checking oil DAEWOO NUBIRA 2004 Service Repair Manual

1F – 40IENGINE CONTROLS
DAEWOO V–121 BL4
ENGINE CRANKS BUT WILL NOT RUN (1.4L/1.6L DOHC)
Test Description
The number(s) below refer to step(s) on the diagnostic
table.
1. The On–Board Diagnostic (EOBD) System Check
prompts the technician to complete some basic
checks and store the freeze frame and failure re-
cords data on the scan tool if applicable. This
creates an electronic copy of the data taken when
the occurred. The information is then stored on the
scan tool for later reference.
2. By performing a compression test, it can be deter-
mined if the engine has the mechanical ability to
run.
3. It is important to check for the presence of sparkfrom all of the ignition wires. If spark is present from
one to three of the ignition coil terminals, the Crank-
shaft Position (CKP) sensor is OK.
19. In checking the engine control module (ECM) out-
puts for the electronic spark timing signal, it recom-
mended to use an oscilloscope to view the varying
voltage signals. In measuring these outputs with a
voltmeter, intermittent errors may occur that cannot
be seen by a voltmeter.
35. This step checks for proper operation of the ECM’s
control of the fuel pump circuit.
59. This step checks for a ground signal being supplied
by the ECM to operate the fuel injectors. If there is
no ground present during the cranking of the en-
gine, and the fuel injector wiring is OK, the ECM is
at fault.
Engine Cranks But Will Not Run (1.4L/1.6L DOHC)
CAUTION : Use only electrically insulated pliers when
handling ignition wires with the engine running to
prevent an electrical shock.
CAUTION : Do not pinch or restrict nylon fuel lines.Damage to the lines could cause a fuel leak, resulting
in possible fire or personal injury.
Step
ActionValue(s)YesNo
1Perform an Euro On–Board Diagnostic (EOBD)
System Check.
Is the check complete.–Go to Step 2Go to
”Euro On–
Board Diagnos-
tic System
Check”
2Crank the engine.
Does the engine start and continue to run?–System OKGo to Step 3
3Perform a cylinder compression test.
Is the cylinder compression for all of the cylinders at
or above the value specified?689 kPa
(100 psi)Go to Step 7Go to Step 4
4Inspect the timing belt alignment.
Is the timing belt in alignment?–Go to Step 6Go to Step 5
5Align or replace the timing belt as needed.
Is the repair complete?–Go to Step 2–
6Repair internal engine damage as needed.
Is the repair complete?–Go to Step 2–
7Inspect the fuel pump fuse.
Is the problem found?–Go to Step 8Go to Step 9
8Replace the fuse.
Is the repair complete?–Go to Step 2–
9Check for the presence of spark from all of the igni-
tion wires while cranking the engine.
Is spark present from all of the ignition wires?–Go to Step 23Go to Step 10
101. Measure the resistance of the ignition wires.
2. Replace any of the ignition wire(s) with a resist-
ance above the value specified.
3. Check for the presence of spark from all of the
ignition wire.
Is spark present from all of the ignition wires?30000 WGo to Step 2Go to Step 11

ENGINE CONTROLS 1F – 47
DAEWOO V–121 BL4
ENGINE CRANKS BUT WILL NOT RUN (1.8L DOHC)
Test Description
The number(s) below refer to step(s) on the diagnostic
table.
1. The On–Board Diagnostic (EOBD) System Check
prompts the technician to complete some basic
checks and store the freeze frame and failure re-
cords data on the scan tool if applicable. This
creates an electronic copy of the data taken when
the occurred. The information is then stored on the
scan tool for later reference.
2. By performing a compression test, it can be deter-
mined if the engine has the mechanical ability to
run.
3. It is important to check for the presence of sparkfrom all of the ignition wires. If spark is present from
one to three of the ignition coil terminals, the Crank-
shaft Position (CKP) sensor is OK.
19. In checking the engine control module (ECM) out-
puts for the electronic spark timing signal, it recom-
mended to use an oscilloscope to view the varying
voltage signals. In measuring these outputs with a
voltmeter, intermittent errors may occur that cannot
be seen by a voltmeter.
35. This step checks for proper operation of the ECM’s
control of the fuel pump circuit.
59. This step checks for a ground signal being supplied
by the ECM to operate the fuel injectors. If there is
no ground present during the cranking of the en-
gine, and the fuel injector wiring is OK, the ECM is
at fault.
Engine Cranks But Will Not Run (1.8L DOHC)
CAUTION : Use only electrically insulated pliers when
handling ignition wires with the engine running to
prevent an electrical shock.
CAUTION : Do not pinch or restrict nylon fuel lines.Damage to the lines could cause a fuel leak, resulting
in possible fire or personal injury.
Step
ActionValue(s)YesNo
1Perform an On–Board Diagnostic (EOBD) System
Check.
Was the check performed?–Go to Step 2Go to
”On–Board
Diagnostic
(EOBD) Sys-
tem Check”
2Check for set Diagnostic Trouble Code (DTC)
P0601.
Is the DTC set?–Go to applica-
ble DTC tableGo to Step 4
3Crank the engine.
Does the engine start and continue to run?–System OKGo to Step 5
4Perform a cylinder compression test.
Is the cylinder compression for all of the cylinders at
or above the value specified?689 kPa
(100 psi)Go to Step 8Go to Step 5
5Inspect the timing belt alignment.
Is the timing belt in alignment?–Go to Step 7Go to Step 6
6Align or replace the timing belt as needed.
Is the repair complete?–Go to Step 3–
7Repair the internal engine damage as needed.
Is the repair complete?–Go to Step 3–
8Inspect the fuel pump fuse.
Is the problem found?–Go to Step 9Go to Step 10
9Replace the fuse.
Is the repair complete?–Go to Step 3–
101. Install a scan tool.
2. Turn the ignition ON, the engine OFF and close
the throttle.
Does the Throttle Position (TP) sensor read less
than the specified value.1.0 vGo to Step 11Go to ”DTC
P0123 Throttle
Position Sensor
High Voltage”

ENGINE CONTROLS 1F – 85
DAEWOO V–121 BL4
IGNITION SYSTEM CHECK (1.4L/1.6L DOHC)
Circuit Description
The Electronic Ignition (EI) system uses a waste spark
method of spark distribution. In this type of EI system, the
Crankshaft Position (CKP) sensor is mounted to the oil
pump near a slotted wheel that is a part of the crankshaft
pulley. The CKP sensor sends reference pulses to the en-
gine control module (ECM). The ECM then triggers the EI
system ignition coil. Once the ECM triggers the EI system
ignition coil, both of the connected spark plugs fire at the
same time. One cylinder is on its compression stroke at
the same time that the other is on the exhaust stroke, re-
sulting in lower energy needed to fire the spark plug in the
cylinder on its exhaust stroke.
This leaves the remainder of the high voltage to be used
to fire the spark plug in the cylinder on its compression
stroke. Since the CKP sensor is in a fixed position, timing
adjustments are not possible or needed.
Test Description
The number(s) below refer to step(s) on the diagnostictable.
2. It is important to check for the presence of spark to
all of the cylinders to isolate the problem to either
EI system ignition coil inputs or outputs.
5. In checking the ECM outputs for the electronic
spark timing signal, it recommended to use an os-
cilloscope to view the varying voltage signals. In
measuring these outputs with a voltmeter, intermit-
tent errors may occur that cannot be seen by a volt-
meter.
6. After confirming ECM inputs for the electronic spark
timing to the EI system ignition coil are OK, it can
be determined that a faulty EI system ignition coil is
at fault.
11. After confirming proper CKP sensor inputs to the
ECM and no wiring problems present, it can be de-
termined that the ECM is at fault.
24. This step, along with step 25, checks for battery
voltage and a ground to the EI system ignition coil.
Ignition System Check (1.4L/1.6L DOHC)
CAUTION : Use only electrically insulated pliers when handling ignition wires with the engine running to prevent
an electrical shock.
Step
ActionValue(s)YesNo
11. Remove the spark plugs.
2. Inspect for wet spark plugs, cracks, wear, im-
proper gap, burned electrodes, or heavy de-
posits.
3. Replace the spark plugs as needed.
Is the repair complete?–System OKGo to Step 2
2Check for the presence of spark from all of the igni-
tion wires while cranking the engine.
Is spark present from all of the ignition wires?–System OKGo to Step 3
31. Measure the resistance of the ignition wires.
2. Replace any ignition wire(s) with a resistance
above the value specified.
3. Check for the presence of spark from all of the
ignition wires.
Is spark present from all of the ignition wires?30,000 WSystem OKGo to Step 4
4Is spark present from at least one of the ignition
wires, but not all of the ignition wires?–Go to Step 5Go to Step 12
51. Turn the ignition OFF.
2. Disconnect the Electronic Ignition (EI) system
ignition coil connector.
3. While cranking the engine, measure the volt-
age at the EI system ignition coil connector
terminal 1.
Does the voltage fluctuate within the values speci-
fied?0.2–2.0 vGo to Step 6Go to Step 7

1F – 88IENGINE CONTROLS
DAEWOO V–121 BL4
IGNITION SYSTEM CHECK (1.8L DOHC)
Circuit Description
The Electronic Ignition (EI) system uses a waste spark
method of spark distribution. In this type of EI system, the
Crankshaft Position (CKP) sensor is mounted to the oil
pump near a slotted wheel that is a part of the crankshaft
pulley. The CKP sensor sends reference pulses to the en-
gine control module (ECM). The ECM then triggers the EI
system ignition coil. Once the ECM triggers the EI system
ignition coil, both of the connected spark plugs fire at the
same time. One cylinder is on its compression stroke at
the same time that the other is on the exhaust stroke, re-
sulting in lower energy needed to fire the spark plug in the
cylinder on its exhaust stroke.
This leaves the remainder of the high voltage to be used
to fire the spark plug in the cylinder on its compression
stroke. Since the CKP sensor is in a fixed position, timing
adjustments are not possible or needed.
Test Description
The number(s) below refer to step(s) on the diagnostictable.
2. It is important to check for the presence of spark to
all of the cylinders to isolate the problem to either
EI system ignition coil inputs or outputs.
5. In checking the ECM outputs for the electronic
spark timing signal, it recommended to use an os-
cilloscope to view the varying voltage signals. In
measuring these outputs with a voltmeter, intermit-
tent errors may occur that cannot be seen by a volt-
meter.
6. After confirming ECM inputs for the electronic spark
timing to the EI system ignition coil are OK, it can
be determined that a faulty EI system ignition coil is
at fault.
11. After confirming proper CKP sensor inputs to the
ECM and no wiring problems present, it can be de-
termined that the ECM is at fault.
24. This step, along with step 25, checks for battery
voltage and a ground to the EI system ignition coil.

ENGINE CONTROLS 1F – 401
DAEWOO V–121 BL4
cords data on the scan tool if applicable. This
creates an electronic copy of the data taken when
the malfunction occurred. The information is then
stored on the scan tool for later reference.
5. Visually/physically checking items which may cause
a lean condition may determine the cause of the
DTC being set and save diagnosis time.
9. A vacuum leak can change the Fuel Trim Index and
set DTC P0171. This step checks the intake man-ifold for vacuum leaks.
11. Contaminants in fuel, such as alcohol or water, can
create a lean condition setting DTC P0171. Check-
ing for these contaminants could identify the mal-
function.
17. If no faults have been found at this point and no
additional DTCs were set, refer to ”Diagnostic Aids”
for additional checks and information.
DTC P0171 – Fuel Trim System Too Lean
StepActionValue(s)YesNo
1Perform an On–Board Diagnostic (EOBD) System
Check.
Was the check performed?–Go to Step 2Go to
”On–Board
Diagnostic Sys-
tem Check”
21. Install the scan tool to the Data Link Connector
(DLC).
2. Turn the ignition ON.
Are any component related Diagnostic Trouble
Codes (DTCs) set?–Go to applica-
ble DTC tableGo to Step 3
3With the engine running, operate the vehicle until the
LOOP STATUS indicates closed.
Is the Long Term Fuel Trim value below the specified
value?25%Go to Step 4Go to Step 5
41. Turn the ignition switch ON, with the engine
OFF.
2. Review the Freeze Frame data and note the
parameters.
3. Operate the vehicle within the Freeze Frame
conditions and Conditions for Setting The DTC
as noted.
Does the Long Term Fuel Trim value go below the
specified value while operating under the specified
conditions?25%Go to Step 16Go to Step 5
5Visually/physically check the following items:
S Vacuum hoses for splits, kinks and improper
connections.
S Crankcase ventilation oil/air separator for prop-
er installation.
S Exhaust system for corrosion, leaks, loose or
missing hardware.
S Front Heated Oxygen Sensor (HO2S1) is
installed securely and the pigtail harness is not
contacting exhaust manifold or engine.
S Fuel for excessive water, alcohol, or other con-
taminants.
S Engine Control Module (ECM) and sensor
grounds are clean, tight, and in their proper
locations.
Do any of the above checks isolate a condition re-
quiring repair?–Go to Step 7Go to Step 6

ENGINE CONTROLS 1F – 505
DAEWOO V–121 BL4
S Fuel system too rich or too lean.
S Foreign material in the throttle body bore or in the
air induction system.
S A leaking or restricted intake manifold.
S Excessive engine overloading. Check for seized
pulleys, pumps, or motors on the accessory drive.
S Overweight engine oil.
Test Description
Number(s) below refer to the step number(s) on the Diag-
nostic Table.
1. The On–Board Diagnostic (EOBD) System Check
prompts the technician to complete some basic
checks and store the freeze frame and failure re-
cords data on the scan tool if applicable. This
creates an electronic copy of the data taken when
the malfunction occurred. The information is then
stored on the scan tool for later reference.
2. A normally operating IAC system will be able to be
extended and retracted by a scan tool and change
the engine idle rpm. Valve movement is verified by
an engine rpm change.
3. If the scan tool was able to command the IAC valve
smoothly, a malfunction may still exist internally
within the IAC valve. This can be checked by
checking the IAC valves internal resistance.5. The IAC circuits always have ground or voltage sig-
nals on them in pairs. If the test light illuminates on
more or less than 2 terminals, 1 of the circuits is
shorted to voltage or open.
6. The IAC circuits always have ground or voltage sig-
nals on them in pairs. If the test light illuminates on
more or less than 2 terminals, 1 of the circuits is
shorted to ground or open
8. The IAC circuits are constantly switched between
ground and voltage so the test light should blink on
all circuits when connected to ground.
10. Any circuitry, that is suspected as causing the inter-
mittent complaint, should be thoroughly checked for
backed–out terminals, improper mating, broken
locks, improperly formed or damaged terminals,
poor terminal– to–wiring connections or physical
damage to the wiring harness.
12. A test light that remains ON constantly indicates
that the circuit is shorted to voltage.
14. The replacement ECM must be reprogrammed.
Refer to the latest Techline procedure for ECM re-
programming.
16. If no malfunctions have been found at this point and
no additional DTCs were set, refer to ”Diagnostic
Aids” in this section for additional checks and infor-
mation for additional checks and information.
DTC P0507 – Idle Speed RPM Higher Than Desired Idle Speed
StepActionValue(s)YesNo
1Perform an On–Board Diagnostic (EOBD) System
Check.
Was the check performed? –Go to Step 2Go to
”On–Board
Diagnostic Sys-
tem Check”
21. 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 command-
ed by the scan tool?900–1200 rpmGo to Step 3Go to Step 5
31. Turn the ignition OFF.
2. Disconnect the IAC valve connector.
3. Measure the resistance between terminal D
and C 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 WGo to Step 4Go to Step 13
41. Measure the resistance between terminal C
and B of the IAC valve.
2. Measure the resistance between terminal D
and A of the IAC valve.
Is the resistance equal to the specified value?–Go to Step 15Go to Step 13

5A1 – 2IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
DTC P0722 – Output Speed Sensor(OSS)
Circuit No Signal 5A1–107. . . . . . . . . . . . . . . . . . . . . .
DTC P0725 – Engine Speed Input Circuit
Malfunction 5A1–110. . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0726 – Engine Speed Input Circuit
Range/Performance 5A1–112. . . . . . . . . . . . . . . . . . .
DTC P0727 – Engine Speed Input Circuit No
Signal 5A1–114. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P0731 – Gear 1 Incorrect Ratio 5A1–116. . . . . .
DTC P0732 – Gear 2 Incorrect Ratio 5A1–118. . . . . .
DTC P0733 – Gear 3 Incorrect Ratio 5A1–120. . . . . .
DTC P0734 – Gear 4 Incorrect Ratio 5A1–122. . . . . .
DTC P0781 – 1–2 Shift Malfunction 5A1–124. . . . . . .
DTC P0782 – 2–3 Shift Malfunction 5A1–126. . . . . . .
DTC P0783 – 3–4 Shift Malfunction 5A1–128. . . . . . .
DTC P1604 – Data Check of Internal &
Extended Ram Failed 5A1–130. . . . . . . . . . . . . . . . . .
DTC P1606 – Failure Of External Watchdog 5A1–132
DTC P1671 – CAN Transmit Message
Failure 5A1–134. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1672 – CAN Bus Off Failure 5A1–136. . . . . . . .
DTC P1673 – CAN Receive ECM Message
Failure 5A1–138. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1839 – EDS 3 Output Shorted To
Ground 5A1–140. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1840 – EDS 3 Output Shorted To
Power 5A1–142. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1841 – EDS 3 Output Open 5A1–144. . . . . . . .
DTC P1850 – Solenoid 1 Output Shorted To
Ground 5A1–146. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1851 – Solenoid 1 Output Shorted To
Power 5A1–148. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1852 – Solenoid 1 Output Open 5A1–150. . . .
DTC P1853 – Solenoid 2 Output Shorted To
Ground 5A1–152. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1854 – Solenoid 2 Output Shorted To
Power 5A1–154. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1855 – Solenoid 2 Output Open 5A1–156. . . .
DTC P1861 – EDS 4 Output Shorted To
Ground 5A1–158. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1862 – EDS 4 Output Shorted To
Power 5A1–160. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1863 – EDS 4 Output Open 5A1–162. . . . . . . .
DTC P1864 – EDS 5 Output Shorted To
Ground 5A1–164. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1865 – EDS 5 Output Shorted To
Power 5A1–166. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1866 – EDS 5 Output Open 5A1–168. . . . . . . .
DTC P1867 – EDS 6 Output Shorted To
Ground 5A1–170. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DTC P1868 – EDS 6 Output Shorted To
Power 5A1–172. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DTC P1869 – EDS 6 Output Open 5A1–174. . . . . . . .
DTC P1871 – EDS Valve Power Supply
Circuit Shorted to Power 5A1–176. . . . . . . . . . . . . . .
DTC P1874 – Solenoid Valve Power Supply
Circuit Shorted to Power 5A1–178. . . . . . . . . . . . . . .
DTC P1881 – 2–1 Shift Malfunction 5A1–180. . . . . . .
DTC P1883 – 3–2 Shift Malfunction 5A1–182. . . . . . .
DTC P1884 – 4–3 Shift Malfunction 5A1–184. . . . . . .
DTC P1885 – 3–1 Shift Malfunction 5A1–186. . . . . . .
DTC P1886 – 4–2 Shift Malfunction 5A1–188. . . . . . .
MAINTENANCE AND REPAIR5A1–190 . . . . . . . . . . . .
ON–VEHICLE SERVICE 5A1–190. . . . . . . . . . . . . . . . . .
Transaxle Fluid Level Checking Procedure 5A1–190.
Changing the Fluid 5A1–191. . . . . . . . . . . . . . . . . . . . . .
Fluid Level Set After Service 5A1–192. . . . . . . . . . . . .
Repairing Fluid Leaks 5A1–192. . . . . . . . . . . . . . . . . . .
Case Porosity Repair 5A1–193. . . . . . . . . . . . . . . . . . . .
Shift Control Lever Assembly 5A1–193. . . . . . . . . . . . .
Shift Control Cable 5A1–195. . . . . . . . . . . . . . . . . . . . . .
Shift Control Cable Adjustment 5A1–196. . . . . . . . . . .
Transaxle Control Module(TCM) 5A1–197. . . . . . . . . .
Park/Neutral Start Switch 5A1–198. . . . . . . . . . . . . . . .
Oil Cooler Pipes/Hoses 5A1–199. . . . . . . . . . . . . . . . . .
Drive Axle Oil Seal 5A1–201. . . . . . . . . . . . . . . . . . . . . .
Oil Pan, Oil Pan Gasket 5A1–201. . . . . . . . . . . . . . . . .
Control Valve Body Assembly 5A1–203. . . . . . . . . . . .
Left Transaxle Mounting Bracket 5A1–205. . . . . . . . . .
Transaxle Assembly 5A1–206. . . . . . . . . . . . . . . . . . . . .
UNIT REPAIR 5A1–212. . . . . . . . . . . . . . . . . . . . . . . . . . .
Torque Converter 5A1–212. . . . . . . . . . . . . . . . . . . . . . .
Transaxle Holding Fixture Assembly 5A1–212. . . . . . .
Valve Body 5A1–212. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rear Cover 5A1–213. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clutch B/E 5A1–214. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clutch B/E Measurement Procedure 5A1–217. . . . . .
Planetary Gear Set 5A1–220. . . . . . . . . . . . . . . . . . . . .
Brake C/D 5A1–221. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Differential 5A1–224. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Side Shaft 5A1–224. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake F, Slotted Nut 5A1–225. . . . . . . . . . . . . . . . . . . . .
Torque Converter Housing 5A1–227. . . . . . . . . . . . . . .
Shift Mechanism 5A1–228. . . . . . . . . . . . . . . . . . . . . . . .
Parking Lock System 5A1–229. . . . . . . . . . . . . . . . . . . .
Bearing Plate(With Spur Gear) Assembly 5A1–229. .
Oil Pump Assembly 5A1–229. . . . . . . . . . . . . . . . . . . . .
Differential/Side Shaft Outer Race, Bearing
Shim 5A1–230. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ZF 4 HP 16 AUTOMATIC TRANSAXLE 5A1 – 45
DAEWOO V–121 BL4
CLUTCH PLATE DIAGNOSIS
Composition Plates
Dry the plate and inspect the plates for the following condi-
tions :
S Pitting
S Flaking
S Wear
S Glazing
S Cracking
S Charring
Chips or metal particles embedded in the lining
Replace a composition plate which shows any of these
conditions.
Steel Plates
Wipe the plates dry and check the plates for heat discolor-
ation. If the surfaces are smooth, even if colorsmear is in-
dicated, you can reuse the plate. If the plate is discolored
with hot spots or if the surface is scuffed, replace the plate.
Important : If the clutch shows evidence or extreme heat
or burning, replace the springs.
Causes of Burned Clutch Plates
The following conditions can result in a burned clutch
plate:
S Incorrect usage of clutch plates.
S Engine coolant in the transaxle fluid.
S A cracked clutch piston.
S Damaged or missing seals.
S Low line pressure.
S Valve problems.
– The valve body face is not flat
– Porosity between channels
– The valve bushing clips are improperly installed.
– The check balls are misplaced.
S The seal rings are worn or damaged
Engine Coolant in Transaxle
Notice : Antifreeze will deteriorate the O–ring seals and
the glue used to bond the clutch material to the pressure
plate. Both conditions may cause transaxle damage.
Perform the following steps if the transaxle oil cooler has
developed a leak, allowing engine coolant to enter the
transaxle:
1. Because the coolant will attach to the seal material
causing leakage, disassemble the transaxle and
replace all rubber type seals.
2. Because the facing material may become sepa-
rated from the steel center portion, replace the
composition faced clutch plate assemblies.
3. Replace all nylon parts including washers.
4. Replace the torque converter.
5. Thoroughly clean and rebuild the transaxle, using
new gaskets and oil filter.6. Flush the cooler lines after you have properly re-
paired or replaced the transaxle.
COOLER FLUSHING AND FLOW
TEST
Notice : You must flush the cooler whenever you receive
a transaxle for service. Cooler flushing is essential for
SRTA installation, major overhaul, whenever you replace
a pump or torque converter, or whenever you suspect that
the fluid has been contaminated.
After filling the transaxle with fluid, start the engine and run
for 30 seconds. This will remove any residual moisture
from the oil cooler. Disconnect the return line at the trans-
axle and observe the flow with the engine running. If the
fluid flow is insufficient, check the fluid flow by disconnect-
ing the feed line at the cooler. Observe the flow with the
engine running.
S If the flow from the cooler return line at the trans-
axle is insufficient, check the flow rate from the feed
line to the cooler. BLockage exists in the transaxle
or the cooler.
S If the flow from the transaxle feed line to the cooler
is insufficient, the transaxle is the cause of the fluid
flow problem.
S If the flow the transaxle feed line to the cooler is
insufficient, but flow from the cooler return line to
the transaxle is insufficient, inspect the cooler pipes
and fittings. Then repeat the cooler flushing proce-
dure. If the flow is still insufficient, replace the cool-
er.
TRANSAXLE FLUID LEVEL SERVICE
PROCEDURE
This procedure is to be used when checking a concern
with the fluid level in a vehicle. A low fluid level will result
in slipping and loss of drive/ reverse or delay on engage-
ment of drive/ reverse when the vehicle is cold.
The vehicle is first checked for transaxle diagnostic mes-
sages on the scan tool. If the oil level is low, it is possible
to register a vehicle speed signal fault.
The vehicle is to be test driven to determine if there is an
abnormal delay when selecting drive or reverse, or loss of
drive. One symptom of low fluid level is a momentary loss
of drive when driving the vehicle around a corner. Also
when the transaxle fluid level is low, a loss of drive may oc-
cur when the transaxle fluid temperature is low.
When adding or changing transaxle fluid use only ESSO
LT 71141 automatic transaxle fluid or other approved
fluids. The use of incorrect fluid will cause the performance
and durability of the transaxle to be severely degraded.
Fluid Level Diagnosis Procedure
1. If the vehicle is at operating temperature allow the
vehicle to cool down for two hours, but no greater
than four hours. Or if the vehicle is at cool status,
start the engine and allow the engine to idle for
approximately 5 minutes (825~875 rpm), if pos-

5A1 – 46IZF 4 HP 16 AUTOMATIC TRANSAXLE
DAEWOO V–121 BL4
sible, drive the vehicle for a few kilometers (N–D,
N–R, shift until two gear). This will allow the trans-
axle to be within the correct temperature range.
Transaxle fluid level should be checked at tempera-
ture 20 to 45°C (68 to 113°F).
CAUTION : Removal of the fluid filler plug when the
transaxle fluid is hot may cause injury if fluid drains
from the filler hole.
2. Switch off accessories, especially air conditioner,
heater.
3. With the brake pedal pressed, move the gear shift
control lever through the gear ranges, pausing a
few seconds in each range. Return the gearshift
lever to P(Park). Turn the engine OFF.
4. Park the vehicle on a hoist, inspection pit or similar
raised level surface. The vehicle must be level to
obtain a correct fluid level measurement.
5. Place a fluid container below the fluid filler plug.
6. Clean all dirt from around the fluid filler plug.
Remove the fluid filler plug. Clean the filler plug and
check that there is no damage to the ”O” ring.
S If fluid drains through the filler hole the transaxle
may have been overfilled. When the fluid stops
draining the fluid level is correct. Install the fluid
filler plug and tighten it to 45NSm(34 lb–ft).
S If fluid does not drain through the filler hole, the
transaxle fluid level may be low. Lower the ve-
hicle, and start the vehicle in P(Park) with the
parking brake and the brake applied. With the
engine idling, move the gear shift lever through
the gear ranges, pausing a few seconds in each
range and adding the fluid until gear application
is felt. Return the gear shift lever to P(Park).
Turn the engine OFF and raise the vehicle.
Check if the fluid level is aligned with the bottom
of the filler hole. If not, add a small quantity of
fluid to the correct level. Install the fluid filler
plug and tighten it to 45NSm(34 lb–ft).
7. When the fluid level checking procedure is com-
pleted, wipe any fluid around the filler plug with a
rag or shop towel.
Fluid Level Set After Service
1. Depending on the service procedure performed,
add the following amounts of fluid through the filler
plug hole prior to adjusting the fluid level:
Oil pan removal – 4 liters (4.23 quarts)
Converter removal – 2 liters ( 2.11 quarts)
Overhaul – 6.9liters (7.3 quarts)
Oil drain plug removal – 4 liters (4.23 quarts)
2. Follow steps 1 through 4 of the Fluid Level Diagno-
sis Procedure.
3. Clean all dirt from around the fluid filler plug.
Remove the fluid filler plug. Clean the filler plug and
check that there is no damage to the ”O” ring.
4. Lower the vehicle with the filler plug still removed
and start the vehicle in P(Park) with the parking
brake and the brake applied. With the engine idling,move the gear shift lever through the gear ranges,
pausing a few seconds in each range and adding
the fluid until gear application is felt. Then add an
additional 0.5 liters of fluid. Return the gear shift
lever to P(Park). Turn the engine OFF and raise the
vehicle. Install the fluid filler plug and tighten it to
45NSm (34 lb–ft).
5. Drive the vehicle at 2.2 miles(3.5km) to 2.8
miles(4.5 km) with light throttle so that the engine
does not exceed 2500 rpm. This should result in
the transaxle temperature being in the range 20 to
45°C (68 to 11°F). With the brake applied, move
the shift lever through the gear ranges, pausing a
few seconds in each range at the engine idling.
6. Return the gear shift lever to P(Park). Turn the en-
gine OFF and raise the vehicle on the hoist, if appli-
cable, ensuring the vehicle is level. When the three
minutes passed after the engine stopped, remove
the filler plug. Check if the fluid level is aligned with
the bottom of the filler hole. If not, add a small
quantity of fluid to the correct level. Install the fluid
filler plug and tighten it to 45NSm (34 lb–ft).
7. Wipe any fluid around the filler plug with a rag or
shop towel.
Fluid Leak Diagnosis and Repair
The cause of most external leaks can generally be Lo-
cated and repaired with the transaxle in the vehicle.
Methods for Locating Leaks
General Method
1. Verify that the leak is transaxle fluid.
2. Thoroughly clean the suspected leak area.
3. Drive the vehicle for approximately 25 km (15
miles) or until the transaxle reaches normal operat-
ing temperature (88°C, 190°F).
4. Park the vehicle over clean paper or cardboard.
5. Turn the engine OFF and look for fluid spots on the
paper.
6. Make the necessary repairs to correct the leak.
Powder Method
1. Thoroughly clean the suspected leak area.
2. Apply an aerosol type powder (foot powder) to the
suspected leak area.
3. Drive the vehicle for approximately 25 km (15
miles) or until the transaxle reaches normal operat-
ing temperature (88°C, 190°F).
4. Turn the engine OFF.
5. Inspect the suspected leak area and trace the leak
path through the powder to find the source of the
leak.
6. Make the necessary repairs.
Dye and Black Light Method
1. Add dye to the transaxle though the transaxle fluid
filler plug. Follow the manufacturer’s recommenda-
tion for the amount of dye to be used.
2. Use the black light to find the fluid leak.
3. Make the necessary repairs.

ZF 4 HP 16 AUTOMATIC TRANSAXLE 5A1 – 49
DAEWOO V–121 BL4
Functional Check Procedure
Inspect
1. Install a tachometer or scan tool.
2. Operate the vehicle unit proper operating tempera-
ture is reached.
3. Drive the vehicle at 80 to 88km/h (50 to 55 mph)
with light throttle(road load).
4. Maintaining throttle position, lightly touch the brake
pedal and check for release of the TCC and a slight
increase in engine speed(rpm).
5. Release the brake slowly accelerate and check for
a reapply of the Lock up clutch and a slight de-
crease in engine speed(rpm).
Torque Converter Evaluation
Torque Converter Stator
The torque converter stator roller clutch can have one of
two different type malfunctions :
A. Stator assembly freewheels in both directions.
B. Stator assembly remains Locked up at all times.
Condition A – Poor Acceleration Low
Speed
The car tends to have poor acceleration from a stand still.
At speeds above 50 to 55km/h(30 to 35mph), the car may
act normal. If poor acceleration is noted, it should first be
determined that the exhaust system is not blocked, and
the transaxle is in 1st(First) gear when starting out.
If the engine freely accelerates to high rpm in N(Neutral),
it can be assumed that the engine and exhaust system are
normal. Checking for poor performance in ”Drive” and ”Re-
verse” will help determine if the stator is freewheeling at all
times.
Condition B – Poor Acceleration High
Speed
Engine rpm and car speed limited or restricted at high
speeds. Performance when accelerating from a standstill
is normal. Engine may overheat. Visual examination of the
converter may reveal a blue color from overheating.
If the converter has been removed, the stator roller clutch
can be checked by inserting two fingers into the splined in-
ner race of the roller clutch and trying to turn freely clock-
wise, but not turn or be very difficult to turn counter clock-
wise.
Noise
Torque converter whine is usually noticed when the ve-
hicle is stopped and the transaxle is in ”Drive” or ”Re-
verse”. The noise will increase when engine rpm is in-
creased. The noise will stop when the vehicle is moving or
when the torque converter clutch is applied because both
halves of the converter are turning at the same speed.
Perform a stall test to make sure the noise is actually com-
ing from the converter :1. Place foot on brake.
2. Put gear selector in ”Drive”.
3. Depress accelerator to approximately 1200rpm for
no more than six seconds.
Notice : If the accelerator is depressed for more than six
seconds, damage to the transaxle may occur.
A torque converter noise will increase under this load.
Important : This noise should not be confused with pump
whine noise which is usually noticeable in P (Park), N
(Neutral) and all other gear ranges. Pump whine will vary
with pressure ranges.
The torque converter should be replaced under any of the
following conditions:
S External leaks in the hub weld area.
S Converter hub is scored or damaged.
S Converter pilot is broken, damaged or fits poorly
into crankshaft.
S Steel particles are found after flushing the cooler
and cooler lines.
S Pump is damaged or steel particles are found in the
converter.
S Vehicle has TCC shudder and/or no TCC apply.
Replace only after all hydraulic and electrical diag-
noses have been made.(Lock up clutch material
may be glazed.)
S Converter has an imbalance which cannot be cor–
rected. (Refer To Converter Vibration Test Proce-
dure.)
S Converter is contaminated with engine coolant con-
taining antifreeze.
S Internal failure of stator roller clutch.
S Excess end play.
S Heavy clutch debris due to overheating (blue con-
verter).
S Steel particles or clutch lining material found in fluid
filter or on magnet when no internal parts in unit are
worn or damaged(indicates that lining material
came from converter).
The torque converter should not be replace if :
S The oil has an odor, is discolored, and there is no
evidence of metal or clutch facing particles.
S The threads in one or more of the converter bolt
holes are damaged.
–correct with thread insert.
S Transaxle failure did not display evidence of dam-
age or worn internal parts, steel particles or clutch
plate lining material in unit and inside the fluid filter.
S Vehicle has been exposed to high mileage(only).
The exception may be where the Lock up clutch
damper plate lining has seen excess wear by ve-
hicles operated in heavy and/or constant traffic,
such as taxi, delivery or police use.
Lock–Up Clutch Shudder Diagnosis
The key to diagnosing lock–up clutch(TCC) shudder is to
note when it happens and under what conditions.