Daewoo Nubira. Manual — part 126

ENGINE CONTROLS 1F – 415

DAEWOO V–121 BL4

Failed Last Test

This message display indicates that the last diagnostic
test failed for the selected DTC. For type A and type B
DTCs, this message will be displayed during subsequent
ignition cycles until the test passes or DTCs are cleared.
For type C and type D DTCs, this message will clear when
the ignition is cycled.

Failed Since Clear

This message display indicates that the DTC has failed at
least once within the last 40 warm–up cycles since the last
time DTCs were cleared.

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 DTC

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 Oxygen Sensor (O2S) 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 Heated Oxygen Sensor (HO2S) 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 pow-
ertrain control module (PCM)/engine controlmodule
(ECM) determines crankshaft rotational velocity using the
Crankshaft Position (CKP) sensor and the Camshaft Posi-
tion (CMP) sensor. When a cylinder misfires, the crank-
shaft slows down momentarily. By monitoring the CKP and
CMP sensor signals, the PCM/ECM can calculate when
a misfire occurs.

1F – 416

I

ENGINE CONTROLS

DAEWOO V–121 BL4

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.

A rough road sensor, or G sensor, works together with the
misfire detection system. The G sensor produces a volt-
age that varies along with the intensity of road vibrations.
When the PCM/ECM detects a rough road, the misfire
detection system is temporarily disabled.

Misfire Counters

Whenever a cylinder misfires, the misfire diagnostic
counts the misfire and notes the crankshaft position at the
time the misfire occurred. These ”misfire counters” are ba-
sically a file on each engine cylinder. A current and a histo-
ry misfire counter are maintained for each cylinder. The
misfire current counters (Misfire Cur #1–4) indicate the
number of firing events out of the last 200 cylinder firing
events which were misfires. The misfire current counter
will display real time data without a misfire Diagnostic
Trouble Code (DTC) stored. The misfire history counters
(Misfire Hist #1–4) indicate the total number of cylinder fir-
ing events which were misfires. The misfire history count-
ers will display 0 until the misfire iagnostic has failed and
a DTC P0300 is set. Once the misfire DTC P0300 is set,
the misfire history counters will be updated every 200 cyl-
inder firing events. A misfire counter is maintained for each
cylinder.

If the misfire diagnostic reports a failure, the diagnostic
executive reviews all of the misfire counters before report-
ing a DTC. This way, the diagnostic executive reports the
most current information.

When crankshaft rotation is erratic, a misfire condition will
be detected. Because of this erratic condition, the data
that is collected by the diagnostic can sometimes incor-
rectly identify which cylinder is misfiring.

Use diagnostic equipment to monitor misfire counter data
on On–Board Diagnostic (OBD II) compliant vehicles.
Knowing which specific cylinder(s) misfired can lead to the
root cause, even when dealing with amultiple cylinder mis-
fire. Using the information in the misfire counters, identify
which cylinders are misfiring. If the counters indicate cylin-
ders numbers 1 and 4 misfired, look for a circuit or compo-
nent common to both cylinders number 1 and 4.

The misfire diagnostic may indicate a fault due to a tempo-
rary fault not necessarily caused by a vehicle emission
system malfunction. Examples include the following
items:

S

Contaminated

fuel.

S

Low

fuel.

S

Fuel–fouled spark plugs.

S

Basic engine fault.

Fuel Trim System Monitor Diagnostic
Operation

This system monitors the averages of short–term and
long–term fuel trim values. If these fuel trim values stay at
their limits for a calibrated period of time, a malfunction is
indicated. The fuel trim diagnostic compares the averages
of short–term fuel trim values and long–term fuel trim val-
ues to rich and lean thresholds. If either value is within the
thresholds, a pass is recorded. If both values are outside
their thresholds, a rich or lean DTC will be recorded.

The fuel trim system diagnostic also conducts an intrusive
test. This test determines if a rich condition is being
caused by excessive fuel vapor from the Evaporative
(EVAP) Emission canister. In order to meet OBD II re-
quirements, the control module uses weighted fuel trim
cells to determine the need to set a fuel trim DTC. A fuel
trim DTC can only be set if fuel trim counts in the weighted
fuel trim cells exceed specifications. This means that the
vehicle could have a fuel trim problem which is causing a
problem under certain conditions (i.e., engine idle high due
to a small vacuum leak or rough idle due to a large vacuum
leak) while it operates fine at other times. No fuel trim DTC
would set (although an engine idle speed DTC or HO2S
DTC may set). Use a scan tool to observe fuel trim counts
while the problem is occurring.

A fuel trim DTC may be triggered by a number of vehicle
faults. Make use of all information available (other DTCs
stored, rich or lean condition, etc.) when diagnosing a fuel
trim fault.

Fuel Trim Cell Diagnostic Weights

No fuel trim DTC will set regardless of the fuel trim counts
in cell 0 unless the fuel trim counts in the weighted cells are
also outside specifications. This means that the vehicle
could have a fuel trim problem which is causing a problem
under certain conditions (i.e. engine idle high due to a
small vacuum leak or rough due to a large vacuum leak)
while it operates fine at other times. No fuel trim DTC
would set (although an engine idle speed DTC or HO2S
DTC may set). Use a scan tool to observe fuel trim counts
while the problem is occurring.

SECTION : 1F

ENGINE CONTROLS

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 LOCK unless otherwise noted.

TABLE OF CONTENTS

SPECIFICATIONS

1F–4

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

ENGINE DATA DISPLAY TABLES

1F–4

. . . . . . . . . . .

ENGINE DATA DISPLAY TABLE DEFINITIONS1F–10

FASTENER TIGHTENING SPECIFICATIONS 1F–13

FUEL SYSTEM SPECIFICATIONS

1F–14

. . . . . . . . .

TEMPERATURE VS RESISTANCE

1F–14

. . . . . . . . .

SCHEMATIC AND ROUTING DIAGRAMS

1F–15

. . . .

PCM/ECM WIRING DIAGRAM (1 OF 6)

(IPCM–6KD–/ISFI–6TD)

1F–15

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

PCM/ECM WIRING DIAGRAM (2 OF 6)

(IPCM–6KD–/ISFI–6TD)

1F–16

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

PCM/ECM WIRING DIAGRAM (3 OF 6)

(IPCM–6KD–/ISFI–6TD)

1F–17

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

PCM/ECM WIRING DIAGRAM (4 OF 6)

(IPCM–6KD–/ISFI–6TD)

1F–18

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

PCM/ECM WIRING DIAGRAM (5 OF 6)

(IPCM–6KD–/ISFI–6TD)

1F–29

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

PCM/ECM WIRING DIAGRAM (6 OF 6)

(IPCM–6KD–/ISFI–6TD)

1F–30

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

CONNECTOR END VIEW (DOHC)

1F–21

. . . . . . . . .

COMPONENT LOCATOR

1F–26

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

DIAGNOSIS

1F–28

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

SYSTEM DIAGNOSIS

1F–28

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

IDLE LEARN PROCEDURE

1F–28

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

ON–BOARD DIAGNOSTIC (OBD II) SYSTEM

CHECK

1F–29

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

PCM/ECM OUTPUT DIAGNOSIS

1F–31

. . . . . . . . . .

MULTIPLE PCM/ECM INFORMATION SENSOR

DTCS SET

1F–33

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

ENGINE CRANKS BUT WILL NOT RUN

1F–38

. . . .

NO MALFUNCTION INDICATOR LAMP

1F–45

. . . . .

MALFUNCTION INDICATOR LAMP ON STEADY 1F–

48

FUEL SYSTEM DIAGNOSIS

1F–50

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

FUEL PUMP RELAY CIRCUIT CHECK

1F–53

. . . . . .

IGNITION 1 RELAY CIRCUIT CHECK

1F–56

. . . . . . .

MANIFOLD ABSOLUTE PRESSURE CHECK 1F–58

PARK/NEUTRAL POSITION SWITCH

1F–60

. . . . . . .

IDLE AIR CONTROL SYSTEM CHECK

1F–61

. . . . .

IGNITION SYSTEM CHECK

1F–64

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

ENGINE COOLING FAN CIRCUIT CHECK – WITH

A/C

1F–68

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

DATA LINK CONNECTOR DIAGNOSIS

1F–75

. . . . .

FUEL INJECTOR BALANCE TEST

1F–78

. . . . . . . . .

EVAP CONTROL SYSTEM DIAGNOSIS

1F–79

. . . .

TROUBLE CODE DIAGNOSIS

1F–82

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

CLEARING TROUBLE CODES

1F–82

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

DIAGNOSTIC TROUBLE CODES

1F–82

. . . . . . . . . .

DTC P0106 MANIFOLD ABSOLUTE PRESSURE

RATIONALITY

1F–85

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

DTC P0107 MANIFOLD ABSOLUTE PRESSURE

LOW VOLTAGE

1F–87

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

DTC P0108 MANIFOLD ABSOLUTE PRESSURE

HIGH VOLTAGE

1F–90

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

DTC P0112 INTAKE AIR TEMPERATURE LOW

VOLTAGE

1F–93

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

DTC P0113 INTAKE AIR TEMPERATURE HIGH

VOLTAGE

1F–95

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

DTC P0117 ENGINE COOLANT TEMPERATURE

LOW VOLTAGE

1F–98

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

DTC P0118 ENGINE COOLANT TEMPERATURE

HIGH VOLTAGE

1F–100

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

DTC P0121 THROTTLE POSITION SENSOR

RATIONALITY

1F–103

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

DTC P0122 THROTTLE POSITION SENSOR LOW

VOLTAGE

1F–106

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

DTC P0123 THROTTLE POSITION SENSOR HIGH

VOLTAGE

1F–109

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

DTC P0125 ENGINE COOLANT TEMPERATURE

INSUFFICIENT FOR CLOSED LOOP FUEL
CONTROL

1F–112

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

DTC P0131 O2 BANK 1 SENSOR 1 LOW VOLTAGE

1F–115

DTC P0132 O2 BANK 1 SENSOR 1 HIGH VOLTAGE

1F–118

1F – 2

I

ENGINE CONTROLS

DAEWOO V–121 BL4

DTC P0133 O2 BANK 1 SENSOR 1 SLOW

RESPONSE

1F–121

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

DTC P0134 O2 BANK 1 SENSOR 1 NO ACTIVITY 1F

–125

DTC P0137 O2 BANK 1 SENSOR 2 LOW VOLTAGE

1F–128

DTC P0138 O2 BANK 1 SENSOR 2 HIGH VOLTAGE

1F–131

DTC P0140 O2 BANK 1 SENSOR 2 NO ACTIVITY 1F

–134

DTC P0141 O2 BANK 1 SENSOR 2 HEATER 1F–137

DTC P0171 BANK 1 SYSTEM TOO LEAN

1F–140

. .

DTC P0172 BANK 1 SYSTEM TOO RICH

1F–144

. .

DTC P0201 INJECTOR 1 CIRCUIT FAULT

1F–148

.

DTC P0202 INJECTOR 2 CIRCUIT FAULT

1F–151

.

DTC P0203 INJECTOR 3 CIRCUIT FAULT

1F–154

.

DTC P0204 INJECTOR 4 CIRCUIT FAULT

1F–157

.

DTC P0300 MULTIPLE CYLINDER MISFIRE

DETECTED

1F–160

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

DTC P0301 CYLINDER 1 MISFIRE

1F–165

. . . . . . . .

DTC P0302 CYLINDER 2 MISFIRE

1F–169

. . . . . . . .

DTC P0303 CYLINDER 3 MISFIRE

1F–173

. . . . . . . .

DTC P0304 CYLINDER 4 MISFIRE

1F–177

. . . . . . . .

DTC P0325 KNOCK SENSOR SNEF INTERNAL

MALFUNCTION

1F–181

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

DTC P0327 KNOCK SENSOR CIRCUIT FAULT 1F–1

83

DTC P0336 58X CRANK POSITION

EXTRA/MISSING PULSES

1F–186

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

DTC P0337 58X CRANK POSITION NO SIGNAL 1F–

189

DTC P0341 CAM RATIONALITY

1F–192

. . . . . . . . . .

DTC P0342 CAM POSITION NO SIGNAL

1F–195

. .

DTC P0351 IGNITION CONTROL A CIRCUIT FAULT

1F–198

DTC P0352 IGNITION CONTROL B CIRCUIT FAULT

1F–200

DTC P0401 EXHAUST GAS RECIRCULATION

INSUFFICIENT FLOW

1F–202

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

DTC P0402 EXHAUST GAS RECIRCULATION

EXCESSIVE FLOW

1F–204

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

DTC P0404 EXHAUST GAS RECIRCULATION

OPEN VALVE POSITION ERROR

1F–208

. . . . . . .

DTC P0405 EXHAUST GAS RECIRCULATION

PINTLE POSITION LOW VOLTAGE

1F–212

. . . . . .

DTC P0406 EXHAUST GAS RECIRCULATION

PINTLE POSITION HIGH VOLTAGE

1F–216

. . . . .

DTC P0420 CATALYST BANK 1 LOW EFFICIENCY 1

F–220

DTC P0440 EVAPORATIVE EMISSION SYSTEM

LARGE LEAK/LOW TANK VACUUM

1F–222

. . . . .

DTC P0442 EVAPORATIVE EMISSION SYSTEM

SMALL LEAK

1F–227

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

DTC P0443 EVAPORATIVE EMISSION SYSTEM

PURGE CONTROL CIRCUIT

1F–231

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

DTC P0446 EVAPORATIVE EMISSION SYSTEM

VENT CONTROL MALFUNCTION

1F–234

. . . . . . .

DTC P0449 EVAPORATIVE EMISSION SYSTEM

VENT SOLENOID CIRCUIT FAULT

1F–237

. . . . . .

DTC P0452 FUEL TANK PRESSURE SENSOR LOW

VOLTAGE

1F–240

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

DTC P0453 FUEL TANK PRESSURE SENSOR

HIGH VOLTAGE

1F–243

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

DTC P0461 FUEL LEVEL RATIONALITY

1F–246

. . .

DTC P0462 FUEL LEVEL LOW VOLTAGE

1F–249

. .

DTC P0463 FUEL LEVEL HIGH VOLTAGE

1F–252

.

DTC P0480 COOLING FAN RELAY A FAN

CONTROL CIRCUIT FAULT (WITH A/C)

1F–252

. .

DTC P0481 COOLING FAN RELAY B FAN

CONTROL CIRCUIT FAULT (WITH A/C)

1F–258

. .

DTC P0502 VEHICLE SPEED (ENGINE SIDE) NO

SIGNAL

1F–261

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

DTC P0506 IDLE SPEED RPM LOWER THAN

DESIRED IDLE SPEED

1F–264

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

DTC P0507 IDLE SPEED RPM HIGHER THAN

DESIRED IDLE SPEED

1F–267

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

DTC P0532 A/C PRESSURE SENSOR LOW 1F–270

DTC P0533 A/C PRESSURE SENSOR HIGH 1F–273

DTC P0562 SYSTEM VOLTAGE (ENGINE SIDE)

TOO LOW

1F–276

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

DTC P0563 SYSTEM VOLTAGE (ENGINE SIDE)

TOO HIGH

1F–279

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

DTC P0601 PCM/ECM (ENGINE SIDE) CHECKSUM

FAULT

1F–282

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

DTC P1106 MANIFOLD ABSOLUTE PRESSURE

INTERMITTENT HIGH VOLTAGE

1F–283

. . . . . . . .

DTC P1107 MANIFOLD ABSOLUTE PRESSURE

INTERMITTENT LOW VOLTAGE

1F–285

. . . . . . . .

DTC P1109 VARIABLE GEOMETRY INDUCTION

SOLENOID ELECTRICAL FAULT

1F–287

. . . . . . . .

DTC P1111 INTAKE AIR TEMPERATURE

INTERMITTENT HIGH VOLTAGE

1F–290

. . . . . . . .

DTC P1112 INTAKE AIR TEMPERATURE

INTERMITTENT LOW VOLTAGE

1F–293

. . . . . . . .

DTC P1114 ENGINE COOLANT TEMPERATURE

INTERMITTENT LOW VOLTAGE

1F–295

. . . . . . . .

DTC P1115 ENGINE COOLANT TEMPERATURE

INTERMITTENT HIGH VOLTAGE

1F–297

. . . . . . . .

DTC P1121 THROTTLE POSITION SENSOR

INTERMITTENT HIGH VOLTAGE

1F–300

. . . . . . . .

DTC P1122 THROTTLE POSITION SENSOR

INTERMITTENT LOW VOLTAGE

1F–302

. . . . . . . .

DTC P1133 O2 BANK 1 SENSOR 1 TOO FEW

TRANSITIONS

1F–304

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