Too Slow
Low battery voltage.
Charging the battery or Replace
the battery.

Batter.

Battery cables is loose, corroded,
or damaged.
Repair or Replace the battery
cable.

Faulty starter motor.
Repair or Replace the starter
motor.
Starter Motor Does Not Stop
Faulty starter motor.
Repair or Replace the starter
motor.

Faulty ignition switch.
Replace the ignition switch.
Starter Motor Running, But Not
Cranking
Broken the clutch pinion gear or
faulty starter motor.
Replace the starter motor.

Broken the flywheel ring gear.
Replace the flywheel.

Connected circuit is open.
Repair the open circuit.
Overcharging Battery
Faulty the IC regulator.
Replace the IC regulator.
Battery Discharge
Loosen the generator drive belt.
Adjust the belt tension or Replace
the belt.

The circuit is open or a short.
Repair the open or a short circuit.

Faulty IC regulator.
Replace the IC regulator.

Battery run down.
Replace the battery.

Open ground circuit.
Repair the open ground circuit.
Charging Indicator Lamp
Fault IC regulator.
Replace the IC regulator.
Does Not Work When the
Ignition Switch ON
Charging indicator lamp is blown
or fuse F8 is blown.
Repair or Replace the charging
indicator lamp/fuse F8.
(Engine Does Not Work)
Faulty ignition switch.
Replace the ignition switch.

Generator ground circuit is open
or a short.
Repair the circuit.
Charging Indicator Lamp
Faulty IC regulator.
Replace the IC regulator.
Does Not Put Out Lights After
Starting the Engine
Battery cable is corroded or
damaged.
Repair or Replace the battery
cable.

Loosen the generator drive belt.
Adjust the belt tension or Replace
the belt.

Faulty wiring harness.
Repair the wiring harness.

ENGINE ELECTRICAL 1E–35
DAEWOO M-150 BL2
D102E764
4. Remove the optical sensor cover and adaptor from
the distributor housing.

Remove the screw (1).

Remove the adaptor (2).

Remove the screws (3).

Remove the cover (4).

Remove the gasket (5).
D102E765
5. Remove the optical sensor unit from the distributor
housing.

Carefully remove the disc wheel (1).

Remove the bushing (2).

Remove the screws (3).

Remove the optical sensor unit plate (4).

Remove the optical sensor unit (5).
D102E766
6. Remove the bearing plate from the distributor hous-
ing.

Remove the screws (1).

Remove the bearing plate (2).
D102E767
7. Remove the coupling, shaft and bearing from the dis-
tributor housing.

Remove the coupling (1).

Remove the shaft using the press (2).

Remove the bearing (3).

1F–4 ENGINE CONTROLS
DAEWOO M-150 BL2
DESCRIPTION AND OPERATION
IGNITION SYSTEM OPERATION
This ignition system does not use a conventional distrib-
utor and coil. It uses a crankshaft position sensor input
to the Engine Control Module (ECM). The ECM then de-
termines Electronic Spark Timing (EST) and triggers the
electronic ignition system ignition coil.
This type of distributorless ignition system uses a “waste
spark’’ method of spark distribution. Each cylinder is in-
dividural with coil per cylinder.
These systems use the EST signal from the ECM to
control the EST. The ECM uses the following informa-
tion:

Engine load (manifold pressure or vacuum).

Atmospheric (barometric) pressure.

Engine temperature.

Intake air temperature.

Crankshaft position.

Engine speed (rpm).
ELECTRONIC IGNITION SYSTEM
IGNITION COIL
The Electronic Ignition (EI) system ignition coil is
mounted near on the cylinder head.
A terminals of the EI system ignition coil provides the
spark for each spark plug. The EI system ignition coil is
not serviceable and must be replaced as an assembly.
CRANKSHAFT POSITION SENSOR
This Electronic Ignition (EI) system uses a magnetic
crankshaft position sensor. This sensor protrudes
through its mount to within approximately 1.3 mm (0.05
inch) of the crankshaft reluctor. The reluctor is a special
wheel attached to the crankshaft with 58 slots machined
into it, 57 of which are equally spaced in 6-degree inter-
vals. The last slot is wider and serves to generate a
“sync pulse.” As the crankshaft rotates, the slots in the
reluctor change the magnetic field of the sensor, creat-
ing an induced voltage pulse. The longer pulse of the
58th slot identifies a specific orientation of the crank-
shaft and allows the Engine Control Module (ECM) to
determine the crankshaft orientation at all times. The
ECM uses this information to generate timed ignition
and injection pulses that it sends to the ignition coils and
to the fuel injectors.
CAMSHAFT POSITION SENSOR
The Camshaft Position (CMP) sensor sends a CMP sig-
nal to the Engine Control Module (ECM). The ECM uses
this signal as a “sync pulse” to trigger the injectors in the
proper sequence. The ECM uses the CMP signal to indi-
cate the position of the #1 piston during its power stroke.
This allows the ECM to calculate true sequential fuel in-jection mode of operation. If the ECM detects an incor-
rect CMP signal while the engine is running, Diagnostic
Trouble Code (DTC) P0341 will set. If the CMP signal is
lost while the engine is running, the fuel injection system
will shift to a calculated sequential fuel injection mode
based on the last fuel injection pulse, and the engine will
continue to run. As long as the fault is present, the en-
gine can be restarted. It will run in the calculated se-
quential mode with a 1-in-6 chance of the injector
sequence being correct.
IDLE AIR SYSTEM OPERATION
The idle air system operation is controlled by the base
idle setting of the throttle body and the Idle Air Control
(IAC) valve.
The Engine Control Module (ECM) uses the IAC valve to
set the idle speed dependent on conditions. The ECM
uses information from various inputs, such as coolant
temperature, manifold vacuum, etc., for the effective
control of the idle speed.
FUEL CONTROL SYSTEM
OPERATION
The function of the fuel metering system is to deliver the
correct amount of fuel to the engine under all operating
conditions. The fuel is delivered to the engine by the in-
dividual fuel injectors mounted into the intake manifold
near each cylinder.
The main fuel control sensors are the Manifold Absolute
Pressure (MAP) sensor, the oxygen sensor (O2S), and
the heated oxygen sensor (HO2S).
The MAP sensor measures or senses the intake man-
ifold vacuum. Under high fuel demands, the MAP sensor
reads a low vacuum condition, such as wide open
throttle. The Engine Control Module (ECM) uses this in-
formation to enrich the mixture, thus increasing the fuel
injector on-time, to provide the correct amount of fuel.
When decelerating, the vacuum increases. This vacuum
change is sensed by the MAP sensor and read by the
ECM, which then decreases the fuel injector on-time
due to the low fuel demand conditions.
The O2S is located in the exhaust manifold. The HO2S
is located in the exhaust pipe. The oxygen sensors indi-
cate to the ECM the amount of oxygen in the exhaust
gas, and the ECM changes the air/fuel ratio to the en-
gine by controlling the fuel injectors. The best air/fuel ra-
tio to minimize exhaust emissions is 14.7:1, which
allows the catalytic converter to operate most efficiently.
Because of the constant measuring and adjusting of the
air/fuel ratio, the fuel injection system is called a “closed
loop” system.
The ECM uses voltage inputs from several sensors to
determine how much fuel to provide to the engine. The