differential DAEWOO NUBIRA 2004 Service Workshop Manual

5B – 54IFIVE–SPEED MANUAL TRANSAXLE
DAEWOO V–121 BL4
3. Install the side gears and the side thrust washers
into the differential housing.
4. Install the differential pinion gears and the differen-
tial pinion gear washers into the differential housing.
5. Install the pinion gear shaft into the differential
housing.
6. Install the pinion gear shaft lock pin into the differ-
ential housing and the pinion gear shaft.
7. Install the ring gear and the ring–gear bolts.
Tighten
Tighten the ring–gear bolts to 70 NSm (52 lb–ft).

FIVE–SPEED MANUAL TRANSAXLE 5B – 55
DAEWOO V–121 BL4
8. Install the differential assembly into the transaxle
case.
9. Install the right–side bearing retainer and the right-
side bearing retainer bolts.
Tighten
Tighten the right–side bearing retainer bolts to 25
NSm (18 lb–ft).
10. Install the bearing–adjusting ring.
11. Tighten the bearing–adjusting ring using the remov-
er/ installer KM–520.
Tighten
Tighten the bearing adjusting ring until there is no end
play with the differential.
Adjust the preload on the differential bearings.
Used Bearings:
1 NSm (9 lb–in) required to rotate the differential one
revolution per second.
New Bearings:
2 NSm (18 lb–in) required to rotate the differential one
revolution per second.
Tighten or loosen the bearing ring adjuster to get the
required preload on the bearings.
12. Install the bearing–adjusting ring–retainer plate and
the bearing–adjusting ring–retainer plate bolt.
Tighten
Tighten the bearing–adjusting ring–retainer plate bolt
to 5 NSm (44 lb–in).

5B – 56IFIVE–SPEED MANUAL TRANSAXLE
DAEWOO V–121 BL4
13. Install the differential cover gasket, the differential
cover, and the differential cover bolts.
Tighten
Tighten the differential cover bolts to 40 NSm (30 lb–
ft).
MAJOR COMPONENT ASSEMBLY
Tools Required
J–36633 Snap Ring Retainer
KM–334 Installer Sleeve
KM–552 Fixture
KM–554 Installer
KM–113–2 Base
Assembly Procedure
1. Join the mainshaft and the input shaft.
2. Compress the snap ring at the base of the main-
shaft and hold with the snap ring retainer J–36633.
3. Hold the snap ring at the base of the input drive-
shaft with the snap ring pliers.
4. Install the mainshaft/input shaft assembly onto the
bearing plate.
5. Release the mainshaft snap ring and the input shaft
snap ring.
6. Position the first–second gearshift fork.
7. Install the fifth gearshift lever into the bearing plate.

FIVE–SPEED MANUAL TRANSAXLE 5B – 63
DAEWOO V–121 BL4
GENERAL DESCRIPTION
AND SYSTEM OPERATION
FIVE–SPEED MANUAL TRANSAXLE
This five–speed transaxle assembly is a transmission of
constant–mesh design.
Combined in the assembly are:
S All forward gears.
S The reverse gear.
S The differential output.
The basic components of the five–speed transaxle as-
sembly units are the:
S Transaxle case.
S Input shaft.
S Input shaft gears.S Output shaft.
S Output shaft gears.
S Ring gear and differential assembly.
Forward Gear
Shifting to a forward gear is accomplished through a com-
bination of synchronizers with blocker rings controlled by
sliding shift forks.
Reverse Gear
Reverse gear is not synchronized and uses a sliding idler
gear arrangement.
Differential Assembly
The differential is a conventional arrangement of gears
that is supported by tapered roller bearings. The final out-
put gear turns the ring gear and differential assembly
which turns the drive axle shafts.

7B – 52IMANUAL CONTROL HEATING, VENTILATION AND AIR CONDITIONING SYSTEM
DAEWOO V–121 BL4
SYSTEM COMPONENTS–CONTROL
Controller
The operation of the A/C system is controlled by the
switches and the lever on the control head. The compres-
sor clutch and the blower are connected electrically to the
control head by a wiring harness. The blower circuit is
open in the OFF mode. Airflow is provided by the four
blower speeds available in the remaining modes. Cooled
and dehumidified air is available in the MAX, NORMAL,
BI–LEVEL, and DEFROST modes.
The temperature is controlled by the position of the tem-
perature knob on the control head. A cable connects this
knob to the temperature door, which controls the airflow
through the heater core. As the temperature knob is
moved through its range of travel, a sliding clip on the
cable at the temperature valve connection should assume
a position ensuring that the temperature door will seat in
both extreme positions. The temperature door position is
independent of the mode control switch. The temperature
door on some models is controlled electrically, eliminating
the need for the temperature cable.
The electric engine cooling fan on some vehicles is not
part of the A/C control system; however, the fan is opera-
tional any time the A/C control is in the MAX, NORMAL,
or BI–LEVEL modes. Some models provide for engine
cooling fan operation when the controller is in the DE-
FROST mode. This added feature is part of the A/C con-
troller function and is aimed at preventing excessive com-
pressor head temperatures. It also allows the A/C system
to function more efficiently. On some models, the engine
cooling fan will be turned off during road speed conditions
above 56 km/h (35 mph), when the airflow though the con-
denser coil is adequate for efficient cooling. The operation
of the cooling fan is controlled by the powertrain control
module (PCM), or the engine control module (ECM),
through the cooling fan relay.
Pressure Transducer
The pressure transducer incorporates the functions of the
high–pressure and the low–pressure cutout switches
along with the fan cycling switch. The pressure transducer
is located in the high–side liquid refrigerant line near the
right front strut tower and the air filter assembly.
Wide–Open Throttle (WOT) Compressor
Cutoff
During full throttle acceleration on vehicles equipped with
multi–port injection (MPI), the throttle position sensor
(TPS) sends a signal to the PCM or the ECM, which then
controls the compressor clutch.
A/C Time Delay Relay
This relay on some vehicles controls the current to the en-
tire A/C system and provides a short delay of A/C opera-
tion upon start–up.
V5 COMPRESSOR–GENERAL
DESCRIPTION
Different vehicles with V5 compressors may exhibit differ-
ences in mounting and installation, but overhaul proce-
dures are similar.
Before removing the compressor or performing on–ve-
hicle repairs, clean the compressor connections and the
outside of the compressor.
Important : After removing a compressor from the vehicle
for servicing, drain the oil by removing the oil drain plug.
Also drain the oil from the suction and the discharge ports
to insure complete draining. Measure the amount of oil
drained, and record that amount. Discard the used oil and
add the same amount of new polyalkaline glycol (PAG) re-
frigerant oil to the compressor.
The compressor has been removed from the vehicle un-
less otherwise indicated.
Clean tools and a clean work area are important for proper
servicing. Keep dirt and foreign material from getting on or
into the compressor parts. Parts that are to be reassem-
bled should be cleaned with trichloroethane, naphtha,
stoddard solvent, kerosene, or equivalent solvents. Dry
the cleaned parts with clean dry air. Use only lint–free
cloths to wipe the parts.
V5 COMPRESSOR–DESCRIPTION OF
OPERATION
The V5 is a variable displacement compressor that can
match the automotive air conditioning (A/C) demand un-
der all conditions without cycling. The basic compressor
mechanism is a variable angle wobble–plate with five ax-
ially oriented cylinders. The center of control of the com-
pressor displacement is a bellows–actuated control valve
located in the rear head of the compressor. The control
valve senses compressor suction pressure.
The wobble–plate angle and the compressor displace-
ment are controlled by the crankcase suction pressure dif-
ferential. When the A/C capacity demand is high, the suc-
tion pressure will be above the control point. The valve will
maintain a bleed from crankcase to suction. With no
crankcase suction pressure differential, the compressor
will have maximum displacement.
When the A/C capacity demand is lower and the suction
pressure reaches the control point, the valve will bleed dis-
charge gas into the crankcase and close off a passage
from the crankcase to the suction plenum. The angle of the
wobble–plate is controlled by a force balance on the five
pistons. A slight elevation of the crankcase suction pres-
sure differential creates total force on the pistons resulting
in a movement about the wobbleplate pivot pin that re-
duces the plate angle.
The compressor has a unique lubrication system. The
crankcase suction bleed is routed through the rotating
wobble–plate for lubrication of the wobble–plate bearing.
The rotation acts as an oil separator which removes some