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Daewoo Matiz (2003 year). Manual - part 12

1D – 18 ENGINE COOLING

FASTENER TIGHTENING SPECIFICATIONS

Application

Lb-Ft

Lb-In

Engine Coolant Temperature Sensor

–

Coolant Temperature Sensor

–

Coolant Pipe Bolt

8 – 15

–

71 – 130

Electric Cooling Fan Motor Nut

3.0 – 3.2

–

27 – 28

Electric Cooling Fan Assembly Bolt

3.5 – 4.5

–

31 – 40

Distributor Case Bolt/Nut

8 – 12

–

71 – 106

Radiator Mounting Bracket Bolt

3.5 – 4.5

–

31 – 40

Thermostat Housing Bolt

8 – 15

–

71 – 130

Water Inlet Cap Bolt

8 – 12

–

71 – 106

Coolant Pump Bolt/Nut

9–12

–

80 – 106

Coolant Pump Stud Bolt

9–12

–

80 – 106

SECTION 1E

ENGINE ELECTRICAL

CAUTION: Disconnect the negative battery cable before removing or installing any electrical unit or when a
tool or equipment could easily come in contact with exposed electrical terminals. Disconnecting this cable
will help prevent personal injury and damage to the vehicle. The ignition must also be in B unless otherwise
noted.

TABLE OF CONTENTS

Description and Operation

1E-2

. . . . . . . . . . . . . . . . . .

Battery

1E-2

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Ratings

1E-2

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Reserve Capacity

1E-2

. . . . . . . . . . . . . . . . . . . . . . . . .

Cold Cranking Amperage

1E-2

. . . . . . . . . . . . . . . . . . .

Built-In Hydrometer

1E-2

. . . . . . . . . . . . . . . . . . . . . . . .

Charging Procedure

1E-3

. . . . . . . . . . . . . . . . . . . . . . .

Charging Time Required

1E-3

. . . . . . . . . . . . . . . . . . . .

Charging a Completely Discharged Battery

(Off the Vehicle)

1E-3

. . . . . . . . . . . . . . . . . . . . . . . . .

Jump Starting Procedure

1E-3

. . . . . . . . . . . . . . . . . . .

Generator

1E-4

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Charging System

1E-4

. . . . . . . . . . . . . . . . . . . . . . . . . .

Starter

1E-4

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Starting System

1E-4

. . . . . . . . . . . . . . . . . . . . . . . . . . .

Distributor

1E-4

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Ignition Coil

1E-5

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Spark Plug

1E-5

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Component Locator

1E-6

. . . . . . . . . . . . . . . . . . . . . . . .

Starting System

1E-6

. . . . . . . . . . . . . . . . . . . . . . . . . . .

Charging System (A-type: MANDO)

1E-7

. . . . . . . . . .

Charging System (B-type: DAC)

1E-8

. . . . . . . . . . . . .

Ignition System

1E-9

. . . . . . . . . . . . . . . . . . . . . . . . . . .

Diagnostic Information and Procedure

1E-10

. . . . . .

Ignition System

1E-10

. . . . . . . . . . . . . . . . . . . . . . . . . .

Battery Load Test

1E-12

. . . . . . . . . . . . . . . . . . . . . . . .

Generator Output Test

1E-12

. . . . . . . . . . . . . . . . . . . .

Generator System Check

1E-13

. . . . . . . . . . . . . . . . . .

Repair Instructions

1E-14

. . . . . . . . . . . . . . . . . . . . . . . .

On-Vehicle Service

1E-14

. . . . . . . . . . . . . . . . . . . . . . . . .

Starter

1E-14

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Generator

1E-15

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Battery

1E-16

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Distributor

1E-17

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Ignition Coil

1E-18

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Unit Repair

1E-19

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Starter Motor

1E-19

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Generator (A-type: MANDO)

1E-24

. . . . . . . . . . . . . . .

Generator (B-type: DAC)

1E-29

. . . . . . . . . . . . . . . . . .

Distributor Assembly

1E-34

. . . . . . . . . . . . . . . . . . . . . .

Schematic and Routing Diagrams

1E-37

. . . . . . . . . .

Starting System

1E-37

. . . . . . . . . . . . . . . . . . . . . . . . . .

Charging System

1E-38

. . . . . . . . . . . . . . . . . . . . . . . . .

Ignition System Circuit – Tipical

1E-39

. . . . . . . . . . . .

Ignition System Circuit – Euro III

1E-40

. . . . . . . . . . .

Specifications

1E-41

. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Starter Specifications

1E-41

. . . . . . . . . . . . . . . . . . . . .

Generator Specifications

1E-41

. . . . . . . . . . . . . . . . . .

Ignition System Specifications

1E-41

. . . . . . . . . . . . . .

Battery Specifications

1E-41

. . . . . . . . . . . . . . . . . . . . .

Fastener Tightening Specifications

1E-42

. . . . . . . . . .

1E – 2 ENGINE ELECTRICAL

DESCRIPTION AND OPERATION

BATTERY

The battery has three major functions in the electrical
system. First, the battery provides a source of energy
for cranking the engine. Second, the battery acts as a
voltage stabilizer for the electrical system. Finally, the
battery can, for a limited time, provide energy when the
electrical demand exceeds the output of the generator.

The sealed battery is standard on all cars. There are no
vent plugs in the cover. The battery is completely
sealed, except for two small vent holes in the sides.
These vent holes allow the small amount of gas pro-
duced in the battery to escape.

The sealed battery has the following advantages over
conventional batteries:

No water need be added for the life of the battery.

It is protected against overcharge. If too much volt-
age is applied to the battery, it will not accept as much
current as a conventional battery. In a conventional
battery, the excess voltage will still try to charge the
battery, leading to gassing, which causes liquid loss.

It is not as liable to self-discharge as a conventional
battery. This is particularly important when a battery
is left standing for long periods of time.

It has more power available in a lighter and a smaller
case.

RATINGS

A battery has two ratings: (1) A reserve capacity rating
designated at 27

C (81

F), which is the time a fully

charged battery will provide 25 amperes current flow at
or above 10.5 volts; (2) A cold cranking amp rating de-
termined under testing at -18

C (0

F), which indicates

the cranking load capacity.

RESERVE CAPACITY

The reserve capacity is the maximum length of time it is
possible to travel at night with the minimum electrical
load and no generator output. Expressed in minutes,
Reserve Capacity (or RC rating) is the time required for
a fully charged battery, at a temperature of 27

C (81

and being discharged at a current of 25 amperes, to
reach a terminal voltage of 10.5 volts.

COLD CRANKING AMPERAGE

The cold cranking amperage test is expressed at a bat-
tery temperature of -18

C (0

F). The current rating is

the minimum amperage, which must be maintained by
the battery for 30 seconds at the specified temperature,
while meeting a minimum voltage requirement of
7.2 volts. This rating is a measure of cold cranking ca-
pacity.

The battery is not designed to last indefinitely. However,
with proper care, the battery will provide many years of
service.

If the battery tests well, but fails to perform satisfactorily
in service for no apparent reason, the following factors
may point to the cause of the trouble:

Vehicle accessories are left on overnight.

Slow average driving speeds are used for short peri-
ods.

The vehicle’s electrical load is more than the genera-
tor output, particularly with the addition of aftermarket
equipment.

Defects in the charging system, such as electrical
shorts, a slipping generator belt, a faulty generator, or
a faulty voltage regulator.

Battery abuse, including failure to keep the battery
cable terminals clean and tight, or a loose battery
hold-down.

Mechanical problems in the electrical system, such
as shorted or pinched wires.

BUILT-IN HYDROMETER

The sealed battery has a built-in, temperature-compen-
sated hydrometer in the top of the battery. This hydrom-
eter is to be used with the following diagnostic
procedure:

1. When observing the hydrometer, make sure that the

battery has a clean top.

2. Under normal operation, two indications can be ob-

served:

GREEN DOT VISIBLE – Any green appearance is
interpreted as a “green dot,” meaning the battery is
ready for testing.

DARK GREEN DOT IS NOT VISIBLE – If there is
a cranking complaint, the battery should be tested.
The charging and electrical systems should also
be checked at this time.

3. Occasionally, a third condition may appear:

CLEAR OR BRIGHT YELLOW – This means the
fluid level is below the bottom of the hydrometer.
This may have been caused by excessive or pro-
longed charging, a broken case, excessive tipping,
or normal battery wear. Finding a battery in this
condition may indicate high charging by a faulty
charging system. Therefore, the charging and the
electrical systems may need to be checked if a
cranking complaint exists. If the cranking com-
plaint is caused by the battery, replace the battery.

ENGINE ELECTRICAL 1E – 3

CHARGING PROCEDURE

1. Batteries with the green dot showing do not require

charging unless they have just been discharged, such
as in cranking a vehicle.

2. When charging sealed-terminal batteries out of the

vehicle, install the adapter kit. Make sure all the char-
ger connections are clean and tight. For best results,
batteries should be charged while the electrolyte and
the plates are at room temperature. A battery that is
extremely cold may not accept current for several
hours after starting the charger.

3. Charge the battery until the green dot appears. The

battery should be checked every half-hour while
charging. Tipping or shaking the battery may be nec-
essary to make the green dot appear.

4. After charging, the battery should be load tested. Re-

fer to “Starter Motor” in this section.

CHARGING TIME REQUIRED

The time required to charge a battery will vary depend-
ing upon the following factors:

Size of Battery – A completely discharged large
heavy-duty battery requires more than twice the re-
charging as a completely discharged small passenger
car battery.

Temperature – A longer time will be needed to
charge any battery at -18

C (0

F) than at 27

(81

F). When a fast charger is connected to a cold

battery, the current accepted by the battery will be
very low at first. The battery will accept a higher cur-
rent rate as the battery warms.

Charger Capacity – A charger which can supply only
5 amperes will require a much longer charging period
than a charger that can supply 30 amperes or more.

State-of-Charge – A completely discharged battery
requires more than twice as much charge as a one-
half charged battery. Because the electrolyte is nearly
pure water and a poor conductor in a completely dis-
charged battery, the current accepted by the battery
is very low at first. Later, as the charging current
causes the electrolyte acid content to increase, the
charging current will likewise increase.

CHARGING A COMPLETELY
DISCHARGED BATTERY
(OFF THE VEHICLE)

Unless this procedure is properly followed, a perfectly
good battery may be needlessly replaced.

The following procedure should be used to recharge a
completely discharged battery:

1. Measure the voltage at the battery terminals with an

accurate voltmeter. If the reading is below 10 volts,
the charge current will be very low, and it could take
some time before the battery accepts the current in

excess of a few milliamperes. Refer to “Charging
Time Required” in this section, which focuses on the
factors affecting both the charging time required and
the rough estimates in the table below. Such low cur-
rent may not be detectable on ammeters available in
the field.

2. Set the battery charger on the high setting.

Important: Some chargers feature polarity protection
circuitry, which prevents charging unless the charger
leads are correctly connected to the battery terminals. A
completely discharged battery may not have enough
voltage to activate this circuitry, even though the leads
are connected properly, making it appear that the bat-
tery will not accept charging current. Therefore, follow
the specific charger manufacturer’s instruction for by-
passing or overriding the circuitry so that the charger will
turn on and charge a low-voltage battery.

3. Battery chargers vary in the amount of voltage and

current provided. The time required for the battery to
accept a measurable charger current at various volt-
ages may be as follows:

Voltage

Hours

16.0 or more

Up to 4 hours

14.0–15.9

Up to 8 hours

13.9 or less

Up to 16 hours

If the charge current is not measurable at the end
of the above charging times, the battery should be
replaced.

If the charge current is measurable during the
charging time, the battery is good, and charging
should be completed in the normal manner.

Important: It is important to remember that a complete-
ly discharged battery must be recharged for a sufficient
number of ampere hours (AH) to restore the battery to a
usable state. As a general rule, using the reserve capac-
ity rating (RC) as the number of ampere hours of charge
usually brings the green dot into view.

If the charge current is still not measurable after
using the charging time calculated by the above
method, the battery should be replaced.

If the charge current is measurable during the
charging time, the battery is good, and charging
should be completed in the normal manner.

JUMP STARTING PROCEDURE

1. Position the vehicle with the good (charged) battery

so that the jumper cables will reach from one battery
to the other.

2. Turn off the ignition, all the lights, and all the electrical

loads in both vehicles. Leave the hazard flasher on if
there may be other traffic and any other lights needed
for the work area.

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