fuel type DAEWOO NUBIRA 2004 Service Owner's Manual

1F – 628IENGINE CONTROLS
DAEWOO V–121 BL4
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:
S Verify the customer complaint. To verify the cus-
tomer complaint, the technician should know the
normal operation of the system.
S Perform preliminary checks as follows:
S Conduct a thorough visual inspection.
S Review the service history.
S Detect unusual sounds or odors.
S Gather Diagnostic Trouble Code (DTC) informa-
tion to achieve an effective repair.
S Check bulletins and other service information. This
includes videos, newsletters, etc.
S Refer to service information (manual) system
check(s).
S Refer to service diagnostics.
No Trouble Found
This condition exists when the vehicle is found to operate
normally. The condition described by the customer may be
normal. Verify the customer complaint against another ve-
hicle that is operating normally. The condition may be in-
termittent. Verify the complaint under the conditions de-
scribed by the customer before releasing the vehicle.
Re–examine the complaint.
When the complaint cannot be successfully found or iso-
lated, a re–evaluation is necessary. The complaint should
be re–verified and could be intermittent as defined in ”In-
termittents,” or could be normal.
After isolating the cause, the repairs should be made. Vali-
date for proper operation and verify that the symptom has
been corrected. This may involve road testing or other
methods to verify that the complaint has been resolved un-
der the following conditions:
S Conditions noted by the customer.
S If a DTC was diagnosed, verify a repair by duplicat-
ing conditions present when the DTC was set as
noted in the Failure Records or Freeze Frame data.
Verifying Vehicle Repair
Verification of the vehicle repair will be more comprehen-
sive for vehicles with On–Board Diagnostic (EOBD) sys-
tem diagnostics. Following a repair, the technician should
perform these steps:
Important : Follow the steps below when you verify re-
pairs on EOBD systems. Failure to follow these steps
could result in unnecessary repairs.S Review and record the Failure Records and the
Freeze Frame data for the DTC which has been
diagnosed (Freeze Fame data will only be stored
for an A or B type diagnostic and only if the MIL
has been requested).
S Clear the DTC(s).
S Operate the vehicle within conditions noted in the
Failure Records and Freeze Frame data.
S 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 On–Board Diagnos-
tic (EOBD) experience in the 1994 and 1995 model years,
this list of non–vehicle faults that could affect the perfor-
mance of the EOBD system has been compiled. These
non–vehicle faults vary from environmental conditions to
the quality of fuel used. With the introduction of EOBD
diagnostics across the entire passenger car and light–duty
truck market in 1996, illumination of the MIL due to a non–
vehicle 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 ev-
ery possible fault and may not apply equally to all product
lines.
Fuel Quality
Fuel quality is not a new issue for the automotive industry,
but its potential for turning on the Malfunction Indicator
Lamp (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 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.
High vapor pressures generated in the fuel tank can also
affect the Evaporative Emission diagnostic as well.
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
fuels use alcohol to increase the octane rating of the fuel.
Although alcohol–enhanced fuels may raise the octane
rating, the fuel’s ability to turn into vapor in cold tempera-
tures deteriorates. This may affect the starting ability and
cold driveability of the engine.
Low fuel levels can lead to fuel starvation, lean engine op-
eration, and eventually engine misfire.
Non–OEM Parts
All of the EOBD diagnostics have been calibrated to run
with Original Equipment Manufacturer (OEM) parts.
Something as simple as a high–performance exhaust sys-
tem that affects exhaust system back pressure could po-

ENGINE CONTROLS 1F – 629
DAEWOO V–121 BL4
tentially interfere with the operation of the Exhaust Gas
Recirculation (EGR) valve and thereby turn on the MIL.
Small leaks in the exhaust system near the post catalyst
oxygen sensor can also cause the MIL to turn on.
Aftermarket electronics, such as cellular phones, stereos,
and anti–theft devices, may radiate electromagnetic inter-
ference (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 system.
If the ignition system is rain–soaked, it can temporarily
cause engine misfire and turn on the MIL.
Refueling
A new EOBD diagnostic checks the integrity of the entire
Evaporative (EVAP) Emission system. If the vehicle is re-
started after refueling and the fuel cap is not secured cor-
rectly, the on–board diagnostic system will sense this as
a system fault, turn on the MIL, and set DTC P0440.
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 operation
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 EOBD diagnostics will cause the MIL to
turn on if the vehicle is not maintained properly. Restricted
air filters, fuel filters, and crankcase deposits due to lack
of oil changes or improper oil viscosity can trigger actual
vehicle 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 EOBD
diagnostics, 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 vibra-
tions in the vehicle, such as caused by an excessive
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 controlmodule (ECM) detects a fault on a related
system or component. One example would be that if the
ECM detected a Misfire fault, the diagnostics on the cata-
lytic converter would be suspended until the Misfire fault
was repaired. If the Misfire fault is severe enough, the cat-
alytic converter can be damaged due to overheating andwill never set a Catalyst DTC until the Misfire fault is re-
paired and the Catalyst diagnostic is allowed to run to
completion. If this happens, the customer may have to
make two trips to the dealership in order to repair the ve-
hicle.
SERIAL DATA COMMUNICATIONS
Class II Serial Data Communications
Government regulations require that all vehicle manufac-
turers establish a common communication system. This
vehicle utilizes the ”Class II” communication system. Each
bit of information can have one of two lengths: long or
short. This allows vehicle wiring to be reduced by transmit-
ting and receiving multiple signals over a single wire. The
messages carried on Class II data streams are also priori-
tized. If two messages attempt to establish communica-
tions 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. Themost 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 value. On
this vehicle the scan tool displays the actual values for ve-
hicle parameters. It will not be necessary to perform any
conversions from coded values to actual values.
ON–BOARD DIAGNOSTIC (EOBD)
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 diagnostic
executive records the following data:
S The diagnostic test has been completed since the
last ignition cycle.
S The diagnostic test has passed during the current
ignition cycle.
S The fault identified by the diagnostic test is not cur-
rently active.
When a diagnostic test reports a fail result, the diagnostic
executive records the following data:
S The diagnostic test has been completed since the
last ignition cycle.
S The fault identified by the diagnostic test is current-
ly active.
S The fault has been active during this ignition cycle.
S The operating conditions at the time of the failure.
Remember, a fuel trim Diagnostic Trouble Code (DTC)
may be triggered by a list of vehicle faults. Make use of all
information available (other DTCs stored, rich or lean con-
dition, etc.) when diagnosing a fuel trim fault.

ENGINE CONTROLS 1F – 633
DAEWOO V–121 BL4
Failed This Ig. (Failed This Ignition)
This message display indicates that the diagnostic test
has failed at least once during the current ignition cycle.
This message will clear when DTCs are cleared or the igni-
tion is cycled.
History
This message display indicates that the DTC has been
stored in memory as a valid fault. A DTC displayed as a
History fault may not mean that the fault is no longer pres-
ent. The history description means that all the conditions
necessary for reporting a fault have been met (maybe
even currently), and the information was stored in the con-
trol module memory.
MIL Requested
This message display indicates that the DTC is currently
causing the MIL to be turned ON. Remember that only
type A and type B DTCs can request the MIL. The MIL re-
quest cannot be used to determine if the DTC fault condi-
tions are currently being experienced. This is because the
diagnostic executive will require up to three trips during
which the diagnostic test passes to turn OFF the MIL.
Not Run Since CI (Not Run Since Cleared)
This message display indicates that the selected diagnos-
tic test has not run since the last time DTCs were cleared.
Therefore, the diagnostic test status (passing or failing) is
unknown. After DTCs are cleared, this message will con-
tinue to be displayed until the diagnostic test runs.
Not Run This Ig. (Not Run This Ignition)
This message display indicates that the selected diagnos-
tic test has not run during this ignition cycle.
Test Ran and Passed
This message display indicates that the selected diagnos-
tic test has done the following:
S Passed the last test.
S Run and passed during this ignition cycle.
S Run and passed since DTCs were last cleared.
If the indicated status of the vehicle is ”Test Ran and
Passed” after a repair verification, the vehicle is ready to
be released to the customer.
If the indicated status of the vehicle is ”Failed This Ignition”
after a repair verification, then the repair is incomplete and
further diagnosis is required.
Prior to repairing a vehicle, status information can be used
to evaluate the state of the diagnostic test, and to help
identify an intermittent problem. The technician can con-
clude that although the MIL is illuminated, the fault condi-
tion that caused the code to set is not present. An intermit-
tent condition must be the cause.
PRIMARY SYSTEM – BASED
DIAGNOSTICS
There are primary system–based diagnostics which eval-
uate system operation and its effect on vehicle emissions.
The primary system–based diagnostics are listed below
with a brief description of the diagnostic function:
Oxygen Sensor Diagnosis
The fuel control Front Heated Oxygen Sensor (HO2S1) is
diagnosed for the following conditions:
S Slow response.
S Response time (time to switch R/L or L/R).
S Inactive signal (output steady at bias voltage
approx. 450 mv).
S Signal fixed high.
S Signal fixed low.
The catalyst monitor Rear Heated Oxygen Sensor
(HO2S2) is diagnosed for the following conditions:
S Heater performance (time to activity on cold start).
S Signal fixed low during steady state conditions or
power enrichment (hard acceleration when a rich-
mixture should be indicated).
S Signal fixed high during steady state conditions or
deceleration mode (deceleration when a lean mix-
ture should be indicated).
S Inactive sensor (output steady at approximately 438
mv).
If the oxygen sensor pigtail wiring, connector or terminal
are damaged, the entire oxygen sensor assembly must be
replaced. Do not attempt to repair the wiring, connector or
terminals. In order for the sensor to function properly, it
must have clean reference air provided to it. This clean air
reference is obtained by way of the oxygen sensor wire(s).
Any attempt to repair the wires, connector or terminals
could result in the obstruction of the reference air and de-
grade oxygen sensor performance.
Misfire Monitor Diagnostic Operation
The misfire monitor diagnostic is based on crankshaft
rotational velocity (reference period) variations. The en-
gine control module (ECM) determines crankshaft rota-
tional velocity using the Crankshaft Position (CKP) sensor
and the Camshaft Position (CMP) sensor. When a cylinder
misfires, the crankshaft slows down momentarily. By mon-
itoring the CKP and CMP sensor signals, the ECM can cal-
culate when a misfire occurs.
For a non–catalyst damaging misfire, the diagnostic will be
required to monitor a misfire present for between
1000–3200 engine revolutions.
For catalyst–damaging misfire, the diagnostic will respond
to misfire within 200 engine revolutions.
Rough roads may cause false misfire detection. A rough
road will cause torque to be applied to the drive wheels and
drive train. This torque can intermittently decrease the
crankshaft rotational velocity. This may be falsely de-
tected as a misfire.

4–2WUSAGE AND CAPACITY OF FUSES IN FUSE BLOCK
1. ENGINE ROOM RELAY AND FUSE BLOCK
1) POSITION OF RELAY AND FUSE
2) USAGE OF FUSE IN ENGINE FUSE BLOCK
Power
Supply
ClassificationFuse
NoCapacityUsage
Ef130ABattery Main(F13~F16, F21~F24)
Ef260AEBCM, Oil Feeding Conenctor
Ef330ABlower Relay
30SBEf430AIgnition Switch–2
BAT (+)(Slow–BlownEf530AIgnition Switch–1
Fuse)Ef620ACooling Fan Low Relay
Ef730ADefog Relay
Ef830ACooling Fan HI Relay
IGN2 (15A)Ef920APower Window Switch
IGN1 (15)Ef1015AFuel Connector, ECM (MR–140), LEGR, EI
System
30Ef1110AECM, Main Relay (Sirius D4)
BAT(+)Ef1225AHead lamp Relay, ILLUM. Relay
Ef1315ABrake Switch
IGN2 (15A)Ef1420APower Window Switch
56 LIGHTEf1515AHead Lamp HI
30Ef1615AHorn Relay, siren, Hood Contact Switch
BAT(+)Ef1710AA/C Comp. Relay
IGN1 (15)Ef1815AFuel Pump
30 BAT(+)Ef1915ACluster, Key Remind S/W, Folding Mirror Unit, MAP
Lamp, Room Lamp, Trunk Open lamp, Trunk
Open S/W
56 LIGHTBlade TypeEf2010AHead Lamp Low
IGN1 (15)/FuseEf2115AEVAP Canister Purge Solenoid, HO2S, Cooling
Fan Relay
30 BAT(+)Ef2215Ainjector, EGR, EEGR
ILLUM. (58)Ef2310ALicense Plate Lamp, Chime Bell, Tail Lamp, Head
Lamp
30 BAT (+)Ef2415AFog Lamp Relay
IGN2 (15A)Ef2510AElectric OSRV Mirror
30 BAT (+)Ef2615ACentral Door Lock Unit
56 LIGHTEf2710AHead Lamp Low
ILLUM. (58)Ef2810AILLUM. Circuit, Head Lamp, Tail Lamp
SPAREEf2910ANot Used
Ef3015ANot Used
Ef3125ANot Used

IMMOBILIZER ANTI–THEFT SYSTEM 9T2 – 11
DAEWOO V–121 BL4
GENERAL DESCRIPTION
AND SYSTEM OPERATION
IMMOBILIZER SYSTEM
The purpose of the Immobilizer system is to provide addi-
tional theft deterrence to the vehicle in which it is installed
and to prevent it from being stolen or driven by unautho-
rized users.
The verification of the user authorization is done by an igni-
tion 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 be-
tween the Immobilizer and the ECM in a 5 byte of encoded
data.
These 5 bytes are composed by a mixture of random data
and two types of fixed code
S a vehicle model identification number : MIN
S 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
S Virgin mode (VIN not learnt)
S Learnt mode (VIN learnt)
S 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 inter-
vention 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 in-
terchanged for an ECM that is used with an immobilizer
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
S a maximum or 5 ignition keys with integrated trans-
ponder
S the toroidal coil (Detection coil) for energizing and
reading the transponder mounted at the ignition
lock.S 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
S the external status LED for displaying the Immobi-
lizer status
S 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 crypto–
algorithm with 96 bits of user configurable s cret–key con-
tained in EEPROM and transmits data to the ICU by mod-
ulating 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 Immobilizer
is restricted to 50cm. The correct placement on the ignition
lock and the exact electrical data is very important for the
reading distance of transponder.
he toroidal coil and receiving coil inside the transponder
built a transformer. During the readingprocess the coil in-
duces 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 between
the ICU and the ECM.
The task of the Immobilizer Electronic Control unit (ICU)
are:
S Reading of the input information ”ignition ON/OFF”
S Controlling the states LED
S Controlling the transponder read/write process
(modulation, demodulation, decoding, comparison
of the read code with the code of the valid keys).
S Communication with the ECM after ignition ON (re-
ceiving of the ECM–request and transmission of
release message).
S Special functions for calculation and handling of the
VIN–code.
The VIN code is calculated by the Immobilizer using a ran-
dom generator.