Content .. 21 22 23 24 ..

Daewoo Matiz (2003 year). Manual - part 23

1F – 2 ENGINE CONTROLS

DTC P0122 Throttle Position Sensor Low

Voltage

1F-76

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

DTC P0123 Throttle Position Sensor High

Voltage

1F-80

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

DTC P0131 Oxygen Sensor Low Voltage

1F-84

. . . .

DTC P0132 Oxygen Sensor High Voltage

1F-88

. . . .

DTC P0133 Oxygen Sensor No Activity

1F-90

. . . . .

DTC P0137 Heated Oxygen Sensor Low

Voltage

1F-94

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

DTC P0138 Heated Oxygen Sensor High

Voltage

1F-98

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

DTC P0140 Heated Oxygen Sensor

No Activity

1F-100

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

DTC P0141 Heated Oxygen Sensor

Heater Malfunction

1F-104

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

DTC P0171 Fuel Trim System Too Lean

1F-106

. . . .

DTC P0172 Fuel Trim System Too Rich

1F-109

. . . .

DTC P1230 Fuel Pump Relay Low Voltage

1F-114

DTC P1231 Fuel Pump Relay High Voltage

1F-118

DTC P0261 Injector 1 Low Voltage

1F-122

. . . . . . . .

DTC P0262 Injector 1 High Voltage

1F-124

. . . . . . . .

DTC P0264 Injector 2 Low Voltage

1F-126

. . . . . . . .

DTC P0265 Injector 2 High Voltage

1F-128

. . . . . . . .

DTC P0267 Injector 3 Low Voltage

1F-130

. . . . . . . .

DTC P0268 Injector 3 High Voltage

1F-132

. . . . . . . .

DTC P0300 Multiple Cylinder Misfire

1F-135

. . . . . . .

DTC P0300 Multiple Cylinder Misfire

1F-139

. . . . . . .

DTC P1320 Crankshaft Segment Period

Segment adaptation At Limit

1F-142

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

DTC P1321 Crankshaft Segment Period

Tooth Error

1F-144

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

DTC P0327 Knock Sensor Circuit Fault

1F-146

. . . .

DTC P0335 Magnetic Crankshaft Position

Sensor Electrical Error

1F-150

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

DTC P0336 58X Crankshaft Position Sensor

No Plausible Signal

1F-152

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

DTC P0337 58X Crankshaft Position Sensor

No Signal

1F-154

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

DTC P0341 Camshaft Position Sensor

Rationality

1F-156

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

DTC P0342 Camshaft Position Sensor

No Signal

1F-158

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

DTC P0351 Ignition Signal Coil A Fault

1F-160

. . . . .

DTC P0352 Ignition Signal Coil B Fault

1F-162

. . . . .

DTC P0353 Ignition Signal Coil C Fault

1F-164

. . . . .

DTC P1382 Rough Road Data

Invalid (Non ABS)

1F-166

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

DTC P1382 Rough Road Data Invalid (ABS) 1F-170

DTC P1385 Rough Road Sensor Circuit Fault

(Non ABS)

1F-174

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

DTC P1385 Rough Road Sensor Circuit Fault

(ABS)

1F-178

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

DTC P0400 Exhaust Gas Recirculation

Out Of Limit

1F-182

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

DTC P1402 Exhaust Gas Recirculation

Blocked

1F-186

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

DTC P1403 Exhaust Gas Recirculation

Valve Failure

1F-188

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

DTC P0404 Exhaust Gas Recirculation

Opened

1F-192

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

DTC P1404 Exhaust Gas Recirculation

Closed

1F-196

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

DTC P0405 EEGR Pintle Position Sensor

Low Voltage

1F-200

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

DTC P0406 EEGR Pintle Position Sensor

High Voltage

1F-204

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

DTC P0420 Catalyst Low Efficiency

1F-208

. . . . . . . .

DTC P0444 EVAP Purge Control Circuit

No Signal

1F-210

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

DTC P0445 EVAP Purge Control Fault

1F-214

. . . . .

DTC P0462 Fuel Level Sensor Low Voltage

1F-218

DTC P0463 Fuel Level Sensor High Voltage 1F-222

DTC P0480 Low Speed Cooling Fan Relay

Circuit Fauit (Without A/C)

1F-226

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

DTC P0480 Low Speed Cooling Fan Relay

Circuit Fauit (With A/C)

1F-230

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

DTC P0481 High Speed Cooling Fan Relay

Circuit Fauit (Without A/C)

1F-234

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

DTC P0481 High Speed Cooling Fan Relay

Circuit Fauit (With A/C)

1F-238

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

DTC P0501 Vehicle Speed No Signal

(M/T Only)

1F-242

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

DTC P1505 Idle Air Control Valve (IACV)

Error

1F-246

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

DTC P1535 Evaporator Temperature Sensor

High Voltage

1F-250

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

DTC P1536 Evaporator Temperature Sensor

Low Voltage

1F-252

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

DTC P1537 A/C Compressor Relay High

Voltage

1F-254

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

DTC P1538 A/C Compressor Relay Low

Voltage

1F-256

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

DTC P0562 System Voltage (Engine Side)

Too Low

1F-258

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

DTC P0563 System Voltage (Engine Side)

Too High

1F-260

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

DTC P0601 Engine Control Module Chechsum

Error

1F-262

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

DTC P0604 Engine Control Module Internal/

External RAM Error

1F-263

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

DTC P0605 Engin Control Module NMVY

Write Error

1F-264

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

DTC P1610 Main Relay High Voltage

1F-266

. . . . . .

DTC P1611 Main Relay Low Voltage

1F-268

. . . . . . .

ENGINE CONTROLS 1F – 3

DTC P1628 Immobilizer No Successful

Communication

1F-270

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

DTC P1629 Immovilizer Wrong Computation 1F-272

DTC P0656 Fuel Level Gauge Circuit Fault

1F-274

DTC P1660 Malfunction Indicator Lamp (MIL)

High Voltage

1F-276

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

DTC P1661 Malfunction Indicator Lamp (MIL)

Low Voltage

1F-278

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

Symptom Diagnosis

1F-280

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

Important Preliminary Checks

1F-280

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

Intermittent

1F-281

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

Hard Start

1F-283

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

Surges or Chuggles

1F-286

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

Lack of Power, Sluggishness or Sponginess 1F-288

Detonation/Spark Knock

1F-290

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

Hesitation, Sag, Stumble

1F-292

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

Cuts Out, Misses

1F-294

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

Poor Fuel Economy

1F-296

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

Rough, Unstable, or Incorrect Idle, Stalling

1F-297

. .

Excessive Exhaust Emissions or Odors

1F-300

. . . .

Dieseling, Run-on

1F-302

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

Backfire

1F-303

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

Maintenance and Repair

1F-304

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

On-Vehicle Service

1F–304

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

Fuel Pump

1F–304

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

Fuel Pressure Regulator

1F-305

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

Fuel Filter

1F-306

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

Fuel Tank

1F-307

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

Fuel Rail and Injectors

1F-308

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

Evaporator Emission Canister

1F-309

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

Evaporator Emission Canister Purge

Solenoid

1F-310

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

Manifold Absolute Pressure (MAP) Sensor

1F-310

. .

Throttle Body

1F-311

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

Engine Coolant Temperature (ECT) Sensor

1F-312

Intake Air Temperature (ECT) Sensor

1F-313

. . . . . .

Oxygen Sensor (O2S 1)

1F-314

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

Heated Oxygen Sensor (HO2S 2)

1F-314

. . . . . . . . .

Electric Exhaust Gas Recirculation (EEGR)

Valve

1F-315

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

Knock Sensor

1F-315

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

Electronic Ignition (EI) System Ignition Coil

1F-316

Crankshaft Position (CKP) Sensor

1F-316

. . . . . . . .

Camshaft Position (CMP) Sensor

1F-317

. . . . . . . . . .

Engine Control Module (ECM)

1F-317

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

Specifications

1F-319

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

Fastener Tightening Specification

1F-319

. . . . . . . . . .

Special Tools

1F-319

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

Special Tools Table

1F-319

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

Schematic and Routing Diagrams

1F-320

. . . . . . . . .

ECM Wiring Diagram

(Sirius D3 – 1 of 5)

1F-320

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

ECM Wiring Diagram

(Sirius D3 – 2 of 5)

1F-321

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

ECM Wiring Diagram

(Sirius D3 – 3 of 5)

1F-322

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

ECM Wiring Diagram

(Sirius D3 – 4 of 5)

1F-323

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

ECM Wiring Diagram

(Sirius D3 – 5 of 5)

1F-324

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

1F – 4 ENGINE CONTROLS

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

ENGINE CONTROLS 1F – 5

fuel is delivered under one of several conditions, called
“modes.’’

Starting Mode

When the ignition is turned ON, the ECM turns the fuel
pump relay on for 2 seconds. The fuel pump then builds
fuel pressure. The ECM also checks the Engine Coolant
Temperature (ECT) sensor and the Throttle Position
(TP) sensor and determines the proper air/fuel ratio for
starting the engine. The ECM controls the amount of
fuel delivered in the starting mode by changing how long
the fuel injector is turned on and off. This is done by
“pulsing’’ the fuel injectors for very short times.

Run Mode

The run mode has two conditions called “open loop’’ and
“closed loop.’’

Open Loop

When the engine is first started and it is above 400 rpm,
the system goes into “open loop’’ operation. In “open
loop,’’ the ECM ignores the signal from the O2S and cal-
culates the air/fuel ratio based on inputs from the ECT
sensor and the MAP sensor. The ECM stays in ”open
loop” until the following conditions are met:

The O2S has a varying voltage output, showing that it
is hot enough to operate properly.

The ECT sensor is above a specified temperature.

A specific amount of time has elapsed after starting
the engine.

Closed Loop

The specific values for the above conditions vary with
different engines and are stored in the Electronically
Erasable Programmable Read-Only Memory (EE-
PROM). When these conditions are met, the system
goes into “closed loop” operation. In “closed loop,” the
ECM calculates the air/fuel ratio (fuel injector on-time)
based on the signals from the oxygen sensors. This al-
lows the air/fuel ratio to stay very close to 14.7 to 1.

Acceleration Mode

The ECM responds to rapid changes in throttle position
and airflow and provides extra fuel.

Deceleration Mode

The ECM responds to changes in throttle position and
airflow and reduces the amount of fuel. When decelera-
tion is very fast, the ECM can cut off fuel completely for
short periods of time.

Battery Voltage Correction Mode

When battery voltage is low, the ECM can compensate
for a weak spark delivered by the ignition module by us-
ing the following methods:

Increasing the fuel injector pulse width.

Increasing the idle speed rpm.

Increasing the ignition dwell time.

Fuel Cut-Off Mode

No fuel is delivered by the fuel injectors when the ignition
is off. This prevents dieseling or engine run-on. Also, the
fuel is not delivered if there are no reference pulses re-
ceived from the CKP sensor. This prevents flooding.

EVAPORATIVE EMISSION CONTROL
SYSTEM OPERATION

The basic Evaporative Emission (EVAP) control system
used is the charcoal canister storage method. This
method transfers fuel vapor from the fuel tank to an acti-
vated carbon (charcoal) storage canister which holds
the vapors when the vehicle is not operating. When the
engine is running, the fuel vapor is purged from the car-
bon element by intake airflow and consumed in the nor-
mal combustion process.

Gasoline vapors from the fuel tank flow into the tube la-
beled TANK. These vapors are absorbed into the car-
bon. The canister is purged by Engine Control Module
(ECM) when the engine has been running for a specified
amount of time. Air is drawn into the canister and mixed
with the vapor. This mixture is then drawn into the intake
manifold.

The ECM supplies a ground to energize the controlled
charcoal canister purge solenoid valve. This valve is
Pulse Width Modulated (PWM) or turned on and off sev-
eral times a second. The controlled charcoal canister
purge PWM duty cycle varies according to operating
conditions determined by mass airflow, fuel trim, and in-
take air temperature.

Poor idle, stalling, and poor driveability can be caused
by the following conditions:

An inoperative controlled canister purge valve.

A damaged canister.

Hoses that are split, cracked, or not connected to the
proper tubes.

CONTROLLED CHARCOAL
CANISTER

The controlled charcoal canister is an emission control
device containing activated charcoal granules. The con-
trolled charcoal canister is used to store fuel vapors from
the fuel tank. Once certain conditions are met, the En-
gine Control Module (ECM) activates the controlled
charcoal canister purge solenoid, allowing the fuel va-
pors to be drawn into the engine cylinders and burned.

POSITIVE CRANKCASE
VENTILATION CONTROL SYSTEM
OPERATION

A Positive Crankcase Ventilation (PCV) control system
is used to provide complete use of the crankcase va-

Content .. 21 22 23 24 ..