Daewoo Nubira. Manual - part 129

ENGINE CONTROLS 1F – 11

DAEWOO V–121 BL4

BPW Bank 1

Indicates the base Pulse Width Modulation (PWM) or ON
time of the indicated cylinder injector in milliseconds.
When the engine load is increased, the injector pulse width
will increase.

Calculated Air Flow

The calculated air flow is a calculation based on manifold
absolute pressure. The calculation is used in several diag-
nostics to determine when to run the diagnostics.

Calculated Load

Indicates engine load based on Manifold Absolute Pres-
sure (MAP). The higher the percentage, the more load the
engine is under.

Camshaft Activity Counter

The Camshaft Position (CMP) activity counter displays
the activity sent to the PCM/ECM from the CMP sensor.
The counter will continually increment while the engine is
running. The CMP activity counter is helpful in diagnosing
DTC P0342.

Desired Idle

The PCM/ECM commands the idle speed. The PCM/ECM
compensates for various engine loads in order to maintain
the desired idle speed. The actual engine speed should re-
main close to the desired idle under the various engine
loads with the engine idling.

Engine Coolant Temperature

The Engine Coolant Temperature (ECT) sensor sends en-
gine temperature information to the PCM/ECM. The PCM/
ECM supplies 5 volts to the engine coolant temperature
sensor circuit. The sensor is a thermistor which changes
internal resistance as temperature changes. When the
sensor is cold (internal resistance high), the PCM/ECM
monitors a high voltage which it interprets as a cold en-
gine. As the sensor warms (internal resistance de-
creases), the voltage signal will decrease and the PCM/
ECM will interpret the lower voltage as a warm engine.

EGR Desired Position

The desired exhaust gas recirculation (EGR) position is
the commanded EGR position. The PCM/ECM calculates
the desired EGR position. The higher the percentage, the
longer the PCM/ECM is commanding the EGR valve ON.

Engine Run Time

The engine run time is a measure of how long the engine
has been running. When the engine stops running, the tim-
er resets to zero.

Engine Speed

Engine Speed is computed by the PCM/ECM from the fuel
control reference input. It should remain close to desired
idle under the various engine loads with the engine idling.

EVAP Purge
The Evaporative (EVAP) Emission purge valve solenoid is
a proportional signal used in order to control the EVAP
canister purge function. At 0% the valve is commanded
fully closed. 100% implies that the valve is fully open.

EVAP Purge Solenoid
When energized, the EVAP Emission Canister Purge So-
lenoid allows the fuel vapor to flow from the EVAP Canister
to the engine. The EVAP Emission Canister Purge Sole-
noid is normally closed. The EVAP Emission Canister
Purge Solenoid is pulse width modulated by the PCM/
ECM. The EVAP Emission Canister Purge Solenoid reads
0% when closed and 100% when fully opened.

EVAP Vent Solenoid
The EVAP Emission Vent Solenoid allows fresh outside air
to the EVAP Emission Canister during purge mode. The
EVAP Emission Vent Solenoid allows the diagnostic to pull
a vacuum on the fuel tank by closing the vent solenoid.

Fan
The Fan Control (FC) Relay is commanded by the PCM/
ECM. The FC Relay displays the command as ON or OFF.

Fuel Level Sensor
The Fuel Level Sensor monitors the fuel level in the tank.
The Fuel Level Sensor monitors the rate of change of the
air pressure in the EVAP Emission Canister Purge Sys-
tem. Several of the Enhanced EVAP Emission Canister
Purge System diagnostics are dependent upon the correct
fuel level.

Fuel Tank Pressure Sensor
The fuel tank pressure sensor measures the difference
between the pressure or the vacuum in the fuel tank and
the outside air pressure. When the air pressure in the fuel
tank equals the outside air pressure, the output voltage of
the sensor is 1.3 to 1.7 volts.

IAC Position
The scan tool displays the PCM/ECM command for the
Idle Air Control (IAC) pintle position in counts. The higher
the number of counts, the greater the commanded idle
speed reads. The Idle Air Control responds to changes in
the engine load in order to maintain the desired idle rpm.

Intake Air Temperature
The PCM/ECM converts the resistance of the Intake Air
emperature (IAT) sensor to degrees in the same manner
as the ECT sensor. Intake air temperature is used by the
PCM/ECM to adjust fuel delivery and spark timing accord-
ing to incoming air density.

Ignition 1 (Voltage)
The ignition volts represent the system voltage measured
y the PCM/ECM at the ignition feed circuit.

Knock Retard
The Knock Sensor (KS) Retard indicates the amount of
park advance the PCM/ECM is decreasing in response o
the KS signal.

1F – 12

ENGINE CONTROLS

DAEWOO V–121 BL4

Knock Present

The KS Noise Channel indicates when the PCM/ECM
etects the KS signal. The PCM/ECM should display O at
idle.

Long Term FT

The Long Term Fuel Trim (FT) is derived from the short
term fuel trim value. The Long Term FT is used for the long
term correction of the fuel delivery. A value of 128 counts
(0%) indicates that the fuel delivery requires no com-
pensation in order to maintain a 14.7:1 air to fuel ratio. A
value below 128 counts means that the fuel system is too
rich and the fuel delivery is being reduced. The PCM/ECM
is decreasing the injector pulse width. A value above 128
counts indicates that a lean condition exists for which the
PCM/ECM is compensating.

Long Term FT Average

Long Term FT Average is derived from the long term fuel
trim from all of the cells. The PCM/ECM then takes all of
the values and then creates one average value.

Loop Status

The Closed Loop is displayed indicating that the PCM/
ECM is controlling the fuel delivery according to the Oxy-
gen Sensor (O2S 1) voltage as close to an air/fuel ratio of
14.7 to 1 as possible.

MAP

The MAP sensor measures the change in the intake man-
ifold pressure which results from engine load and speed
changes. As the intake manifold pressure increases, the
air density in the intake also increases and the additional
fuel is required.

Misfire Current #1–4

Indicates the number of current misfires that are present
in the indicated cylinder. Increments only when misfire is
current.

Misfire History #1–4

Indicates the number of misfires that have occurred after
195 current misfires have been counted. The current mis-
fire counter will add its misfires to the history misfire count-
er after 195 total misfires have taken place. If 1 cylinder is
misfiring, the misfiring current counter will have 195 mis-
fires counted before adding to its history counter. If 2 cylin-
ders are misfiring, the misfiring current counter will add to
their history counters after 97 misfires. The counter incre-
ments only after a misfire diagnostic trouble code (DTC)
has been set.

Oxygen Sensor Bank 1 Sensor 1

The pre–converter Oxygen Sensor (O2S 1) reading repre-
sents the exhaust oxygen sensor output voltage. This volt-
age will fluctuate constantly between 100 mv (lean ex-
haust) and 900 mv (rich exhaust) when the system is
operating in a Closed Loop.

Oxygen Sensor Bank 1 Sensor 2

The post–converter Heated Oxygen Sensor (HO2S 2)
represents the exhaust oxygen output voltage past the
catalytic converter. This voltage remains inactive, or the
voltage will appear lazy within a range of 100 mv (lean ex-
haust) and 900 mv (rich exhaust) when operating in a
Closed Loop.

Short Term FT

The Short Term FT represents a short term correction to
fuel delivery by the PCM/ECM in response to the amount
of time the oxygen sensor voltage spends above or below
the 450 mv threshold. If the oxygen sensor has mainly
been below 450 mv, indicating a lean air/fuel mixture, short
term fuel trim will increase to tell the PCM/ECM to add fuel.
If the oxygen sensor voltage stays mainly above the
threshold, the PCM/ECM will reduce fuel delivery to com-
pensate for the indicated rich condition.

Short Term FT Average

The Short Term FT Average is derived from the short term
fuel trim from all of the cells. The PCM/ECM takes all of the
values and then creates one average value.

Spark

This is a display of the spark advance Ignition Coil (IC) cal-
culation which the PCM/ECM is programming in the igni-
tion system. It computes the desired spark advance using
data such as engine temperature, rpm, engine load, ve-
hicle speed and operating mode.

TCC Brake Switch

When the brake pedal is applied, the Torque Converter
Clutch (TCC) brake switch sends a signal to the PCM/
ECM to disengage the TCC and disable the cruise control.

Total Misfire Current Counter

Indicates the total number of misfires that have been de-
tected in all the cylinders after 100 engine cycles. One
cycle equals one complete 4 stroke cycle. The total misfire
only increments during the steady state cruise conditions.

TP Angle

From the Throttle Position (TP) Sensor voltage input, the
PCM/ECM computes the TP. The TP Angle will auto zero
to 0% at idle (TP voltage below 0.90 volts). The TP Angle
will read 100% at WOT.

TP Sensor

The PCM/ECM uses the TP Sensor in order to determine
the amount of the throttle demanded by the vehicle’s oper-
ator. The TP Sensor reads between 0.36–0.96 volts at idle
to above 4 volts at WOT.

Vehicle Speed

The vehicle speed sensor signal is converted into mph or
km/h for display. The vehicle speed output from the PCM/
ECM is 4000 pulses per mile. The scan tool uses the class
2 serial data from the PCM/ECM to obtain vehicle speed,

ENGINE CONTROLS 1F – 13

DAEWOO V–121 BL4

while the Instrument Panel Cluster (IPC), cruise control
module and the chime alarm module use the 4000 ppm
output.

FASTENER TIGHTENING SPECIFICATIONS

Application

Lb–Ft

Lb–In

Accessory Mounting Bracket Bolts

–

Camshaft Position Sensor Bolts

–

106

Crankshaft Position Sensor Retaining Bolt

–

Electronic Ignition System Ignition Coil Retaining Bolts

–

Engine Coolant Temperature Sensor

–

Evaporative Emission Canister Flange Bolt

–

Evaporative Emission Canister Protective Cover

–

Evaporative Emission Canister Purge Solenoid Bracket Bolt

–

Exhaust Gas Recirculation Valve Retaining Bolts

–

Fuel Cutoff Switch Mounting Bolts

–

Fuel Filter Mounting Bracket Assembly Bolt

–

Fuel Pressure Regulator Retaining Screw

–

106

Fuel Rail Retaining Bolts

–

Fuel Tank Strap Retaining Nuts

–

115

Heated Oxygen Sensor

–

Idle Air Control Valve Retaining Bolts

–

Knock Sensor Bolt

–

Manifold Absolute Pressure Sensor Mounting Bracket Nuts

–

Manifold Absolute Pressure Sensor Retaining Bolts and Nuts

–

Oxygen Sensor

–

Rear A/C Compressor Mounting Bracket Bolts

–

Spark Plug Cover Bolts

–

Throttle Body Retaining Nuts

–

Throttle Position Sensor Retaining Bolts

–

1F – 14

ENGINE CONTROLS

DAEWOO V–121 BL4

FUEL SYSTEM SPECIFICATIONS

Gasoline

All engines are designed to use unleaded fuel only. Un-
leaded fuel must be used for proper emission control sys-
tem operation. Its use will also minimize spark plug fouling
and extend engine oil life. Using leaded fuel can damage
the emission warranty coverage. The fuel should meet
specification ASTM D4814 for the U.S. or CGSB 3.5 M93
for Canada. All engines are designed to use unleaded fuel
with a minimum U(R+M)/2e (pump) octane number of 87,
where R=research octane number, and M=motor octane
number.

Ethanol

You may use fuel containing ethanol (ethyl alcohol) or
grain alcohol providing that there is not more than 10 per-
cent ethyl alcohol by volume.

Methanol

Do not use fuels containing methanol. Methanol can cor-
rode metal parts and also cause damage to plastic and
rubber parts in the fuel system.

Methyl Tertiary–Butyl Ether (MTBE)

You may use fuel containing Methyl Tertiary–Butyl Ether
(MTBE) providing there is not more than 15 percent MTBE
by volume.

TEMPERATURE VS RESISTANCE

OHMS

Temperature vs Resistance Values (Approximate)

100

212

177

194

241

176

332

158

467

140

667

122

973

113

1188

104

1459

1802

2238

2796

3520

4450

5670

7280

9420

–5

12300

–10

16180

–15

21450

–20

–4

28680

–30

–22

52700

–40

100700

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