0000-00 0-3

1. DIMENSIONS Unit: mm
Top view

Side view

Front view Rear view

0-4

2. SPECIFICATIONS
0000-00 0-5
0-6

3. VEHICLE IDENTIFICATION
Engine Number (G23D) Chassis Number

The engine number is stamped on the The chassis number is stamped on the
upper rear left-hand side of the cylinder frame behind the front right tire.
block.

Engine Number (D20DTR) Vin Label Certification Label

The engine number is stamped The certification label is located on

on the lower area of cylinder the driver’s door sill.
block behind the Intake
manifold.
 0000-00 0-7

4. MAINTENANCE INTERVAL
1) Diesel Engine - EU
0-8
0000-00 0-9
0-10

2) Diesel Engine - GENERAL

0000-00 0-11
0-12
 0000-00 0-13

3) Gasoline Engine
0-14
0000-00 0-15
0-16

5. RECOMMENDED FLUIDS AND LUBRICANTS

- Use only Ssangyong recommended fluids and lubricants.

- Do not mix any different types or brands of oils or fluids. This may cause damages.
- Keep the specified levels when adding or replacing the fluids.
 0000-00 0-17

6. JACK-UP POINTS
0-18

7. PIN ARRANGEMENT OF DIAGNOSTIC CONNECTOR

It is installed under the instrument panel and consists of 16 pins

1) Functions of Terminal
Pin no. 1 -
Pin no. 2 -
Pin no. 3 STICS "C1"
Pin no. 4 Ground
Pin no. 5 Signal ground
Pin no. 6 CAN - HIGH
Pin no. 7 Engine ECU
Pin no. 8 ABS/ESP UNIT "2"
Pin no. 9 AIR BAG UNIT "9"
Pin no. 10 -
Pin no. 11 TCU "B12" (6-AT)
"A18" (5-AT)
Pin no. 12 -
Pin no. 13 TCCU "21"
Pin no. 14 CAN - LOW
Pin no. 15 STICS "B21"
Pin no. 16 Battery +
 0000-00 0-19

8. ELECTRIC COMPONENTS AND LAYOUT

1) Wiring Harness Arrangement
0-20

2) Components Locator
 0000-00 0-21

9. STANDARD BOLTS SPECIFICATIONS

0-22

1. Metric bolt strength is embossed on the head of each bolt. The strength of bolt can be classified as
4T, 7T, 8.8T, 10.9T, 11T and 12.9T in general.
2. Observe standard tightening torque during bolt tightening works and can adjust torque to be proper
within 15 % if necessary. Try not to over max.
allowable tightening torque if not required to do so.
3. Determine extra proper tightening torque if tightens with washer or packing.
4. If tightens bolts on the below materials, be sure to determine the proper torque.
1) Aluminum alloy: Tighten to 80 % of above torque table.
2) Plastics: Tighten to 20 % of above torque table.
 0000-00 0-3

1. GLOSSARY
0-4
0000-00 0-5
0-6
0000-00 0-7
0-8
0000-00 0-9
0-10
 0000-00 01-3

1. ENGINE LAYOUT
Front view Rear view

Right view Left view

01-4

2. MAJOR COMPONENTS
▶ Front view

Vacuum pump

Camshaft position sensor

Oil filter assembly

Power steering pump pulley

Oil pressure switch

Water pump pulley

Idler pulley No. 2

Alternator pulley

Auto tensioner

Idler pulley No. 1

A/C compressor pulley

Isolation damper

▶ Rear view

E-EGR valve

Fuel temperature sensor

Fuel HP pump assembly

Coolant temperature sensor

Crankshaft position sensor

IMV valve
 0000-00 01-5

▶ Right view

Front exhaust gas temperature

sensor

Oil dipstick tube &

gauge assembly

E-VGT actuator

E-VGT turbocharger

Coolant screw plug

Oil drain plug

▶ Left view

Thermostat assembly

Variable swirl valve assembly

E-EGR valve

E-EGR solenoid valve

Oil cooler assembly

EGR cooler

Electronic throttle body

01-6

3. ENGINE COMPARTMENT LAYOUT

Brake fluid reservoir

Coolant reservoir

Engine oil filler cap

Fuse & relay

Air cleaner Engine oil dipstick Power steering fluid Washer fluid
gauge reservoir reservoir cap

- Do not work on the engine compartment while the engine, radiator, exhaust manifold, muffler or
catalytic converter is hot. Always turn the engine off and allow it to cool before starting the
maintenance.
- Regularly check the engine oil level and add Ssangyong genuine engine oil if necessary.
- Clean the dipstick with clean cloth so that any foreign materials cannot get into the engine.

Operating vehicle with insuffi cient amount of oil can damage the engine. Make sure the engine oil
level is correct and add oil if necessary.
 0000-00 01-7

1) Service Interval
Daily Weekly
Description Service interval
inspection inspection
Engine oil & oil Inspection - EU Change every 20,000 km or 12 months
filter (The service interval should be
shortened under severe conditions)

General Change every 15,000 km or 12 months

(The service interval should be
shortened under severe conditions)

Coolant Inspection - Change every 200,000 km or 5 years

Air cleaner - Inspection EU Change every 20,000 km (The service
element interval should be shortened under
severe conditions)
General Clean every 7,500 km, change every
15,000 km (The service interval should
be shortened under severe conditions)

Fuel filter - - EU Change every 40,000 km (Draining

water from fuel filter: whenever replacing
the engine oil)
General Change every 45,000 km (Draining
water from fuel filter: whenever replacing
the engine oil)

2) Specification and Capacity

Engine oil Specification Quality class: Ssangyong genuine engine oil (Approved by MB
Sheet 229.51, SAE 5W/30)
Capacity approx. 6.0 litter
Engine Specification Ssangyong genuine coolant Anti-Freeze SYC-1025
coolant
Capacity approx. 8.5 litter

Severe condition
- Frequent stop-and-go traffic, extended idling, short driving distance below 6 km, driving distance below
16 km when the outside temperature remains below freezing
- Driving in a hilly or mountainous terrain, sandy, or dusty area
- High load driving such as trailer towing
- Taxi, patrol service or delivery service (extended idling and excessive driving with low speed)
01-8

4. CAUTION WHEN SERVICING THE ENGINE

1) Cleaness
Engine has a lot of precisely machined (grinding, polishing, lapping) surfaces. Thus, there should be great
cautions for cleaness when servicing the engine components. Apply the engine oil on the sliding surfaces
when assemblying the components. Every component should be disassembled and reassembled in
accordance with the correct sequences. Before servicing the engine, the negative cable should be
diconnected from the battery. Otherwise, some electric or electronic components could be damaged.

2) Servicing

- Before service work, be sure to disconnect battery negative (-) terminal to prevent damages by bad
wire and short.
- To prevent the foreign material from getting into engine cylinder, cover the inlet of air cleaner if the
air cleaner has been removed

(1) Lifting up the vehicle

- Always keep the safety precautions.
- To prevent the vehicle from rolling down, put the chocks under the tires (when using a 4-post lift).
Make sure to support the correct lifting points (when using a 2-post lift)
-

(2) Exhaust system

- Wear the safety glove when removing the exhaust pipe.
- Make sure that the exhaust pipe is cooled before removing it.
 0000-00 01-9

(3) Cautions before service

Scalding hot coolant and steam could be blown out under pressure, which could cause serious injury.
Never remove the coolant reservoir cap when the engine and radiator are hot.

(4) Lubrication system

- Prolonged exposure to the engine oil make cause a skin cancer or an irritation.
- Used engine cotains the hazardous material that may cause the skin cancer. Do not allow the used
engine to make contact with your skin.
- Make sure to wear the protection gloves and goggle when handling the engine oil. If contact happens,
rinse affected areas immediately with plenty of water. Do not wash it with gasoline or solvent. If
irritation persists, consult a doctor.
Improperly disposed engine oil can pollute the environment. Dispose used engine oil in accordance
with local environmental regulations.

(5) Tightening the fastener

- Clean the mating surfaces before tightening.
- Place the marks with paint to tighten by angle if the angle wrench is not available.

3) Fuel and Oil System

- If work on the fluid system such as fuel and oil, working area should be well ventilated and smoking
should be prohibited.
- Gasket or seal on the fuel/lubrication system should be replaced with new ones and bolts and nuts
should be tightened as specified.

1. If fine dust or foreign material enters into DI engine's fuel system, there can be serious damages
between HP pump and injectors. So, be sure to cover removed fuel system components with cap
and protect removed parts not to be contaminated with dirt. (Refer to cleanness in this manual
while working on DI engine fuel system)
2. When working on the fuel line between priming pump and injector (including return line), always
plug the openings with caps to prevent foreign materials or dust from entering to the openings and
connections.
3. The HP fuel supply pipe (HP pump to fuel rail) and HP fuel pipe (Fuel rail to injector)
should be replaced with new ones when removed.
01-10

5. STANDARD BOLTS SPECIFICATIONS

1) Metric bolt strength is embossed on the head of each bolt. The strength of bolt can be classified as
4T, 7T, 8.8T, 10.9T, 11T and 12.9T in general.
2) Observe standard tightening torque during bolt tightening works and can adjust torque to be proper
within 15 % if necessary. Try not to over max. allowable tightening torque if not required to do so.
Determine extra proper tightening torque if tightens with washer or packing.
3) If tightens bolts on the below materials, be sure to determine the proper torque.
4)
- Aluminum alloy: Tighten to 80 % of above torque table.
- Plastics: Tighten to 20 % of above torque table.
 0000-00 01-11

6. TIGHTENING TORQUE
Tightening Note (total
Numbers of
Name Size tightening
fastener torque (Nm)
torque)
Main bearing cap M12×82 10 55±5Nm, Not-reusable
180˚
Connecting rod cap M9×52 8 40±5Nm, 50 ~80Nm
90˚+10˚
Crankshaft rear seal M6×20 6 10±1Nm -
Oil pump M8×35 3 25±2.5Nm -
Drive plate M10×22 8 45±5Nm, Not-reusable
90˚+10˚
Isolation damper center M18×50 1 200±20Nm, 660~720 Nm
bolt 180˚+20˚ Not-reusable
Oil pan M6×20 18 10±1Nm -
M6×35 2 10±1Nm -
M6×85 2 10±1Nm -
M6×120 2 10±1Nm -
M8×40 2 25±2.5Nm -
Mounting nut for high M14×1.5-8-1 1 65±5Nm -
pressure pump
Mounting bolt for high M8×30 3 25±2.5Nm -
pressure pump
Cylinder head M13×150 12 85Nm -
270°±10°
Camshaft cap M6×30 16 10±1Nm -
M8×60 4 25±2.5Nm -
Exhaust stud bolt 10 15±1.5Nm -
Exhaust sprocket M11×40 1 30±3Nm -
Chain tensioner screw M38×1.5 1 25±2.5Nm -
plug
Coolant temperature 1 20±2.0Nm -
sensor
Belt auto tensioner M8×30(LOW) 1 25±2.5Nm -
M10×75(Upper) 1 55±5.5Nm -
Water pump M6×50 7 10±1.0Nm -
01-12

Note (total
Numbers of Tightening
Name Size tightening
fastener torque (Nm)
torque)
Hot water inlet pipe M6×12 2 10±1Nm -
Hot water inlet pipe M6×12 2 10±1Nm -
Alternator M10×90 1 (LO) 25±2.5Nm -
알터네이터 M10×90 1 (하) 25±2.5Nm -
M10×116 1 (HI) 46±4.6Nm -
M10×116 1 (상) 46±4.6Nm -
Air conditioner M8×85 4 25~2.5Nm -
에어컨 콤프레셔
compressor M8×85 4 25~2.5Nm -
에어컨 브라켓
Air conditioner bracket M6×25 4 10±1Nm -
흡기 매니폴드
Intake manifold M8×35 2 25±2.5Nm -
M8×110 6 25±2.5Nm -
오일 필터
Oil filter 모듈
module M8×40 6 25±2.5Nm -
M8×20 1 25±2.5Nm -

M8×140 2 25±2.5Nm -
노크 sensor
Knock 센서 M8×28 2 20±5Nm -
캠 포지션
Camshaft 센서
position sensor M8×14 1 10~14Nm -
T-MAP 압력 센서 M6×20 1 10±1Nm -
T-MAP pressure sensor M6×20 1 10±1Nm -
M8 10 40±4Nm -

Exhaust manifold M8
M8 3
10 25±2.5Nm
40±4Nm --
Turbocharger M8 1
3 25±2.5Nm
25±2.5Nm --
M8 1 25±2.5Nm -
T/C support bolt M8 1 25±2.5Nm -
T/C oil supply pipe M6(to block) 1 10±1.0Nm -
M6 1 17±2.0Nm -
(to turbocharger)
T/C oil return pipe M6×16(to block) 2 10±1Nm -
M6×16 2 10±1Nm -
(to turbocharger)
EGR valve M8×22 3 25±2.5Nm -
EGR pipe bolt (to exhaust M8×16 2 10±1Nm -
manifold)
EGR pipe bolt (to EGR M8×16 2 25±2.5Nm -
cooler)
 0000-00 01-13

Tightening Note (total

Numbers of
Name Size tightening
fastener torque (Nm)
torque)
Idler pulley/tensioner 1 45±4.5Nm -
pulley
Glow plug M5 4 20±2Nm -
Vacuum pump M8×25 3 10±1Nm -
Timing gear case cover M6×40 7 10±1Nm -
M6×45 1 10±1Nm -
M6×50 3 10±1Nm -
Cylinder head cover M6×35 21 10±1Nm -
Oil dipstick gauge cover M6×16 1 10±1Nm -

Oil filter cap 1 25±2.5Nm -

Fuel rail M8×25 2 25±2.5Nm -
Injector clamp bolt M6×44 2 9±1.0Nm -
130˚±10˚
High pressure pipe M17 1 30±3Nm -
(between high pressure
pump and fuel rail
assembly)
High pressure pipe M17 4 30±3Nm -
(between fuel rail
assembly and injector)
Crankshaft position M5×14 1 8±0.4Nm -
sensor
Main wiring M6×16 5 10±1Nm -
Intake duct M8×25 3 25±2.5Nm -
Power steering pump M8×100 3 25±2.5Nm -
Cylinder head front cover M6×10 5 10±1Nm -
01-14

7. CODING AND INITIALIZATION

1) Engine Variant Coding
Unit Selection Description Remarks
PTC auxilary heater NO For PTC auxilary heater -
equipped vehicle, select
YES YES
"YES".
Glow plug Relay (K-line) Select "AQGS". -
AQGS (CAN) AQGS (CAN)
Transmission 6-speed M/T Select the appropriate system. Select
5-speed A/T (DC 5 AT) Select
6-speed A/T (DSI 6 AT) Select
Pressure sensor for NO Select the appropriate system. -
A/C refrigerant
Type Pressure sensor
for A/C
refrigerant

Immobilizer NO Select "YES" if the vehicle has -

immobilizer.
YES YES
Vehicle speed input CAN Select "CAN" if the vehicle has CAN
type ABS or ESP
WIRE -
Fan 2 relays Select "PWM". -
PWM fan PWM fan
Auto cruise NO Select "YES" if the vehicle has -
cruise contro.
YES YES

G-sensor NO 2WD ABS & Non-ABS: NO Select

4WD ABS & ESP: YES
YES Select
 0000-00 02-3

1. SPECIFICATION
Unit Description Specification Remark
Cylinder head Height 131.9 to 132.1 mm -
Flatness below 0.1 mm -
Valve protrusion Intake valve 0.6 to 1.0 mm -
Exhaust valve 0.6 to 1.0 mm -
Flatness on manifold Intake manifold 0.08 mm -
side
Exhaust manifold 0.08 mm -
Connecting rod End play 0.05 to 0.31 mm -
Camshaft Axial end play Intake 0.1 to 0.35 mm -
Exhaust 0.1 to 0.35 mm -
Crank shaft End play 0.1 to 0.266 mm -
Camshaft position Distance between Camshaft position sensor 0.20 to 1.80 mm -
sensor and sprocket
Valve Clearance between Intake 1.12 mm -
valve and piston
Exhaust 1.09 mm -
Valve recess Intake 0.6 to 1.0 mm -
Exhaust 0.6 to 1.0 mm -
Cylinder block Piston protrusion 0.475 to 0.745 mm -
Piston ring TOP ring end gap 0.20 to 0.40 mm -
2nd ring end gap 0.35 to 0.50 mm -
3rd ring end gap 0.2 to 0.40 mm -
Offset 0.3 mm -
Head gasket Piston protrusion 0.475 to 0.540 1.2t -
0.541 to 0.649 1.3t -
0.650 to 0.745 1.4t -
02-4

2. TIGHTENING TORQUE
Component Size Bolt Specified torque Remark
Quantity (Nm) (Total torque)
Main bearing cap M12×82 10 55±5Nm, Not re-usable
180˚
Connecting rod cap M9×52 8 40±5Nm, 50 to 80 Nm
90˚+10˚
Rear cover M6×20 6 10 ± 1 Nm -
Oil pump M8×35SOC 3 25 ± 2.5 Nm -
Flywheel M10×22 8 45 ± 5 Nm, 60 to 100 Nm
90˚+10˚
Crankshaft center bolt M20×85 1 200 ± 20 Nm, 660 to 720 Nm
180˚+20˚ Not re-usable
Oil pan M6×20 18 10 ± 1 Nm -
M6×35 2 10 ± 1 Nm -
M6×85 2 10 ± 1 Nm -
M6×120 2 10 ± 1 Nm -
M8×40 2 25 ± 2.5 Nm -
HP pump main nut M14×1.5-8-1 1 65 ± 5 Nm -
HP pump bolt M8×55 3 25 ± 2.5 Nm -
Cylinder head M13×150 12 85Nm -
270°±10°
Camshaft cap M6×30 16 10 ± 1 Nm -
M8×60 4 25 ± 2.5 Nm -
Exhaust stud bolt 10 15±1.5Nm -
Exhaust sprocket bolt M11×40 1 30 ± 3 Nm -
Chain tensioner screw M38×1.5 1 25±2.5Nm -
bolt
Coolant temperature 1 20±2.0Nm -
sensor
Auto tensioner M8×30(LOW) 1 25±2.5Nm -
M10×75(Upper) 1 55±5.5Nm -
Coolant pump M6×50 1 10±1.0Nm -
 0000-00 02-5

Bolt Specified torque Remark

Component Size
Quantity (Nm) (Total torque)
Hot water inlet pipe M6×16 2 10±1Nm -
Alternator M10×90 1 25±2.5Nm -
M10×116 1 46±4.6Nm -
A/C bracket M8×25 4 7.8~11.8Nm -
A/C sub bracket M6×25 4 10±1Nm -
Intake manifold M8×35 2 25±2.5Nm -
M8×110 6 25±2.5Nm -
Oil filter module M8×40 6 25±2.5Nm -
M8×20 1 25±2.5Nm -
M8×140 2 25±2.5Nm -
Knock sensor M8×28 2 20±5Nm -
Cam position sensor M8×14 1 10~14Nm -
Booster pressure sensor M6×20 2 10±1Nm -

Exhaust manifold M8 10 40±4Nm -

Turbocharger M8 3 25±2.5Nm -
Support bolt 1 25±2.5Nm -
Support nut M8 1 25±2.5Nm -
T/C oil supply pipe M6(block side) 1 10±1.0Nm -
M6(turbo side) 1 17±2.0Nm -
T/C oil return pipe M6×16(turbo side) 2 10±1Nm -
M6×16(block side) 2 10±1Nm -
EGR valve M8×22 2 25±2.5Nm -
EGR pipe bolt M8×16 2 25±2.5Nm -
(Intake side)
EGR pipe bolt M8×16 2 25±2.5Nm -
(EGR cooler side)
EGR combination bolt M6×16 4 10±1Nm -
M8×16 16 25±2.5Nm -
Idle pulley/Tensioner 1 45±4.5Nm -
pulley
02-6

Component Size Bolt Specified torque Remark

Quantity (Nm) (Total torque)
Glow plug M5 4 20±2Nm -
Vacuum pump M8×25 3 10±1Nm -
Timing gear case cover M12×55 3 85±8.5Nm -
M6×25 7 10±1Nm -
M6×45 1 10±1Nm -
M6×50 3 10±1Nm -
Cylinder head cover M6×35 21 10±1Nm -
Oil gauge tube M6×16 1 10±1Nm -
Oil filter cap 1 25±2.5Nm -
Fuel rail M8×35SOC 2 25±2.5Nm -
Injector clamp bolt M6×60 2 10±1Nm, -
120˚+10˚
High pressure pipe M17 1 30±3Nm -
(between HP pump and
fuel rail)
High pressure pipe M17 4 30±3Nm -
(between fuel rail and
injector)
Crank position sensor M5×14 1 8±0.4Nm -
Main wiring M6×16 5 10±1Nm -
Intake duct M8x25 4 25±2.5Nm -
Power steering pump M8×100 3 25±2.5Nm -
Cylinder head front cover M6×10 5 10±1Nm -

Ladder frame M8×16 5 30±3Nm -

Oil pump M8×35 3 25±2.5Nm -
 0000-00 02-7

3. CHECK AND INSPECTION

1) Cylinder
(1) Compression pressure test
▶ Specified value

Compression ratio 16.5 : 1

Test condition at normal operating temperature (80˚C)
Standard 32 bar
Compression pressure
Minimum 18 bar
Differential limit between cylinders Maximum 3 bar

The compression pressure test is to check the conditions of internal components (piston, piston ring,
intake and exhaust vale, cylinder head gasket). This test provides current engine operating status.

- Before cranking the engine, make sure that the test wiring, tools and persons are keeping away
from moving components of engine (e.g., belt and cooling fan).
- Park the vehicle on the level ground and apply the parking brake.
- Do not allow anybody to be in front of the vehicle.

▶ Measurement
- Warm the engine up to normal operating temperature (80°C).
- Disconnect the fuel rail pressure sensor connector to cut off the fuel injection.
- Remove the air cleaner duct and glow plugs.

1. Place the diagram sheet to compression

pressure tester and install it into the plug hole.
02-8

2. Crank the engine for approx. 10 seconds by

using the start motor.

3. Record the test result and measure the

compression pressure of other cylinders with
same manner.

4. If the measured value is out of specified

value, perform the cylinder pressure leakage
test.

(2) Cylinder pressure leakage test

▶ Specified value

Test condition: normal engine operating

Specified value
temperature (80˚C)
Whole engine below 25%
at valve and cylinder head gasket below 10%
at piston ring below 20%

If the measured value of the compression pressure test is not within the specifications, perform the
cylinder pressure leakage test.

- Perform this test in the sequence of firing order.

- Do not test the cylinder pressure leakage with wet type test procedure. (do not inject the engine oil
into the combustion chamber)
 0000-00 02-9

(3) Piston protrusion check

Position the piston at TDC and measure the
piston protrusion from crank case mating
surface.

Specified value 0.475 to 0.745 mm

- Measure it at both ends of crankshaft.

02-10

2) Cylinder Head
(1) Cylinder head mating surface check
▶ Specified value

Total height "A" 131.9 to 132.1 mm

Minimum height after machining 131.9 mm
Longitudinal direction 0.1 / 150
Flatness
Transverse direction 0.15
Parallel deviation of cylinder head below 0.1 mm
Peak-to valley of surface Rmax 7
Rz 6.3
Intake valve 0.6 to 1.0 mm
valve recess "a"
Exhaust valve 0.6 to 1.0 mm

1. Measure the cylinder head height "A".

- If the height is less than the limit, the cylinder

head must be replaced.

2. Insert the valves into the valve guides and

measure the recesses.

Valve recess “a 0.6 to 1.0 mm

- If the measured value is out of the specified

range, machine the valve seat as much as
necessary until the specified value is
achieved.

(2) Cylinder head pressure Leak test

Immerse the cylinder head with the pressure plate into warm water (approx. 60°C) and pressurize
with compressed air to 2 bar.
 0000-00 02-11

4. GUIDELINES ON ENGINE SERVICE

To prevent personal injuries and vehicle damages that can be caused by mistakes during engine and
unit inspection/repair and to secure optimum engine performance and safety after service works, basic
cautions and service work guidelines that can be easily forgotten during engine service works are
described in.

▶ Cautions before service works

- For safe and correct works, you must observe the working procedures and instructions in this
manual. And, use the designated tools as follow:
Engine stand / Heavy duty engine jack
- To prevent the engine from starting abruptly, do not allow anybody to get in the vehicle while
servicing in engine compartment.
- Before work on engine and each electrical equipment, be sure to disconnect battery negative (-)
terminal.
- Before service works, be sure to prepare the works by cleaning and aligning work areas.
- Do not allow the foreign material get into the fuel injection system.
- When removing the engine, use only the safety hook on engine and engine hanger. Do not support
the bottom of oil pan with a jack.

▶ Engine and accessories

- Completely drain the engine oil, coolant and fuel from engine before removal.
- Before disassembling/assembling the engine components, carefully read the working procedures in
this manual.
- Make sure to keep the specified tightening torques during installation.
- Clean and properly lubricate the parts before reassembly.
- Carefully check that there are not any interference while servicing.
02-12

▶ Fuel and lubrication system

- Do not allow the fluid and engine oil to make contact with the body paintwork and hoses.
- If work on the fluid system such as fuel and oil, working area should be well ventilated and smoking
should be prohibited.
- Gasket or seal on the fuel/lubrication system should be replaced with new ones and bolts and nuts
should be tightened as specified.
- After removal/installation works, be sure to check whether there is leak on the connecting section.

If fine dust or foreign material enters into DI engine's fuel system, there can be serious damages in HP
pump and injectors. Thus, be sure to plug the inlets of removed fuel line components with cap and
protect removed parts not to be contaminated with dirt. (Refer to cleanness in this manual while working
on DI engine fuel system)

▶ Electrical equipment
Electric devices should be handled more carefully.
Currently, the engine has a lot of electric devices. there could be poor engine performance, incomplete
combustion and other abnormal symptoms due to short circuit or poor contact.
- Before work on engine and each electrical equipment, be sure to disconnect battery negative (-)
terminal.
- When replacing the electric device, use only genuine part and check the conditions of connections
and grounds. Loosened connection or ground make cause a fire and personal injury.
 0000-00 02-13

1. BELT LAYOUT
It is single drive type and uses FEAD (Front End Accessories Drive) design to make a compact layout.

▶ Components

D20DTR Engine HPS (Hydraulic Power Steering)

1 Crankshaft pulley (DDU)
2 Auto tensioner
3 Tensioner pulley
4 Vacuum pump
5 A/C compressor pulley
6 Alternator pulley
7 Water pump pulley
8 Idle pulley #1
9 Idle pulley #2
10 Power steering pump pulley
02-14

1) Crankshaft Pulley (Isolation Damper)

(1) Overview
The strut type tensioner automatically adjusts the belt tension to provide the reliability and durability for
the system. And, the belt tension is decreased to minimize the friction loss and improve the belt
operating noise.

(2) Sectional drawing

Pulley

Axial & radial bearing

Sleeve

Hub

Isolation pulley rubber

Damper rubber

Inertia ring
 0000-00 02-15

(3) Features
1. Rubber damper: Decrease crankshaft torsion
2. Improve belt NHV: Reduce unbalance speed to crankshaft due to irregular combustion
3. Minimize noise: Anti-vibration from crankshaft and belt
4. Post bonded type rubber damper: Improve durability of rubber damper
02-16

2) Belt Tensioner
(1) Overview
The torque deviation from crankshaft affects the components in belt drive system and the belt
movement. The auto tensioner system is to adjust this deviation automatically.
In D20DTR engine, one of the mechanical tensioner, pivot damped tensioner is used to keep the
damping force, system reliability and durability. The single belt drive system needs to use the automatic
belt tensioning device to transfer the power to pulleys effectively. To get this, the tensioner uses the
spring and damping unit.

(2) Location

Belt tensioner
 0000-00 02-17

2. VACUUM PUMP
Vacuum pump generates the vacuum pressure and supplies it to EGR cooler bypass solenoid. This
pump is single vane type and displacement is 210 cc/rev. The lubrication oil is supplied through the hole
in hollow shaft.

▶ Components

Vacuum pump Brake booster and naster

cylinder
Pump capacity: 210 cc/rev
Camshaft speed: 375 to 3,000 rpm
Lubrication temperature: -40 to
155°C
Oil: 5W30
Drive type: Driven by exhaust
Camshaft sprocket

EGR cooler bypass valve

This valve is controlled by ECU.

When the engine is cooled, the
exhaust gas goes to combustion
chamber without passing through
EGR cooler because the valve is
closed by vacuum pressure.
02-18

1) Location

2) Operation
The vacuum pump is engaged to the exhaust camshaft.

Connection between vacuum

pump and exhaust camshaft

Oil supply and driving

Vacuum pump Exhaust camshaft

 0000-00 02-19

3. ENGINE MOUNTING
D20DTR engine uses 3-point mounting type that supports the engine and transmission simultaneously.

▶ Components

Front mounting insulator (Right side) Front mounting insulator (Left side)
Location Insulator Location Insulator

Rear mounting insulator

2WD 4WD
A/T M/T A/T M/T
02-20

1) Functions
Appearance Type and function
Front mounting insulator (Right side) Type: Rubber mounting
Function: Supports the torque reaction

Front mounting insulator (Left side) Type: Rubber mounting

Function: Supports the torque reaction

Rear mounting insulato Type: Rubber mounting

Function: Supports the powertrain rod
 0000-00 02-21

4. INTAKE/EXHAUST MANIFOLD
1) Intake Manifold
Intake manifold is installed on the cylinder head with 8 bolts. The variable swirl valve is introduced to
improve the EGR gas mixture and turbulence in combustion chamber and to decrease the exhaust gas.

▶ Components

Intake manifold

* For detailes, refer to Chapter "Intake System".

2) Exhaust Manifold
Exhaust manifold is installed on the cylinder head with 10 stud bolts and nuts. EGR port is integrated in
cylinder head.

▶ Components

Exhaust manifold

* For detailes, refer to Chapter "Exhaust System".

02-22

5. CYLINDER HEAD COVER AND OIL SEPARATOR

1) Cylinder Head Cover
The cylinder head cover is made by high strength plastic to reduce the weight. The multi twist type oil
separator improves the oil consumption.

▶ Components

Front view

Cylinder head cover

Rear view
 0000-00 02-23

2) Oil Separator
(1) Overview
Oil separator separates the particle in blow-by gas to minimize the engine oil consumption and reduces
the inflow oil from intake system into the combustion chamber. The separated oil returns to oil pan
through cylinder head.

(2) Layout

Oil separator

Blow-by outlet hose

02-24

6. CYLINDER HEAD
Cylinder head contains cam position sensor, vacuum pump, intake manifold, exhaust manifold and valve
assembly. Vacuum pump and the high pressure (HP) pump are driven by Camshaft and valves are install
in vertical direction. This enables the compact layout in cylinder head assembly.

▶ Components

Finger follower & HLA Intake/exhaust Camshafts Camshaft sprocket

Cylinder head

Camshaft position sensor HP pump drive gear Vacuum pump drive

Cylinder head gasket

 0000-00 02-25

1) Cylinder Head
(1) Overview
The cylinder is made by gravity casting and the water jacket is integrated type.
The cylinder oil passage is drilled and sealed by cap.
The Camshaft bearing cap is also made by casting and installed on the cylinder head.

(2) Features

Location of Expansion Plugs

Front Rear

Intake side

Coolant expansion plug (M21)

Oil gallery expansion plug (M10)
02-26

▶ Closed flow type water jacket (improving cooling performance)

2) Camshaft
(1) Overview
Hollow type camshaft contains cam, octagon cam, HP pump gear and intake/exhaust gears.
Camshaft operates the intake/exhaust valves, vacuum pump and HP pump, and transfers the engine
oil to vacuum pump through the internal oil passage.

(2) Location
Intake/Exhaust Camshafts

Connected to Exhaust Camshaft Exhaust Camshaft

vacuum pump

Intake Camshaft

Octagon cam
Thrust journal (for tooling)
 0000-00 02-27

3) Valve Assembly (Installed in Cylinder Head)

(1) Features
1. Automatic valve clearance adjuster by hydraulic pressure (Maintenance Free) - Hydraulic lash
2. Optimized adjustment of valve clearance reduces the valve noise.
3. Roller type finger follower reduces the friction loss.
4. Vertical installation.
5. Simple and compact design reduces the moving operation (improving valve following and fuel
consumption at high speed)

(2) Arrangement

Finger follower

Hydraulic lash adjuster

Upper valve spring retainer

Valve spring

Lower valve spring retainer

Exhaust valve Intake valve

02-28

4) Cylinder Head Gasket

(1) Features
1. Sealing the cylinder gas pressure - Peak pressure: 190 bar
2. Minimizing the distortion of engine structure (cylinder head, block): profile stopper, backland stopper
Material: MLS (Multi Layer Steel), Gasket (3 layers)
3. Thickness of gasket: 3 types (1.2 /1.3 /1.4 mm)
4.

Thickness marking

Ex: 1.3t

(2) Thickness of cylinder head gasket

There are three types of gasket to managing the compression ratio.

▶ Piston protrusion

Piston protrusion Thickness

0.475 to 0.540 mm 1.2t
0.541 to 0.649 mm 1.3t
0.650 to 0.745 mm 1.4t
 0000-00 02-29

7. CHAIN AND GEAR DRIVE SYSTEM

D20DTR engine uses single stage chain drive system. Timing chain drives the exhaust side and gear
drive the intake side. Timing chain is single bush type. Upper chain drives HP pump connected to intake
Camshaft by driving exhaust cam shift sprocke, and lower chain drives oil pump to lubricate the engine.

1) Chain Drive
(1) Overview
The drive chain is single chain drive system with simple design and variable performance, and it utilizes
the hydraulic tensioner to reduce the wave impact generated by the chain. This chain is light weight and
has high durability through single bush chain. Shoulder bolts are used for better NHV.

(2) Layout

Chain upper bush Exhaust camshaft

sprocket
Type: single bush
Chains:112 EA Teeth: 42 EA

Tensioner rail
Installed between exhaust Clamping rail
Camshaft sprocket and
Installed between exhaust
crankshaft sprocket
Camshaft sprocket and
crankshaft sprocket
Hydraulic tensioner
Contains tensioner housing
plug, spring and check valve, Mechanical type tensioner
and operated by hydraulic
pressure
Operated by internal spring
Crankshaft sprocket
Teeth: 21 EA
Chain lower bush
Oil pump sprocket
Chain type: single bush
Teeth: 33 EA Chains: 60 EA
02-30

2) Timing Chain and Gear

(1) Timing chain
- Simple layout: optimized timing, enhanced
NVH
- Single stage layout: minimized chain load

Chain upper bush

- Single bush type (112 EA)
Chain lower bush
- Single bush type (60 EA)

(2) Tensioner
Tensioner adjusts the chain tension to keep it tight during engine running. This reduces the wear in
guide rail and spoke.

▶ Hydraulic tensioner assembly

1. Operating principle
- Use the spring tension in tensioner and hydraulic pressure
2. Tensioner type
- Compensation and impact absorbing
3. Static and dynamic force
- Spring + Hydraulic pressure

Plunger

Check valve

Housing Spring
 0000-00 02-31

(3) Mechanical Tensioner Assembly

Operating principle
- Use only spring tension
Tensioner type
- Compensation and impact absorbing
Static and dynamic force
- Spring

(4) Guide rail

The guide rail is used for optimizing the movement of chain drive system. And it also prevents the chain
from contacting each other when the chain is loose, and reduces the chain wear.
The guide rail is made of plastic, nylon, Teflon, etc. The guide rail is specially required when the distance
between two spokes is too great. It pushes the chain with constant force so that the chain can work
smoothly. The guide rail is fitted by pins.

Tensioner guide rail Clamping guide rail

Installed between exhaust Installed between exhaust
Camshaft sprocket and Camshaft sprocket and
crankshaft sprocket crankshaft sprocket
02-32

(5) Timing gear case cover

Timing gear case cover (TGCC)

Timing gear case cover Oil seal

Screw plug
 0000-00 02-33

▶ Features
- Major function: Protecting the chain drive system, minor function: Shielding the chain noise.
- Install crankshaft front seal and screw plug on the timing gear case cover.

Location of chain tensioner screw

plug

A671 997 01 46
Crankshaft front seal

- Do not touch the inner lip of crankshaft front seal.

- Be careful not to damage the screw thread when removing the lock pin to release the chain
tensioner.
- Be careful not to damage the O-ring when installing the screw plug.
02-34

8. OIL PAN
The oil pan in D20DTR engine improves the NVH. Especially, the oil draining is much easier than before.

▶ Components

Oil pan sassembly

 0000-00 02-35

9. DUAL MASS FLYWHEEL (DMF) & DRIVE PLATE

1) Overview
Flywheel is installed on crankshaft. When
starting the engine, this functions as follows:

- Reducing the irregular speed of crankshaft

due to unbalanced combustion -> Improving
the power train NVH, Improving the driving
performance
- Reducing the clutch noise by using ball
bearing
- Improving the durability of DMF by using
strong arch spring

2) Layout

Spring guide
Drive plate
Primary cover

Ring gear Primary flywheel

Internal/external ring Secondary flywheel

02-36

3) Operation
- Compensating the irregular operation of engine: The secondary flywheel operates almost evenly so
does not cause gear noises
- The mass of the primary flywheel is less than conventional flywheel so the engine irregularity
increases more (less pulsation absorbing effect).
- Transaxle protection function: Reduces the torsional vibration to powertrain (transaxle) by reducing
the irregularity of engine.

Compression stroke Combustion stroke

Small changes from engine (k): Large changes from engine (j):
Damper increases the torque changes to clutch Damper decreases the torque changes to
transaxle by absorbing the impact

Torque change curve of engine and drive shaft

 0000-00 02-37

4) Features
- Reduced vibration noise from the powertrain by blocking the torsional vibrations
- Enhanced vehicle silence and riding comforts: reduced engine torque fluctuation
- Reduced shifting shocks
- Smooth acceleration and deceleration

5) Advantages
- Improved torque response by using 3-stage type spring: Strengthens the torque response in all
ranges (low, medium, and high speed) by applying respective spring constant at each range.
Stable revolution of the primary and secondary wheel by using planetary gear: Works as auxiliary
- damper against spring changes
Less heat generation due to no direct friction against spring surface: Plastic material is covered on
- the spring outer surface
Increased durability by using plastic bushing (extends the lifetime of grease)
-

6) Drive Plate
Drive plate receives the power from the start motor when starting the engine. With this, the drive plate
initially drives the power train system. And, it is connected to the torque converter to transfer the engine
torque to the power train system.

▶ Components

Drive plate

Trigger ring
02-38

10. PISTON/CRANKSHAFT/CYLINDER BLOCK

The crankshaft and the cylinder block convert the compression pressure to the rotating energy.

▶ Components

Cylinder block

Piston

Connecting rod

Crankshaft
 0000-00 02-39

1) Piston
(1) Overview
Piston assembly contains piston, #1 ring, #2
ring, oil ring, piston pin and snap ring. The
expansion energy from engine is transferred to
the crankshaft through connecting rod to convert
the linear movement to rotating energy.

(2) Layout

Material: B2+ #2 ring

Wide bawl type (CR 16.5)

Piston cooling gallery for

#1 ring connecting rod

Oil ring

Snap ring

Cooling jet

Skirt coating:
MoS2
02-40

(3) Functions
Piston transfers the combustion energy from engine to connecting rod. Especially in the direct injection
engine such as D20DTF, it provides the combustion space and largely effects to the engine performance
and exhaust gas.

▶ Piston ring
- #1 ring (Top ring) : Prevents the high pressurized combustion gas from leaking into crank chamber,
and prevents the engine oil getting into combustion chamber.
- #2 ring: Scrapes the engine oil on the cylinder bore, and prevents the leaked combustion gas from #1
ring from leaking into the crank chamber.
- Oil ring: Scrapes the engine oil on the cylinder bore.

▶ Piston pin
- Connects the piston the connecting rod, and transfers the linear movement of piston to connecting rod
to convert it to rotating energy

▶ Snap pin
- Locks the piston pin.

(4) Assembling the piston

1. Install the piston rings with the "Y" mark on the
ring facing upwards.
2. Position the end gap of #1 ring at 180˚
away from the end gap of #1 ring.
3. Position the end gap of oil ring at 180˚
away from the end gap of coil spring, and
position the end gap of oil ring at 90˚ away
from the end gap of #2 ring.
 0000-00 02-41

Selecting piston oversize

Top of piston Top of cylinder block

Piston Cylinder bore

Engine
Part NO Marking NO. -
671 030 06 17 - -
671 037 07 01 A A
671 037 08 01 X X
D20DTF
671 037 09 01 B B
671 037 10 01 +5 -
671 037 11 01 +10 -
02-42

2) Connecting Rod
(1) Overview
Connecting rod converts the reciprocating movement of piston to the rotating movement of crankshaft.
The big end is connected to connecting rod bearing and the crank pin journal, and the small end is
connected to the piston pin.

(2) Components

Piston pin bush

Connecting rod

Connecting rod upper bearing

Connecting lower bearing

Connecting rod cap

Connecting rod cap bolt

 0000-00 02-43

(3) Selection of crankshaft pin journal bearing

- The connecting rod bearing contains 3 sets of 3 grades in upper and lower sections.
- Three sets in the table below have nearly same oil clearance (0.015~0.063 mm) of bearing.
- Identification: Coloe mark on bearing side surface

Connecting Upper bearing Lower bearing Journal Oil

rod/ Bore diameter of clearance of
No Bearing Bearing
diameter in Grade Grade crank pin bearing
big end thickness thickness

1 1.804 1.812 0.017

54.600 R B 50.935
1.808 1.815 0.063

2 1.808 1.809 0.016

Y Y
1.812 1.812 0.062
54.614 50.960
3 1.812 1.806 0.015
B R
1.816 1.809 0.061
Min. 0.015
Oil clearance of connecting rod bearing
Max. 0.063
02-44

3) Crankshaft
(1) Overview
Crankshaft is installed on the cylinder block.

(2) Arrangement

Upper thrust bearing

Crankshaft main bearing upper Crankshaft main bearing upper

Crank pin journal Main journal

Lower thrust bearing

Crankshaft main bearing lower Crankshaft main bearing lower

 0000-00 02-45

(3) Selection of crankshaft main bearing

Mating surface of crankshaft sprocket

Bottom of cylinder block

Selection of lower main bearing

Selection of upper main bearing

Selection of bearing according to pin punch & Mark Color Thickness of main
color bearing (mm)
Mark Color Thickness of main V Violet +0.030
2.25
bearing +0.025
* Blue 66.500~66.506 W White +0.025
2.25
+0.020
** Yellow 66.506~66.513
R Red +0.020
*** Red 66.513~66.519 2.25
+0.015
Y Yellow +0.015
2.25
+0.010
B Blue +0.010
2.25 +0.005
02-46

4) Cylinder Block
(1) Overview
The major dimensions in D20DTR are similar to
D20DTR engine. It has two mounting
bosses for knock sensor and meets the
requirements for EURO5 regulation.

(2) Layout

Right side Right side

Expansion plug

Screw plug
 0000-00 02-47

Left side Expansion plug

(3) Features
For simple manufacturing, the crankcase blow-
by gas passage and the oil return hole are made
by casting on the cylinder block.
02-48

The bottom side of water jacket is desgined as sine wave to strengthen the structure of crankcase. The
main flow of coolant starts from outlet port of water pump and goes along the longitudinal direction of
engine. The coolant passage from cylinder head to inlet port of water pump is integrated in cylinder head.

Water jacket core

The engine oil from oil pump is supplied to the main oil gallery through oil channel, oil filter module and
cross bore in cylinder block without using external pipes. This oil is supplied to main bearing, cylinder
head and MBU. And, it is sprayed to the chain through the chain tensioner connected to cross bore.

Crankcase cross bore for oil supply

 2210-01 03-3

1. SPECIFICATION
Description Specification
Fuel Diesel
Type Fuel heater + priming pump + water
separator integrated type
Filter type Changeable filter element type
Change interval EU every 40,000 km

Fuel filter GEN every 45,000 km

Water separation EU every 20,000 km
interval
GEN every 15,000 km
Water accumulating capacity 200 cc
Heater capacity 250W 13.5V
Injector System pressure 1800 bar
Type Eccentric cam/Plunger type
Operating type Gear driven type
High pressure fuel Normal operating temperature -40 ~ 125˚C
pump
Operating pressure 1800 bar
Operating temperature -30 ~ 120˚C
Type Vane type
Low pressure fuel Gear ratio (pump/engine) 0.5 : 1
pump
Pressure 6 bar
Capacity 75 L
Fuel tank Material Steel
Fuel sender Single sender type
03-4

2. MAINTENANCE AND INSPECTION

1) Maintenance Procedures for DI Engine Fuel System
1. Always keep the workshop and lift clean (especially, from dust).
2. Always keep the tools clean (from oil or foreign materials).
3. Wear a clean vinyl apron to prevent the fuzz, dust and foreign materials from getting into fuel system.
Wash your hands and do not wear working gloves.

Follow the below procedures before starting service works for fuel system.

4. If the problem is from HP pump, fuel supply line or injector, prepare the clean special tools and sealing
caps to perform the diagnosis for DI engine fuel system in this manual. At this point, thoroughly clean
the related area in engine compartment.

Clean the engine compartment before starting service works.

Tool kit for high pressure line Took kit for low pressure line
 2210-01 03-5

5. Follow the job procedures. If you find a defective component, replace it with new one.

Once disconnected, the fuel pipes between HP pump and fuel rail and between fuel rail and each
injector should be replaced with new ones. The pipes should be tightened tospecified tightening torques
during installation. Over or under torques out of specified range may cause damages and leaks at
connections. Once installed, the pipes have been deformed according to the force during installation,
therefore they are not reusable. The copper washer on injector should be replaced with new one. The
injector holder bolt should be tightened to specified tightening torque as well. If not, the injection point
may be deviated from correct position, and it may cause engine disorder.

6. Plug the removed components with clean and undamaged sealing caps and store it into the box to
keep the conditions when it was installed.

Fuel filter assembly 7. To supply the fuel to transfer line of HP pump

press the priming pump until it becomes
Priming pump hard.

Priming pump cap

8. Check the installed components again and connect the negative battery cable. Start the engine and
check the operating status.
9. With Scan Tool, check if there are current faults and erase the history faults.
03-6

2) Diagnostic Test for Engine Fuel System

(1) Overview
If a DTC is displayed on the diagnostic device, check the low pressure- and high pressure fuel systems
before removing the components.
To run the system properly, the electric system must be intact but for the DI engine, the fuel pressure
should be measured also when there is a malfunction even after the diagnostic test with a diagnostic
device.

(2) Hydraulic system

 2210-01 03-7

(3) Excessive backleak of injector

▶ Excessive injector backleak

Occurs when the injector control valve is not sealed due to the entry of the foreign materials.

▶ Example:

- Entry of foreign materials

- Burned out and worn HP pump
- Mechanical damage inside the injector
03-8

(4) Loss of pump pressure/flow

▶ Loss of HP pump pressure/flow

Faulty fuel supply line, or damaged or worn pump causes the lack of flow pressure and flow volume

▶ Example:

- Air in fuel supply line

- Excessive load on fuel supply line (←400 mBar)
- Burned out and mechanical worn pump
- High temperature of fuel supply (> 85℃)
 2210-01 03-9

3) DI Engine Fuel System Pressure Test

(1) Test device (Tool kit)

Device for high pressure

Device for low pressure

(2) Pre-check
- Check-tighten fuel supply line
- Check fuel level in fuel tank
- Check air in fuel supply line (bubble in fuel supply line or fuel)
- Check fuel supply line for leaks (low pressure and high pressure)
- Check that specified fuel is used
- Check fuel filter for contamination
03-10

(3) DI Engine Fuel System Check Procedure

If several DTCs are output simultaneously, check the electric wiring for open or short circuit.
Check the low pressure fuel system and fuel filter and confirm that there are no abnormalities. Carry
out the high pressure fuel system check.
 2210-01 03-11

(4) Fuel System Check Procedure

03-12

(5) High Pressure System Pressure Test

▶ Fuel rail pressure test

1. Disconnect the fuel rail pressure sensor

connector and then IMV connector.

2. Connect the pressure tester to the fuel rail

pressure sensor connector.

3. Crank the engine 2 times for 5 seconds.

- Read the highest pressure value displayed
on the tester display.
- If the highest pressure value is 1,050 bar or
less, refer to the section "Fuel System
Check Process".
 2210-01 03-13

▶ How To Use Pressure Tester

1. Press the "TEST" button on the tester to

check if the message "TEST?" is displayed.
If the button is pressed again at 4 seconds
2. after starting engine cranking, the highest
pressure is displayed on the tester.

The fuel rail pressure value can be checked using a diagnostic device.
03-14

(6) Low Pressure System Pressure Test

▶ Inspection procedure
1. All wirings/connectors and fuel lines should be
connected and the engine should work
properly.
2. Prepare a special tool for low pressure test
and clean it thoroughly to prevent foreign
materials from entering.

3. Disconnect the key connector for fuel filter connection, and connect both connectors to the fuel filter
and hose.

4. Start the engine and check visually for clogged low pressure fuel system, excessive air or air entry.
If the fuel flow is not sufficient or air is in the fuel, repair the leak area.
5.
 2210-01 03-15

▶ Static test for backleak of injector

1. Disconnect the injector return hose and cover

the openings with caps shaped screw (included
in the special tool).

2. Connect the hose of the container for

measuring backleak to the return nipple of the
injector.
(prevent air entry to the low pressure line)

3. Disconnect the IMV connector of the high

pressure pump and then fuel pressure
sensor connector.

The connector of the injector can be easily

contaminated. Always keep it clean.

4. Crank the engine 2 times for 5 seconds.

5. Check the time for flow if injector backleak and
confirm that it is within the specified range.

Specification Below 20 sec.

If the value is out of the specified range,

replace the injector.
03-16

▶ Dynamic test for backleak of injector

1. Warm up the engine so that the engine

coolant temperature be over 80℃ and star
the engine again.
2. Disconnect the injector return hose and cover
the openings with caps shaped screw
(included in the special tool)..

3. Connect the hose of the container for

measuring backleak to the return nipple of the
injector.
4. Start the engine again and let the engine idle
for 30 seconds.
5. Perform backleak test of fuel system with a
diagnostic device after 30 seconds.

This test consists of 4 cycles, and the engine rpm

reaches 3,500 rpm for 18 seconds in each cycle.

6. Check the amount of backleak collected into

the container and confirm that it is within the
specified range.

Specification 38 ml or less
 2210-01 03-17

▶ HP pump pressure test

1. Prepare a special tool for high pressure test

and clean it thoroughly to prevent foreign
materials from entering.

2. Disconnect the high pressure fuel supply pipe

on the HP pump and install the close rail in the
tool kit.

3. Connect the other end of the close rail to the

fuel rail for test.

4. Disconnect the return hose for HP pump and

connect the clear hose and connect its the
other end to the return port of the fuel rail for
test.

5. Connect the digital tester connector to the

sensor connector of the fuel rail for test.
6. Crank the engine 2 times for 5 seconds after
removing the IMV connector and fuel rail
pressure sensor connector.
7. Read the pressure value displayed on the
tester display is within the specified

Specification 1,050 bar or more

03-18

3. CAUTIONS FOR DI ENGINE

1) Cautions for DI Engine
This chapter describes the cautions for DI engine equipped vehicle. This includes the water separation
from engine, warning lights, symptoms when engine malfunctioning, causes and actions.

1. DI Engine

Comparatively conventional diesel engines, DI engine controls the fuel injection and timing electrically,
delivers high power and reduces less emission..

2. System Safety Mode

When a severe failure has been occurred in a vehicle, the system safety mode is activated to protect the
system. It reduces the driving force, restricts the engine speed (rpm) and stops engine operation. Refer
to "Diagnosis" section in this manual.

3. Engine CHECK Warning Lamp

The Engine CHECK warning lamp on the instrument cluster comes on when the fuel or
major electronic systems of the engine are not working properly. As a result, the
engine’s power output may decrease or the engine may stall.

4. Water Separator Warning Lamp

When the water level inside water separator in fuel filter exceeds a certain level (approx.
45 cc), this warning light comes on and buzzer sounds.
Also, the driving force of the vehicle decreases (torque reduction). If these conditions
occur, immediately drain the water from fuel filter.
 2210-01 03-19

2) Cleanness
(1) Cleanness of DI engine fuel system
▶ Cleanness of DI engine fuel system and service procedures

The fuel system for DI engine consists of transfer (low pressure) line and high pressure line.
Its highest pressure reaches over 1,800 bar.
Some components in injector and HP pump are machined at the micrometer 100 μm of
preciseness.
The pressure regulation and injector operation are done by electric source from engine ECU.
Accordingly, if the internal valve is stuck due to foreign materials, injector remains open.
Even in this case, the HP pump still operates to supply high pressurized fuel. This increases the
pressure to combustion chamber (over 250 bar) and may cause fatal damage to engine.
You can compare the thickness of injector nozzle hole and hair as shown in below figure (left side). The
below figure shows the clearance between internal operating elements.

Hair
Valve actuator lift - 0.028 mm

Operating
clearance
0.002 mm
Diameter
Diameter
2.0 mm
0.04 mm

Nozzle hole

The core elements of fuel system has very high preciseness that is easily affected by dust or very small
foreign material. Therefore, make sure to keep the preliminary works and job procedures in next pages.
If not, lots of system problems and claims may arise.
03-20

(2) Di engine and its expected problems and remedies can be caused by
water in fuel
▶ System supplement against paraffin separation
In case of Diesel fuel, paraffin, one of the elements, can be separated from fuel during winter and then
can stick on the fuel filter blocking fuel flow and causing difficult starting finally. Oil companies supply
summer fuel and winter fuel by differentiating mixing ratio of kerosene and other elements by region and
season. However, above phenomenon can be happened if stations have poor facilities or sell improper
fuel for the season. In case of DI engine, purity of fuel is very important factor to keep internal
preciseness of HP pump and injector.
Accordingly, more dense mesh than conventional fuel filter is used. To prevent fuel filter internal clogging
due to paraffin separation, SYMC is using fuel line that high pressure and temperature fuel injected by
injector returns through fuel filter to have an effect of built-in heater (see fuel system).

▶ System supplement and remedy against water in fuel

As mentioned above, some gas stations supply fuel with excessive than specified water. In the
conventional IDI engine, excessive water in the fuel only causes dropping engine power or engine
hunting. However, fuel system in the DI engine consists of precise components so water in the fuel can
cause malfunctions of HP pump due to poor lubrication of pump caused by poor coating film during high
speed pumping and bacterization (under long period parking). To prevent problems can be caused by
excessive water in fuel, water separator is installed inside of fuel filter. When fuel is passing filter, water
that has relatively bigger specific gravity is accumulated on the bottom of the filter.

▶ Water drain from water separator

If water in the separator on the fuel filter exceeds a certain level, it will be supplied to HP pump with fuel,
so the engine ECU turns on warning lamp on the meter cluster and buzzer if water level is higher than a
certain level.
Due to engine layout, a customer cannot easily drain water from fuel filter directly, so if a customer
checks in to change engine oil, be sure to perform water drain from fuel filter.

To separate the water from the fuel filter,

remove the fuel filter assembly first.
Water
separator
 2210-01 03-21

1. OVERVIEW
The components in fuel system supply the fuel and generate the high pressure to inject the fuel to each
injector. They are controlled by the engine ECU.
The common rail fuel injection system consists of fuel tank, fuel line, low pressure line which supplies low
pressure fuel to the low pressure pump (including high pressure pump), common rail which distributes
and accumulates the high pressurized fuel from the fuel pump, high pressure line which connected to
the injector, and the engine control unit (ECU) which calculates the accelerator pedal position and
controls the overall performance of vehicle based on the input signals from various sensors.

1) Fuel Flow Diagram

03-22

2. SYSTEM LAYOUT AND OPERATION

1) Layout

For sensor and actuator control logic, refer to Chapter "Engine Control".

Engine ECU (D20DTR) Fuel tank

Engine control by various

signals Fuel metering by sender

HFM sensor

Measuring intake air mass and

temperature

Crankshaft position sensor Injector (C3I) Camshaft position sensor

Pre-injection, main injection,

after-injection by signals from
Measuring engine rpm ECU Determining injection order
 2210-01 03-23

High pressure pump Accelerator pedal position

sensor
Plunger type HP pump (1,800 bar)

Vane type LP pump (6 bar)

Generating high pressurized fuel and

supplying it according to engine rpm, Detecting driver's intention
required volume, required pressure for speed up/down

Fuel filter assembly

Supplying clean fuel/fuel

heating/water separation by
priming pump

Fuel rail assembly T-MAP sensor

Relieving the pulsation.

Measuring the fuel pressure. Measuring booster pressure
Distributing the fuel to injectors. and temperature
03-24

2) Fuel System Flow Diagram

The fuel from the fuel tank is supplied to the fuel heater of fuel filter/priming pump and then low pressure
generated by the low pressure pump (built into HP pump) is transmitted to the HP pump.
The fuel pressure at the HP pump is controlled by the IMV valve, and the maximum allowed pressure is
1,800 bar. The compressed fuel at the fuel pump is delivered to the rail, and injected by the injectors
according to the injection signals. The injection method is the same with the conventional method; Fuel
return by backleak which operates the needle valve.
The major difference is that the fuel return line is connected to the fuel filter inlet port, not the HP pump
venturi.
The pressure from the high pressure pump is increased to 1,800 bar from 1,600 bar, and the pump is now
installed to the cylinder head (cylinder block for previous model). The fuel pressure is generated by the
operation of intake camshaft and gears. The specifications for the IMV valve and the fuel temperature
sensor are not changed.
 2210-01 03-25

3) Input/Output devices

* Refer to Chapter "Engine Control".

03-26

The engine ECU calculates the accelerator pedal based on the input signals from various sensors, and
controls the overall operation of the vehicle.
The ECU receives the signals from various sensor through data line, and performs effective air-fuel ratio
control based on these signals.
The crankshaft speed (position) sensor measures the engine speed, and the camshaft speed (position)
sensor determines the order of injections, and the ECU detects the amount of the accelerator pedal
depressed (driver's will) by receiving the electrical signals from the accelerator pedal sensor.
The mass air flow sensor detects the volume of intake air and sends the value to the ECU.
The major function of the ECU is controlling air-fuel ratio to reduce the emission level (EGR valve control)
by detecting instantaneous air flow change with the signals from the mass air flow sensor.
Also, the ECU uses the signals from the coolant temperature & air temperature sensors, booster pressure
sensor, atmospheric pressure sensor to: a) determine injection starting point and set value for pilot
injection, and b) deal with various operations and variable conditions.
 1719-00 04-3

1. SPECIFICATION
Unit Description Specification
Air cleaner element Filter type Dry, filter element
Initial resistance Max. 300 mmAq
Service interval EU; Clean or change every 20,000 km
GEN: Clean or change every 15,000 km
Air cleaner assembly Operating temperature -30 ~ 100˚C
Intercooler Core material Aluminum
Core size 614W x 192H x 30T
Tank material Plastic (Molding)
Efficiency 80%

* Shorten the service interval under severe conditions such as driving on a dusty road or offroad.
04-4

2. INSPECTION
1) Troubleshooting
▶ When Abnormal Noises are Heard from the Engine Room

For the vehicle equipped with DI engine, if a learning noise occurs in each range or other noises
occur, the major cause of it is a faulty turbocharger assembly. But an interference issue, poor
tightness or loose in the intake and exhaust system also can cause those noises. This is mainly
because the operator didn't follow the instruction exactly when reconnecting the intake hoses and
pipes which were disconnected to check the system or replace the air cleaner. If the intake system is
free of any faults, check the EGR and PCV oil separator connected to the intake system.
The figure may be different from the actual engine. Therefore, read thoroughly below before replacing
the parts.

2) Abnormal Noise Caused by Poor Tightness of Intake System

When the DI engine is running, the air entered into the engine flows in the sequence as shown above. If
high intake pressure is applied to the loose or damaged part, a whistling noise may occur, the intake air
volume is measured incorrectly or the engine power is derated.
 1719-00 04-5

3) Troubleshooting Sequence
The basic checks for intake system are as follows:

▶ Basic Checks for Intake System

Make sure to replace or clean the air cleaner

element periodically. Otherwise, engine will be
derated or work abnormally because of low
intake air volume.
Unlike the fuel system, which is a closed
circuit, the intake system is an open circuit
system. Therefore any malfunction may occur
due to dust and dirt.
Most of the connections consist of hoses so
the system cannot withstand high temperature
and pressure. Also it can be deformed or
loosened easily because it is a clamp
mounting system. Thus, when checking the
engine, basic inspections, such as tightened
status check and visual inspection for hose,
etc., should be carried out in advance.

▶ Other Checks for Intake System

If the intake system is free of any faults, check

for EGR and PCV oil separator.
04-6

1. OVERVIEW
The intake system for D20DTR engine is equipped with a throttle body which includes a flap. This flap is
controlled by an electrical signal to cut off the intake air entering to the engine when the ignition switch is
turned off. Because of this, the shape of the intake manifold has been changed and improved HFM
sensor is newly adopted to control the intake air volume more precisely.

2. COMPONENT
2313-15 HFM sensor

HFM sensor, version 6

*For more information, refer to Chapter "Engine
Control".

2313-01 Air cleaner assembly

2330-01 Intercooler assembly

 1719-00 04-7

1719-02 Swirl control valve

Operating variably in accordance with the engine

load and rpm.* For more information, refer to
Chapter "Engine Control".
1719-01 Intake manifold

Passage for variable swirl valve and for intake air

1719-16 Electric throttle body

* For more information, refer to Chapter "Engine

Control".
04-8

3. INPUT/OUTPUT OF INTAKE SYSTEM

* For more information, refer to Chapter " Engine Control".

 1719-00 04-9

4. OPERATING PROCESS

▶ Work Flow
04-10

1) Types of swirl
Swirl: One cylinder has two intake air ports, one is set horizontally and
the other one is set vertically. Swirl is the horizontal air flows in cylinder
due to the horizontal intake air ports.

Tumble: Tumble is the vertical air flows in cylinder due to the vertical
intake air port

Squish: Squish is the air flows due to the piston head. Normally, this is
appears at the final process of compression. In CRDi engine, the
piston head creates the bowl type squish.

2) Swirl control
In DI type diesel engine, the liquefied fuel is injected into the cylinder directly. If the fuel is evenly
distributed in short period, the combustion efficiency could be improved. To get this, there should be
good air flow in cylinder. In general, there are two intake ports, swirl port and tangential port, in each
cylinder. The swirl port generates the horizontal flow and the tangential port generates the longitudinal
flow. In low/mid load range, the tabgential port is closed to increase the horizontal flow. Fast flow
decreases the PM during combustion and increases the EGR ratio by better combustion efficiency.
 1719-00 04-11

Engine speed Swirl valve Amount of

Load Remarks
swirl
Low speed, below 3,000 rpm Closed Heavy Increased EGR ratio, better air-fuel
Low load mixture (reduce exhaust gas)
High speed, over 3,000 rpm Open Light Increase charge efficiency, higher
High load engine power

The variable swirl valve actuator operates when

turning the ignition switch ON/OFF position to
open/close the swirl valve. In this period, the soot
will be removed and the learning for swirl valve
position is performed.

Swirl valve

Swirl: This is the twisted (radial) air flow along the cylinder wall during the intake stroke. This
stabilizes the combustion even in lean air-fuel mixture condition.

3) Features
- Swirl and air intake efficiency
To generate the swirl, the intake port should be serpentine design. This makes the resistance in air
flow. The resistance in air flow in engine high speed decreases the intake efficiency. Eventually, the
engine power is also decreased, Thus, the swirl operation is deactivated in high speed range to
increase the intake efficiency.
- Relationship between swirl and EGR
To reduce Nox, it is essential to increase EGR ratio. However, if EGR ratio is too high, the PM also
could be very higher. And, the exhaust gas should be evenly mixed with newly aspired air. Otherwise,
PM and CO are dramatically increased in highly concentrated exhaust gas range and EGR ratio
could not be increased beyond a certain limit. If the swirl valve operates in this moment, the limit of
EGR ratio will be higher.

4) Relationship between swirl and fuel injection pressure

The injector for DI engine uses the multi hole design. For this vehicle, there are 8 holes in injector. If the
swirl is too strong, the injection angles might be overlapped and may cause the increased PM and
insufficient engine power. Also, if the injection pressure is too high during strong swirl, the injection
angles might be overlapped. Therefore, the system may decreases the fuel injection pressure when the
swirl is too strong.
 1729-01 05-3

1. TROUBLESHOOTING
1) Work Flow
05-4

2. CAUTIONS
- Do not park the vehicle on flammable materials, such as grass, leaves and carpet.
- Do not touch the catalyst or the exhaust gas ignition system when the engine is running.
- If a misfire occurs in the combustion chamber or the emission of pollutant exceeds the specified
level, the catalyst can be damaged.
- When servicing or replacing components of the exhaust system, makes sure that the components
are positioned at regular intervals from all other parts of the under body.
- Be careful not to damage the exhaust system when lifting the vehicle from its side.
- All components and body parts of the engine exhaust system should be inspected for crack,
damage, air hole, part loss and incorrect mounting location. Also check for any deformation which
can result in exhaust gas drawn into the vehicle.
- Make sure that the exhaust pipe is cooled down sufficiently before working on it because it is still hot
right after the engine is stopped.
- Wear protective gloves when removing the exhaust pipe.
 1729-01 05-5

1. OVERVIEW
This system purifies the exhaust gas generated by the combustion in the engine to reduce the pollutants
and noise during that arise during combustion.

2. LAYOUT
Exhaust manifold assembly

Exhaust front pipe assembly

CDPF assembly

* For more information, refer to Chapter

"Engine Control".

Muffler assembly

Exhaust tail pipe assembly

05-6

3. OPERATING PROCESS
1) Exhaust Gas Flow

2) Input & Output Devices

 1914-01 06-3

1. SPECIFICATION
Unit Description Specification
Max. expansion coefficient 4.0
Max. turbine speed 226,000rpm
Turbocharger Max. temperature of turbine housing
790 ℃

Weight 6.5kg
E-VGT actuator Operation duty cycle 250Hz
06-4

2. INSPECTION
1) Cautions During Driving
The following lists cautions to take during test drive and on the turbocharger vehicle, which must be
considered during the operation.

1. It's important not to drastically increase the engine rpm starting the engine. It could make rotation at
excessive speed even before the journal bearing is lubricated and when the turbocharger rotates in
poor oil supply condition, it could cause damage of bearing seizure within few seconds.
If the engine is running radically after replacing the engine oil or oil filter brings poor oil supply
2. condition. To avoid this, it's necessary to start off after idling the engine for about 1 minute allowing oil
to circulate to the turbocharger after the replacement.
When the engine is stopped abruptly after driving at high speed, the turbocharger continues to rotate
3. in condition where the oil pressure is at '0'. In such condition, an oil film between the journal bearing
and the housing shaft journal section gets broken and this causes abrasion of the journal bearing due
to the rapid contact. The repeat of such condition significantly reduces life of the turbocharger.
Therefore, the engine should be stopped possibly in the idle condition.

After string for long period of time during winter season or in the low temperature condition where the
fluidity of engine oil declines, the engine, before being started, should be cranked to circulate oil and
must drive after checking the oil pressure is in normal condition by idling the engine for few minutes.
 1914-01 06-5

2) Inspection of Turbocharger
When problem occurs with the turbocharger, it could cause engine power decline, excessive discharge of
exhaust gas, outbreak of abnormal noise and excessive consumption of oil.

1. On-board Inspection
- Check the bolts and nuts foe looseness or missing
- Check the intake and exhaust manifold for looseness or damage
- Check the oil supply pipe and drain pipe for damages
- Check the housing for crack and deterioration

2. Inspection of turbine
Remove the exhaust pipe at the opening of the turbine and check, with a lamp, the existence of
interference of housing and wheel, oil leakage and contamination (at blade edge) of foreign materials.

- Interference: In case where the oil leak sign exists, even the small traces of interferences on the
turbine wheel mean, most of times, that abrasion has occurred on the journal bearing. Must inspect
after overhauling the turbocharger.
- Oil Leakage: Followings are the reasons for oil leakage condition
* Problems in engine: In case where the oil is smeared on inner wall section of the exhaust gas
opening.
* Problems in turbocharger: In case where the oil is smeared on only at the exhaust gas
outlet section.

Idling for long period of time can cause oil leakage to the turbine side due to low pressure of exhaust
gas and the rotation speed of turbine wheel. Please note this is not a turbocharger problem.

- Oil Drain Pipe Defect

In case where oil flow from the turbocharger sensor housing to the crank case is not smooth would
become the reason for leakage as oil builds up within the center housing. Also, oil thickens (sludge) at
high temperature and becomes the indirect reason of wheel hub section. In such case, clogging and
damage of the oil drain pipe and the pressure of blow-by gas within the crank case must be inspected.
Damages due to Foreign Materials
- When the foreign materials get into the system, it could induce inner damage as rotating balance of
the turbocharger gets out of alignment.
06-6

3) Inspection of Turbine
Thoroughly check the followings.

Must absolutely not operate the turbocharger with the compressor outlet and inlet opened as it could
damage the turbocharger or be hazardous during inspection.

- Interference: In case where is trace of interference or smallest damage on the compressor wheel
means, most of times, that abrasion has occurred on the journal bearing. Must inspect after the
overhaul.
- Oil Leakage: The reason for oil leakage at the compressor section is the air cleaner, clogged by
substances such as dust, causes the compressor inlet negative pressure.
a. Rotating in high speed at no-load for extended period of time can cause oil leakage to the
compressor section as oil pressure within the center housing gets higher than pressure within the
compressor housing.
b. Overuse of engine break (especially in low gear) in down hill makes significantly low exhaust gas
energy compared to the time where great amount of air is required during idling conditions of the
engine. Therefore, amount of air in the compressor inlet increases but the turbocharge pressure is
not high, which makes negative

No problem will occur with the turbocharger if above conditions are found in early stage but oil
leaked over long period of time will solidify at each section causing to breakout secondary defects.

Damages by foreign materials: In case where the compressor wheel is damaged by foreign materials
requires having an overhaul. At this time, it's necessary to check whether the foreign materials have
contaminated intake/exhaust manifold or inside of engine.
 1914-01 06-7

4) Possible Causes of Defect

The following tries to understand the defects that can occur with vehicle installed with the turbocharger
and to manage the reasons of such defects.
1. In case where oil pan/oil pipe has been contaminated, oil filter is defected and where adhesive of
gaskets has been contaminated into the oil line.
06-8

2. Oil Pump Defect: Rapid over-loaded driving after replacing oil filter and oil and clogging of oil line.
 1914-01 06-9

3. Turbine Side: Inflow of foreign materials from engine

Compressor Side: such as air filter, muffler and nut
06-10

4. Defects caused by reasons other than that of the turbocharger.

 1914-01 06-11

3. TROUBLESHOOTING
The followings are cautions to take in handling defects of turbocharger, which must be fully aware of.

1) Cautions
1. After stopping the engine, check whether the bolts on pipe connecting section are loose as well as
the connecting condition of vacuum port and modulator, which is connected to the actuator.
During idling of the engine, check for leakage in the connecting section of pipe (hoses and pipes,
2. duct connections, after the turbocharger) by applying soap water. The leakage condition in the
engine block and turbine housing opening can be determined by the occurrence of abnormal noise of
exhaust.
By running the engine at idle speed, abnormal vibration and noise can be checked. Immediately stop
3. the engine when abnormal vibration and noise is detected and make thorough inspection whether
the turbocharger shaft wheel has any damages as well as checking the condition of connections
between pipes.
In case where the noise of engine is louder than usual, there is possibility of dampness in the areas
4. related with air cleaner and engine or engine block and turbocharger. And it could affect the smooth
supply of engine oil and discharge.
Check for damp condition in exhaust gas when there is sign of thermal discoloration or discharge of
5. carbon in connecting area of the duct.
When the engine rotates or in case where there is change in noise level, check for clogging of air
6. cleaner or air cleaner duct or if there is any significant amount of dust in the compressor housing.
During the inspection of center housing, inspect inside of the housing by removing the oil drain pipe
to check for sludge generation and its attachment condition at shaft area or turbine side.
7. Inspect or replace the air cleaner when the compressor wheel is damaged by inflow of foreign
materials.
Inspect both side of the turbocharger wheel after removing inlet and outlet pipe of the turbocharger.
8.

9.
06-12

2) Work Flow for Troubleshooting

1914-01 06-13
06-14
1914-01 06-15
06-16
 1914-01 06-17

1. SYSTEM DESCRIPTION OF E-VGT

(Electric-Variable Geometry Turbine)
1) Overview
The E-VGT turbocharger has one shaft where at each ends are installed with two turbines having
different angles to connect one end of housing to the intake manifold and the other end to the exhaust
manifold. As the turbine, at exhaust end, is rotated by exhaust gas pressure the impeller, at intake end,
gets rotated to send air around center of the impeller, being circumferentially accelerated by the
centrifugal force, into the diffuser. The air, which has been introduced to the diffuser having a passage
with big surface, transforms its speed energy into the pressure energy while being supplied to the
cylinder improving the volume efficiency. Also, the exhaust efficiency improves as the exhaust turbine
rotates. The turbocharger is often referred to as the exhaust turbine turbocharger.

Diffuser: With the meaning of spreading out it is a device that transforms fluid's speed energy into the
pressure energy by enlarging the fluid's passage to slow down the flow.
The E-VGT system installed to the D20DTR engine variably controls the passages of the turbine
housing to regulate the flow rate of the exhaust gas. The actuator of E-VGT is a DC motor actuator (E-
Actuator) which controls more quickly and precisely than the previous vacuum type actuator.

The engine ECU controls the E-Actuator electronically as follows:

- At low speed: Narrows the flow passage for the exhaust gas, resulting in increasing the flow
speed of the exhaust gas and running the turbine quickly and powerfully.
- At high speed: Expands the flow passage for the exhaust gas, resulting in increasing the mass
flow of the exhaust gas and running the turbine more powerfully.
06-18

2) Features
(1) Performance (for EURO V)
1. Enhanced emmission control: By temperature control with CDPF system
- Target temperature and airflow control

(2) E-VGT Actuator (Electric-Actuator)

1. Optimizes the exhaust gas flow rate by controlling the vanes inside the turbine housing with the E-
Actuator.
- Maximizes the intake air charging efficiency (Approx. 15%)

2. Has a faster response time than the conventional vacuum actuator.

- Improved low speed torque, high speed power and fuel economy.
- Improved acceleration performance with rapid response time of vane.

- Folding and unfolding of the vane

is controlled electrically
- Easy to get low speed air volume
Features
Rapid response time
- Electric control
-

- Improved low speed torque and

power
- Reduced exhaust gas
Benefits
- Improved fuel consumption
- Improved acceleration
performance
 1914-01 06-19

* For detailed information about the control logic, refer

2. COMPONENTS
to Chapter “Engine Control”.

E-VGT turbocharger Engine ECU (D20DTR) Accelerator pedal position

sensor

Atmospheric pressure, RPM

signal
Transfers driver's will to
Improves engine power E-VGT duty control accelerate to ECU

T-MAP sensor HFM sensor Coolant temperature

sensor

Booster pressure and Improves the engine power Operates the VGT according to
temperature engine warm-up
06-20

3. INPUT/OUTPUT DEVICES
 1914-01 06-21

4. OPERATING PRINCIPLES
The E-VGT is designed to get more improved engine power in all ranges by controlling the turbine as
follows:

1) How it Works at Low Speed

Normal turbocharger cannot get the turbo effect because the amount of exhaust gas is not enough and
the flow speed is slow in a low speed zone, but VGT allows the flow passage of exhaust to narrow,
resulting in increasing the flow speed of exhaust gas and running the turbine quickly and powerfully.
Therefore, as VGT can intake more air than normal turbocharger, it can give the benefit of the increased
output even in a low speed zone.

Control Turbocharger driving Control method Improved

Effect
range mechanism performance
The flow rate is
increased as the
Narrows the flow exhaust gas passes
passage for the the narrow passage Improved
At low
exhaust gas by → Increased low speed torque
speed
folding the vanes turbine & impeller
speed, Increased
compressive force

※ Basic principle at low speed

At low speed, it utilizes the principle of venturi.
For example, when air flows through the venturi
tube, the flow speed is faster and the pressure is
lower at the point "A". In this case, if the inner
diameter of venturi is more narrowed, the flow
speed is so much faster (refer to the equation).

Turbocharger lag
The turbocharger is at idle speed when there is no load or it is in the normal driving condition. During
this period, the amount of exhaust gas passing through the turbine is not enough to turn the
compressor wheel (impeller) fast. Therefore, the intake air is not compressed as needed.
Because of this, it takes time for turbocharger to supply the additional power after the accelerator
pedal is depressed. This is called "turbocharger lag".
06-22

2) How it Works at High Speed

In a high speed zone, the amount of exhaust gas increases and it is accompanied with a great force.
Therefore, if the inner diameter of venturi is more widened, the turbine in the turbocharger by the
releasing force of abundant exhaust gas can deliver a more increased energy to the compressor. The
output will increase in submission to the increase of intake air volume.

Control Turbocharger driving Control Effect Improved

range mechanism method performance

The flow rate is

increased due to the
Expands the
expanded
flow passage for Improved
At high passage→
the exhaust gas maximum
speed Increased turbine &
by unfolding the power
impeller speed,
vanes
Increased
compressive force
 1543-00 07-3

1. SPECIFICATION
Unit Specification
Oil pump Lubrication system Gear pump, forced circulation
Unit Specification
Type Inscribed gear
Oil pump Lubrication system Gear pump, forced circulation
Capacity 63 L at 4,000 rpm
Type Inscribed gear
Relief pressure 5.8 bar ± 0.3 bar
Capacity 63 L at 4,000 rpm
Oil filter Type Full flow/Paper element
Relief pressure 5.8 bar ± 0.3 bar
Engine oil Specified oil SAE 5W30 (approved by MB SHEET 229.51)
Oil filter Type Full flow/Paper element
Capacity (L) Min.: 4.5 L
Engine oil Specified oil SAE
Max.: 6.05W30
L (approved by MB SHEET 229.51)

Service interval EU Change every 20,000 km or 12 months

Capacity (L) Min.: 4.5
(The service interval should beLshortened under
severe conditions) Max.: 6.0 L
Service interval
General Change every 15,000 km or 12 months (But, shorten
(The the service
service interval
interval under
should besevere condition)
shortened under
severe conditions)
Oil injection Type Piston
nozzle
Operating pressure 1.5bar
Closing pressure 1.0bar
Oil flow 4 L/min
Oil pressure Permissible pressure 10bar
switch

The engine oil filter element should be changed at the same time with the engine oil.
- Regularly check the engine oil level and add the engine oil if necessary.
- Remember to check the engine oil level and shorten the cycle to replace the engine oil under
severe driving conditions.
Severe Driving Condition
- Frequent stop-and-go traffic, extended idling, short driving distance below 6 km, driving distance below
16 km when the outside temperature remains below freezing
- Driving in a hilly or mountainous terrain, sandy, or dusty area
- High load driving such as trailer towing
- Taxi, patrol service or delivery service(extended idling and excessive driving with low speed)
07-4

2. MAINTENANCE
1) Level Check
Park the vehicle on a level ground and apply the parking brake. Stop the engine and wait more than 5
minutes.
- Pull out the dipstick and wipe it with a clean cloth. Reinsert it all the way.
- Pull out it again and check the oil level.
- The oil level should be between the maximum (Max) mark and minimum (Min) mark on the oil dipstick.
Oil should be replenished before the level goes below the minimum mark.

Operating vehicle with insufficient amount of oil can damage the engine. Make sure the engine oil
level is correct and add oil if necessary.

Engine oil filler

Engine oil dipstick

2) Replenishment
If the level gets to the lower point, open the filler cap on top of the cylinder block and add the genuine oil
without exceeding the level of the upper mark.
Recheck the oil level after 5 minutes.

- Regularly check the engine oil level and add Ssangyong genuine engine oil if necessary.
- Clean the dipstick with clean cloth so that any foreign materials cannot get into the engine.
- The oil should not go above the upper mark on the dipstick.
- The engine oil may be consumed more if the engine is new.
 1543-00 07-5

1. SYSTEM DESCRIPTION
1) Overview
The lubrication system supplies oil to each lubrication section to prevent friction and wear and to remove
heat from the friction part. As the engine runs, frictional heat is generated on each lubrication section. If
this condition persists, the bearing can be burned and stuck.
In other words, it creates an oil film on each sliding surface to convert solid friction to liquid friction in order
to minimize wear and prevent temperature increasing on the friction part.
For the D20DTF engine with no oil pressure switch, the engine ECU receives the low engine oil level
signal from the oil level sensor and communicates with the instrument cluster through the CAN
communication to turn on the warning lamp.

2) Components

Oil pump Oil dipstick gauge Oil cooler

Oil pan Oil pressure switch Oil filter module

07-6

2. FUNCTIONS OF LUBRICATION
1) Lubrication
It creates a viscous barrier between moving parts that reduces friction, which means less heat and
longer life for those parts. As a lubricant, oil must maintain a protective film to prevent metal-to-metal
contact. It must be fluid enough to allow easy starting and to circulate quickly through the engine, yet
remain thick enough at higher operating temperatures and speeds to provide adequate lubrication.

2) Cooling
Combustion heat and friction energy must be removed from the engine in order to prevent its
overheating. Most of heat energy is taken by the engine oil.
Clean oil passages, proper viscosity and low contamination provide sufficient flow rate of the engine oil
and effective cooling.

3) Sealing
It helps to seal the space between the pistons and the cylinder walls so that compression is more
effective and power is not lost during combustion.

4) Anti-corrosion
As a corrosion inhibitor, oil coats internal engine parts to prevent surface rust on the inside of the engine
which can be caused by blow-by products and water formed in combustion. It must also be capable of
neutralizing the acids that are formed by combustion blow-by and oil oxidation at high temperatures.

5) Cleaning
The small particles of dirt or other contaminants are suspended in oil and carried away to be filtered out.
As a detergent, engine oil must be able to gather and suspend dirt and other contaminants until the oil
can leave them as it passes through the filter and returns to the internal engine environment.
 1520-00 08-3

1. SPECIFICATION
Unit Description Specification
Cooling system Type Water cooling, forced circulation
Coolant Capacity approx. 8.5 L
Radiator Core size 555W x 582.4H x 27T
(over 326,250mm2)
Flow type Cross flow
Min. cooling capacity over 68,000 kcal/h
Antifreeze Type SYC1025 (Long life coolant)
Mixing ratio 50 : 50
(water:antifreeze)
Cooling fan module Type Electric
Capacity Ø472 x 400W x 5B
Control type PWM type
Coolant reservoir Capacity over 1.5 L
Circulation Closed roof type
Pressure cap Screw type, 1.4bar
Vacuum valve Screw type, 1.4bar
Thermostat Type Wax pallet type
Opening temperature 90˚C
Fully open temperature 100˚C
Valve lift 8 mm
08-4

2. INSPECTION
Problem Possible Cause Action
Coolant level is - Leak from the radiator - Change the radiator
too low - Leak from the coolant auxiliary tank - Change the coolant auxiliary tank
- Leak from the heater core - Change the heater
- Leak from the coolant hose - Reconnect the hose or replace
connections the clamp
- Damaged coolant hose - Change the hose
- Leak from the water pump gasket - Change the gasket
- Leak from the water pump internal - Change the water pump
seal
- Leak from the water inlet cap - Change the water inlet cap
- Leak from the thermostat housing gasket
- Change the thermostat sealing
- Incorrect tightening torque of the - Tighten the bolts to the specified
cylinder head bolts torque
- Damaged cylinder head gasket - Change the cylinder head gasket
Coolant - Coolant leakage (Coolant level is low) - Add coolant
temperature is - Improper coolant mixture ratio - Check the coolant concentration
too high - Kinked coolant hose (Anti-freeze)
- Repair or replace the hose
- Defective thermostat - Change the thermostat
- Defective water pump - Change the water pump
- Defective radiator - Change the radiator
- Defective coolant auxiliary tank or - Change the coolant auxiliary tank
tank cap or tank cap
- Cracks on the cylinder block or - Change cylinder block or cylinder
cylinder head head
- Clogged coolant passages in the - Clean the coolant passage
cylinder block or cylinder head
- Clogged radiator core - Clean the radiator core
- Improper operation of cooling fan - Replace the cooling fan or repair
the related circuit
- Defective temperature sensor or - Replace the sensor or repair the
faulty wiring related wiring
Coolant - Thermostat is stuck open - Change the thermostat
temperature is
- Improper operation of cooling fan - Replace the cooling fan or repair
too low
the related circuit
- Defective temperature sensor or - Replace the sensor or repair the
faulty wiring related wiring
 1520-00 08-5

1) Coolant Level Check

1. Park the vehicle on level ground and apply the parking brake. Stop the engine and wait until it is
cooled down.
2. The coolant level should be between the MAX and MIN mark on the coolant reservoir.
Check the coolant level. If the level is below the “MIN” mark, immediately add coolant.

MAX

MIN

- Scalding hot coolant and steam could be blown out under pressure, which could cause serious
injury. Never remove the coolant reservoir cap when the engine and radiator are hot.
- Avoid any direct contact of the coolant to the painted body of the vehicle.
08-6

2) Leak Test
1. Release the pressure in the system by
loosening the pressure cap of the coolant
reservoir slightly. Then, remove the pressure
cap completely.

Never open the cap until the coolant

temperature becomes under 90℃ to
prevent any burn.

2. Add the coolant so that the coolant level is

between MAX and MIN mark on the coolant
auxiliary tank.
3. Connect the tester to the tank filler and apply
pressure (1.4 bar).
4. Check all the coolant hoses, pipes and
connections for leaks when the pressure of
the tester drops, and replace or tighten, if
necessary.

3) Thermostat
Immerse the thermostat into the water. Heat the
water and check the valve opening temperature.

Valve opening
90±2℃
temperature
 1520-00 08-7

3. CAUTIONS

- If 100% of anti-freeze is added, the water pump vane can be damaged and thermal conductivity
can be decreased resulting in poor circulation in the cooling system which leads to overheated
engine.
- Use of non-recommended coolant could cause damage to the cooling system and overheating of
the engine.
- Opening the coolant reservoir cap while the engine is running or hot can cause burns by hot steam
or water.
- To open the coolant reservoir cap, wrap the cap with a wet towel or thick cloth after the engine is
cooled down sufficiently.
- If cool water is added to the heated engine, the engine or radiator can be deformed.
- The anti-freeze in the coolant can damage the painted surface, so avoid the contact of the coolant
to the painted body.
- The anti-freeze and water should be mixed in proper mixture ratio. Never add only water when
adding coolant.
- If the anti-freeze content is too low, the coolant can be frozen while the engine can be overheated if
anti-freeze content is too high.
08-8

1. SYSTEM DESCRIPTION
1) Overview
Coolant reservoir

Long life coolant is used.

Water pump

Sealing

Oil filter module

Water pump Impeller vane

The water pump is driven by the engine drive belt and supplies
the coolant to each area of the engine.

Thermostat
When the engine coolant
reaches 90℃, the thermostat
starts to open (fully open at
100℃) and lets the coolant
flow to the radiator to maintain
the engine temperature.
 1520-00 08-9

Coolant temperature sensor

Measures the coolant

temperature and sends the
result to the engine ECU.

Electric fan

Circulates the fresh air forcibly to exchange heat

with the radiator core fin.

Radiator

Releases heat through fins and cools down the hot

coolant as the coolant passes through the tube of the
radiator core.
 1451-01 09-3

1. SPECIFICATION
Unit Description Specification
Crankshaft pulley : Alternator pulley 1 : 2.94
Normal output (idling/2200 rpm) 70/120 A
Alternator Regulator voltage 14.6 V
Length 12.5 mm
Brush
Wear limit 7 mm
Type MF
Battery
Capacity 90 AH
09-4

2. INSPECTION
1) Alternator Output Test
Item How to check DTC set value / Action
1. Disconnect the cable connected to the B - Pass: If the measured current is 45
terminal on the alternator. Connect one end A or higher.
of the ammeter to the B terminal and the - Fail: If the measured current is less
other end to the cable connected to the B than 45 A.
Output
current terminal. - Check the current of the B terminal.
2. Measure the maximum output value.
(Maintain the engine speed between 2,500
and 3,000 rpm.)
(Turn the headlamp and all the electrical
switches on.)
1. Move the gear selector lever to the neutral - Open circuit: If the measured
position. current is 5 A or higher.
B terminal
current 2. Maintain the engine speed at 2,500 rpm
with the vehicle unloaded.
(Turn all the electrical switches off.)

1. Disconnect the negative cable from the - Pass: If the measured resistance is
battery. between 3 and 6 Ω.
Rotor
coil 2. Remove the B terminal and turn off the - Faulty rotor coil or slip ring: If the
resistance ignition switch. measured resistance is less than
3. Measure the resistance between the L and 3 Ω or greater than 6 Ω.
F terminals with an ohmmeter.
1. Connect the B terminal wiring. - Specification: 12.5 V to 14.5 V
L terminal 2. Measure the voltage with the engine running. - Faulty IC regulator or field coil: If
voltage the measured voltage is 14.5 V or
higher.

- Disconnect the negative battery cable.

- Connect the negative cable again after connecting the ammeter.
 1451-01 09-5

2) Troubleshooting for Alternator

Item Cause Action
Defective alternator voltage regulator
Replace the alternator
Overcharged battery
Defective voltage detection wiring Repair or replace
Loose alternator drive belt Adjust the belt tension or replace
Poor connection of related circuit or open Retighten the loose connection or
circuit repair open circuit
Defective alternator voltage regulator
Replace the alternator
Discharged battery
Defective alternator voltage regulator
Replace the alternator

Terminated battery Replace the battery

Defective ground Repair
Defective alternator voltage regulator
Replace the alternator
Charge warning
lamp does not come
on when turning on Open circuit in charge warning lamp, fuse Replace or repair the charge warning
ignition switch with or wiring lamp or fuse
engine stopped Defective ignition switch Replace the ignition switch
Defective ground of alternator circuit Repair
Defective alternator voltage regulator
Replace the alternator

Charge warning Repair or replace the battery cable

lamp is not turned Corroded or worn battery cable
off after starting
engine Replace the batteryAdjust the belt
Loose alternator drive bel
tension or replace the belt

Defective wiring harness Repair or replace

09-6

3) Checking Battery
 1451-01 09-7

(1) Checking
▶ Using battery tester

- PASS (11.0 V or more): Explain to the customer that the battery is reusable.
- Need to be charged (9.0 to 11.0 V): Charge the battery with a charger and reinstall it. Explain it to the
customer.
- Need to be replaced (9.0 V or more): The battery should be replaced due to overdischarging.

(2) How to use battery tester

▶ How it works and How to use it

- Determine battery capacity by fixing current

(load capacity) and time and varying voltage.
Determine battery capacity based on the
- amount of voltage drop when discharging a
fixed load capacity (120 A) for 5 seconds.
Connect the tester to the battery and read the
display while applying a load for 5 seconds.
-

▶ How to read display

- Red area (①): overdischarge or faulty

battery
- Yellow area (②): Need to be charged (using
a vehicle alternator and a battery charger)
Green area (③): Normal
- Red area on the left-hand side of OK (④):
- Impossible to charge with an alternator
Green area with OK (⑤): Normally charged
- Red area on the right-hand side of OK (⑥):
Overcharged by an alternator태
-
09-8

(3) Starting with jumper cable

If the battery is weak or terminated, the battery from another vehicle can be used with jumper cables to
start the engine.

▶ Connecting order
1. The positive (+) terminal of the discharged battery
2. The positive (+) terminal of the booster battery
3. The negative (-) terminal of the booster battery
4. Connect one end of the other jumper cable to the body of the discharged vehicle, such as the engine
block or a front towing hook.

▶ Starting
1. Prepare a set of jumper cables.
2. Place another vehicle that has the same 12 V of power near to the discharged vehicle.
3. Switch off all electrical accessories for the discharged vehicle.
4. Apply the parking brake and shift the transaxle to the P position (automatic transaxle) or neutral (N)
position (manual transaxle).
5. Connect the jumper cables.
6. Try to start the discharged vehicle while accelerating the engine rpm in the booster vehicle.
7. Attempt to start the engine with the discharged battery.
8. After starting the engine, carefully disconnect the jumper cables in the reverse sequence of
connection.
 1451-01 09-9

(4) Maintenance
If the charge warning lamp ( ) on the instrument cluster comes on while driving, there is a
malfunction in the charge system including the battery. Therefore, carrying out the system check is
needed.

- Make sure that the battery cables are firmly connected.

- If the terminals are corroded, clean them with a wire brush or sandpapers.
- Always disconnect the battery cables with the ignition key removed. When disconnecting the battery
cables with the ignition key turned to ON or ACC position, several electric units can be damaged
due to sudden voltage change.
- Check the battery for crack, damage or fluid leaks. Replace it if necessary.
Wipe out the battery fluid on the battery surface using a rubber glove and a clean cloth wetted with
soapy water.
09-10

1. SYSTEM DESCRIPTION
1) Overview
The charge system is designed to supply electrical energy to the vehicle while driving, and supplies a
constant direct current voltage by converting mechanical rotational movement to electrical energy.
The voltage regulator on the back of the alternator controls the generated voltage in all rotating ranges
and adjusts the system voltage according to the electric load and ambient temperature change.

2) System Layout (Locations)

Alternator Battery

The alternator charges the battery and It converts the chemical energy to the
supplies power to each electric unit by electrical energy and supplies power to the
converting the mechanical energy to the corresponding electric units when starting the
electrical energy. engine.
 1451-01 09-11

2. OPERATING PROCESS
1) Charging Flow
09-12

2) Charging
The alternator uses a new regulator which has three diodes. It consists of the delta stator, rectifier bridge,
slip ring and brush.

▶ Charging time according to vehicle conditions and environment

Specification: Charging a fully depleted high-

capacity battery takes twice or more as long as
charging a fully depleted battery for small
vehicles.
Temperature: The lower the temperature is, the
longer the time taken to charge the battery.
When connecting the battery charger to the cold
battery, the amount of current the battery can
accept initially is very small. As the battery gets
warmer, it can accept more current.

Charging capacity: Charging a battery with a low-capacity charger takes longer time than charging with
a high-capacity charger.
Charging status: Charging a fully depleted battery takes twice or more as long as charging a half-
depleted battery. Since the electrolyte in a fully depleted battery consists of nearly pure water and
conductor, only a very small amount of current can be accepted by the battery initially. The charging
current increases as the amount of acids in the electrolyte is increased by the charging current.

3) Output Characteristics
Alternator (120 A) Alternator (140 A)
 1451-01 09-13

3. CIRCUIT DIAGRAM
 1413-00 10-3

1. SPECIFICATION
Description Specification
Glow plug Rated voltage 12 V
Maximum temperature 1100°C
Operating temperature 1080 ~ 1100°C
Glow plug control unit EMS operating voltage 6 ~ 16 V
Operating temperature -40°C ~ 110°C
Dark current Max. 1 mA
10-4

1. OVERVIEW
The pre-heating system for D20DTR engine has the glow plug to the cylinder head (combustion
chamber), and improves the cold start performance and reduces the emission level.
The pre-heating resistor (air heater) is used to heat the intake air.
This enables the diesel fuel to be ignited in low temperature condition.
The ECU receives the information such as, engine rpm, coolant temperature, engine torque, etc.,
through CAN communication during pre-heating process; and the pre-heating control unit controls the
pre-heating, heating during cranking and post-heating by the PWM control.

Glow indicator Engine ECU (D20DTR)

Glow plug Glow plug control unit

(GCU)
 1413-00 10-5

2. SYSTEM OPERATION
1) Input/Output Diagram of Glow Plug Control Unit

2) System Diagram
10-6

3) Circuit Diagram
 1413-00 10-7

4) Operation
Glow plug is installed in the cylinder head. It enhances the cold starting performance and reduces the
exhaust gas during cold starting.

(1) Operation

1. Duty control area:

2. Between 5 and 100%
3. Frequency: 20 Hz
Duty ratio = (RMS voltage)²
(Battery voltage)²

▶ Pre-Glow: Step 1
If normal communication with the ECU is established 2 seconds after the power is supplied to the IGN
terminal from the battery, the GCU supplies the battery power to raise the temperature of the glow plug
to 1000℃ by the pre-heating request from the engine ECU before starting.

- The time for pre-heating is controlled by the ECU.

Coolant
-30°C -25°C -20°C -10°C -5°C 0°C 20°C
temperature

Pre- Operating time

28 s 25 s 15 s 5s 2s 2s 0s
heating
- Time-out
Operating - IGN: ON Stop
- IGN: OFF
conditions - B+: below 15.2 V conditions
- when engine cranking

1. If the input power (VB) is 11.5 V or less, the GCU supplies the battery power for arrival time (T1).
If the input power (VB) is greater than 11.5 V, the GCU supplies the voltage of 11.5 V for arrival time
2. (T1).

The time for pre-heating by coolant temperature can vary slightly depending on e.g. other vehicle
operation elements.
10-8

▶ During cranking: Step 2 and step 3

1. Step 2: If the ECU receives the cranking signal after pre-heating (step 1), the GCU supplies the
voltage of 6.8 V for 1 sec to raise the temperature to 1,100℃.
2. Step 3: The GCU supplies the voltage of 5.1 V to keep the temperature at 1,000°C.
* Under fixed temperature: The AQGS unit supplies power for 30 seconds (Step 1 + Step 3)
if no cranking signal is received after the step 1.
* At cranking: The step 3 is started after the step 2.

▶ Post-glow: Step 4:

The post-heating is for reducing HC/CO after the engine is started. If the time for post-heating exceeds
180 sec., the GCU unit cuts off the power to each glow plug even if there is pre-heating request from the
engine ECU.

Operating time
-20°C -10°C 0°C 20°C 80°C
Post- (approx.)
heating Operating time 100 s 50 s 25 s 10 s 10 s
(approx.)

▶ Emergency glow

If no CAN signal is received for 4 seconds from the engine ECU after the IGN ON signal is input, the
GCU performs emergency preheat (Step 3) for 30 seconds.

P1 to P2: Pre glow

P3 to P4: Post glow
 1461-01 11-3

1. SPECIFICATION
Description Specification
Capacity 12 V, 2.2 kW
Engagement Meshed type
Rotating direction Clockwise
Pinion gear manufacturing Cooled forging
Solenoid operating voltage Max. 8 V
Weight 2.5 kg
Bracket manufacturing Aluminum die casting
11-4

2. TROUBLESHOOTING
Problem Possible Cause　 Action
Low battery voltage Charge or replace
Loose, corroded or damaged battery cable
Repair or replace
Engine will not crank Faulty starter or open circuit

Faulty ignition switch or blown fuse Repair or replace

Poor engine ground Repair
Low battery voltage Charge or replace
Engine cranks too
Loose, corroded or damaged battery cable
slow
Faulty starter Repair or replace

Starter does not Faulty starter

stop Faulty ignition switch Replace
Broken pinion gear or faulty starter Replace the starter
Engine cranks
normally, but does Broken flywheel ring gear Replace
not start
Open circuit Repair
 1461-01 11-5

1. SYSTEM DESCRIPTION
The starter (start motor) starts the engine with rotational power by converting the electric energy to the
mechanical energy.
When the engine is cranking, the pinion gear meshes with the ring gear. If the ring gear overruns, the
pinion gear clutch overruns to protect the pinion gear.

2. OPERATING PROCESS
1) System Layout
11-6

2) Circuit Diagram
 8510-23 12-3

1. CRUISE CONTROL SWITCH

The cruise control is an automatic speed control system that maintains a desired driving speed without
using the accelerator pedal.
The vehicle speed must be greater than 36 km/h to engage the cruise control. This feature is especially
useful for motorway driving.

The cruise control system is a supplementary system, which helps the driver to drive the vehicle at a
desired speed without using the accelerator pedal under the traffic condition where the vehicle-to-
vehicle distance meets the legal requirement.
12-4

1) Traffic Conditions for Using Cruise Control

Use the cruise control system only when the traffic is not jammed, driving on motorways or highways
where there is no sudden change in the driving condition due to traffic lights, pedestrian, etc.

Improper use of the cruise control could be dangerous.

- Do not use on winding roads.yy
- Do not use in heavy traffic.yy
- Do not use on slippery, wet roads.
This could result in a loss of control, collision, and/or personal injuries.

The described speed value may vary slightly depending on the road conditions.
 8510-23 12-5

2. HOW TO OPERATE CRUISE CONTROL SWITCH

1) Setting a Desired Speed

1. To operate the cruise control, accelerate to the desired speed, which must be more than 36 km/h (23
MPH) and less than 150 km/h (90 MPH).
2. When the desired speed is reached, push up the ACCEL switch of the cruise control lever or push
down the DECEL switch for 1 second per one switching and then release the accelerator pedal
slowly.
3. Now, the vehicle is cruised by this system with the set speed.
4. And you can set to other vehicle speeds again with above steps after an accelerator pedal
intervention during the cruise control running.

Never use the cruise control system until you get used to it.
Improper use or not fully aware of this function could result in collision and/or personal injuries.

(1) Manual transmission equipped vehicle

The cruise control is only available when the 3rd or higher speed gear is engaged.
12-6

2) Accelerating with the Cruise Control System

(1) While the cruise control system is running

1. Push up the ACCEL switch of the cruise control lever and hold it until the desired speed is reached
without an accelerator pedal intervention.
2. When the desired speed is reached, release the lever.

(2) While the cruise control system is not running

1. Accelerate using the accelerator pedal over 36 km/h.
2. Push up the ACCEL switch of the cruise control lever and hold it.
3. And then release the accelerator pedal slowly.
4. When the desired speed is reached, release the lever.

(3) Tap-up while the cruise control system is running

1. Push up the ACCEL switch of the cruise control lever less than 0.5 second per one switching while
the cruise control system is running. This is a tap-up switching.
2. When you operate a tap-up switching, the vehicle is accelerated by 1.3 km/h over the previous set
speed.
3. If you want to accelerate to 13 km/h, operate the tap-up switching ten times without accelerating with
the cruise control system.
 8510-23 12-7

3) Decelerating with the Cruise Control System

(1) While the cruise control system is running

1. Push down the DECEL switch of the cruise control lever and hold it until the desired speed is
reached without a brake pedal intervention. But the cruise control system cannot maintain the cruise
function at less than 34 km/h.
2. When the desired speed is reached, release the lever.

(2) When the cruise control system is not running

1. Push down the DECEL switch of the cruise control lever and hold it.
2. And then release the accelerator pedal slowly.
3. When the desired speed is reached, release the lever. But the cruise control system cannot maintain
the cruise function at less than 34 km/h.

(3) Tap-down while the cruise control system is running

1. Push down the DECEL switch of the cruise control lever less than 0.5 second per one switching
while the cruise control system is running. This is a tap-down switching.
2. When you operate a tap-down switching, the vehicle is decelerated by 1.0 km/h below the previous
set speed.
3. If you want to decelerate to 10 km/h, operate the tap-down switching ten times without the brake
pedal intervention.
12-8

4) Recovery of Set Speed (RESUME)

Even if the cruise control is cancelled, the previous set cruise speed can be recovered by pushing (Type
A) or pulling (Type B) toward the cruise control lever when the current vehicle speed is over 36 km/h
without an acceleration intervention. But if you turn off the ignition switch, the memorized set speed is
cleared and you cannot recover the previous set speed.

The resume position should only be used if the driver is fully aware of this speed and wishes to
resume this particular speed.
 8510-23 12-9

5) Normal Cancellation of the Cruise Control

The cruise control system will be canceled when one or more items of the following conditions are
applied;

1. When the brake pedal is depressed.

2. When the cruising speed is downed less than 38 km/h.
3. When the OFF switch is operated by pulling the cruise control lever (Type A) or by pushing the ON-
OFF switch of the cruise control lever (Type B).
4. When ESP is activated.
5. When applying the parking brake when driving.
6. When using the clutch in order to shift (M/T only).
And the cruise control system can be operated again in driving state.

Keep the main cruise control switch in the neutral position when not using the cruise control.
12-10

(1) Abnormal Cancellation of the Cruise Control

1. When the rapid deceleration is applied without braking.
2. When the rapid acceleration is applied without acceleration pedal intervention.
3. When the cruise control lever is failed.
4. When the brake switch and the brake light switch input signal are implausible.
And the cruise control system cannot be operated again in driving state. In this case, you should stop the
vehicle, and turn off the ignition switch and then turn it on again. After you do that, you can use the cruise
control system again. But if the cruise control system isn’t recovered, you should contact a
Ssangyong Dealer for diagnosis of the cruise control system.

- Abnormal changes of the gear selector lever can damage the yyengine. Do not move the gear shift
lever to Neutral while driving at the set speed. Automatic transmission damage may result.
The speed that has been set may not be maintained on uphill yyor downhill slopes.
- The speed may drop to less than the set speed on a steep uphill yygrade. The accelerator must be
- used if you want to maintain that speed.
The speed may increase to more than the set speed on a steep yydownhill grade. When the speed
- increases too much, turn off the cruise control.

(2) Using the Cruise Control on Hills

How well the cruise control works on hills depends on the speed, load, and the steepness of the hill.
When going up steep hills, you may have to depress the accelerator pedal to maintain your speed. When
going downhill, you may have to brake or shift to a lower gear to keep your speed down.
Applying the brake takes you out of the cruise control.
 1793-00 13-3

1. SPECIFICATION
Item Specification
EGR response time 50 ms
Motor
E-EGR valve Driven by DC motor
Valve EGR gas flow rate 120 kg/h
Cooling capacity 8.3 kW or more

E-EGR cooler Cooling fin type Wavy fin

Cooler type U-shaped
Vacuum
E-EGR bypass valve Solenoid valve Drivien by (Solenoid valve)
13-4

1. SYSTEM DESCRIPTION
1) Overview
The EGR (Electric-Exhaust Gas Recirculation) valve reduces the NOx emission level by recirculating
some of the exhaust gas to the intake system.
To meet Euro-V regulation, the capacity and response rate of E-EGR valve in D20DTR engine have been
greatly improved. The EGR cooler with high capacity reduces the Nox, and the bypass valve reduces the
CO and HC due to EGR gas before warming up.
Also, the engine ECU adjusts the E-EGR opening by using the air mass signal through HFM sensor. If
the exhaust gas gets into the intake manifold when the EGR valve is open, the amount of fresh air
through HFM sensor should be decresed.

▶ Benefits of E-EGR valve

- Improved accuracy and response through electric control

- Feedback function (Potentiometer)
- Preventing chattering of EGR valve and improved durability
- Self-cleaning function
 1793-00 13-5

2) Location and Components

HFM sensor E-EGR cooler and bypass valve

EGR cooler EGR bypass

Used as a main map value to control the EGR. See the section "Engine control" for E-EGR
The coolant temperature, engine rpm, engine valve control logic.
load, intake air temperature (HFM: decreased at
60˚C or more), atmospheric pressure The cooler lowers the high temperature of the
(atmospheric pressure sensor: altitude exhaust gas and the bypass valve directly
compensation) are used as auxiliary map values. supplies the exhaust gas to the intake duct
without passing through the EGR cooler to
reduce the emission of exhaust gas before
warming up the engine.

E-EGR valve EGR pipe

Receives the electric signal from the ECU to Transports the exhaust gas from the EGR cooler
control the valve. and EGR bypass valve to the intake duct.

* For details, see the section "Engine control".

13-6

2. OPERATING PROCESS
1) Schematic Diagram
 1793-00 13-7

2) Input/Output Devices
13-8

3) Control Logic
The EGR system controls the EGR amount based on the map values shown below:
※ Main map value: Intake air volume
※ Auxiliary map value:
- Compensation by the coolant temperature
- Compensation by the atmospheric pressure: Altitude compensation
- Compensation by the boost pressure deviation (the difference between the requested value and the
measured value of boost pressure)
- Compensation by the engine load: During sudden acceleration
- Compensation by the intake air temperature
The engine ECU calculates the EGR amount by adding main map value (intake air volume) and auxiliary
map value and directly drives the solenoid valve in the E-EGR to regulate the opening extent of the EGR
valve and sends the feedback to the potentiometer.

(1) Operating conditions

- Intake air temperature: between -10 and 50℃
- Atmospheric pressure: 0.92 bar or more
- Engine coolant temperature: between 0 and 100°C
- When there is no fault code related to EGR

(2) Shut off conditions

- Abrupt acceleration: with engine speed of 2600 rpm or more
- When the engine is idling for more than 1 minute
- Vehicle speed: 100 km/h or more
- Engine torque: 380 Nm or more
 2412-02 14-3

1. SPECIFICATION
Emission Regulation Euro-V
Front Area 154.06㎠
DOC 158 X 124 X 78L
Size
DPF 158 X 124 X 254L
Shell SUS430J1L X 1.5t
CDPF Canister
End Cone SUS430J1L X 2.0t (Single)
Catalyst Capacity 5.1L
CDPF
Material of Filter SiC
14-4

2. CAUTIONS
▶ Standard pattern of soot accumulation

(1) Abnormal Soot Accumulation (2) Normal Soot Combustion

▶ Cautions to protect the catalyst filter

- Use the designated fuel only.

- Observe the recommended service intervals of engine oil.
- Check the engine oil level frequently and add if necessary.
- Do not idle the vehicle unnecessarily.
- Do not turn off the engine while the vehicle is running.
- Do not shift the gear selector lever to neutral when going downhill.
- Do not use improper engine oil or fuel additives.
- Do not drive for a long time when the warning lamp is illuminated.
- Make sure no flammable material, such as dry grass or tissue paper, contacts with the catalyst filter
while the vehicle is parked.
- For the vehicles used in urban traffic, driving on the expressways for more than 1 hour at least once
per week is needed so that the PM inside CDPF isn't collected to one side only.
 2412-02 14-5

(3) Warning Lamp Related to CDPF

▶ CDPF regeneration process (warning lamp NOT illuminated)
The CDPF system enters the regeneration mode
when the driving distance becomes approx. 600
to 1,200 km (may differ by the driving condition
and driving style). Then, the engine ECU
performs the CDPF regeneration operation.
However, the driver is not informed with this
operation by any engine warning lamp or vehicle
signal, so he/she may not detect this operation.
The control logic at the post-injection dur-ing the
regeneration process is to increase the fuel
injection volume and control the intake air volume
(by the throttle body) in order to increase the
temperature of the exhaust gas. The driver may
not feel any particular difference from the vehicle.

Overload of CDPF (warning lamp blinking)

1. If the CDPF cannot reach the regeneration temperature due to low speed driving or other reason
during the regeneration process, the soot is continuously accumulated in the CDPF. When this
2. condition continues and the CDPF is overloaded with soot, the engine warning lamp blinks to inform
this situation to the driver.
In order to solve this problem, drive the vehicle at a speed of approx. 80 km/h for 15 to 20 minutes to
perform the CDPF regeneration process.
3. If the engine warning lamp on the instrument cluster blinks, the CDPF is overloaded. In this case,
perform the step 2.
14-6

Excessive overload of CDPF (warning lamp illuminated)

1. If the vehicle is driven at a speed of 5 to 10 km/h for an extended period of time, the soot
accumulated in the CDPF cannot be burned as the CDPF cannot reach the regeneration
temperature. Then, an excessive amount of soot can be accumulated in the CDPF.
2. This case is much worse than the simple over-load of the CDPF. To inform this to the driver, the
engine warning lamp comes on and the engine power is decreased to protect the system.
To solve this problem, blow soot between the engine and exhaust system several times and erase
3. the related DTC. Then, check if the same DTC is regenerated again. If so, check the DTC related to
the differential pressure sensor.
 2412-02 14-7

1. OVERVIEW
The DOC (Diesel Oxidation Catalyst) generates CO2 and H2O which are harmless through the
oxidation process of CO and HC. And the DPF (Diesel Particulate Filter) collects PM (Particle Matter)
and is regenerated to reduce the quantity of particulates, HC and CO. But there is a limitation in reducing
the emission of exhaust gas for each system, so the CDPF which combines these two system is
applied.
14-8

2. COMPONENT

Front temperature CDPF Rear temperature

sensor DOC+DPF sensor

Measures the temperature

Protects the turbocharger. of fuel combustion.

Differential pressure Engine ECU Throttle

sensor DCM 3.7 valve

Calculates the amount of

PM collected by reading the
pressure difference between
before and after the CDPF. Regulates the rate of air
Post-injection intake.

* For details, refer to section "Engine Control".

 2412-02 14-9

3. INPUT/OUTPUT DEVICES

1. Front temperature sensor: This sensor is installed at the inlet of DOC and detects whether the
DOC can burn (oxidize) the post-injected fuel or not.
2. Rear temperature sensor: This sensor is installed at the inlet of DPF and monitors that the
temperature of the exhaust gas is kept at 600℃.

- If the temperature exceeds 600℃, the life of CDPF can be reduced. So the amount of fuel
post-injection is decreased.
- If the temperature drops under 600℃, the rate of regeneration can be decreased. So the
amount of fuel post-injection is increased.

3. Differential pressure sensor: This sensor checks the amount of PM collected by calculating the
pressure difference between before and after the CDPF.
4. Electric throttle valve: This valve reduces the intake air flow to raise the temperature of the exhaust
gas when the CDPF is operating during idling.
14-10

4. POST-INJECTION AND AIR MASS CONTROL

A DPS (Differential Pressure Sensor) measures the pressure difference between before and after the
CDPF and detects whether the soot is collected in the CDPF or not. If PM is collected in the CDPF (In
this case the pressure difference between before and after the CDPF exceeds the specified value.
Normally, the system sends the signal when the driving distance becomes approx. 600 to 1,200 km), the
temperature of exhaust gas is increased and the post-injection is started for regeneration. The amount of
fuel post-injection is controlled by the exhaust gas temperature measured by the rear temperature
sensor. If the temperature is less than 600℃, the amount of post-injection is increased to
increase the regeneration temperature. Otherwise, the fuel injection amount is decreased or the fuel is
not injected.
When the engine is running with low load, the intake air amount is also controlled as well as fuel injection
amount. This function is used to increaser the combustion temperature by increasing the amount of fuel
post-injection with the lowest air amount within the specified control logic.
 2412-02 14-11

Front temperature sensor HFM sensor Rear temperature sensor

Intake air
mass

Engine ECU (D20DTR)

Measures the temperature of

exhaust gas. Measure the outlet
temperature of DOC.
This sensor is located at the rear
side of exhaust manifold and This sensor is located at the
monitors the temperature of rear side of DOC and
combusted gas to prevent the monitors the overheating of
exhaust system from overheating. CDPF and post injection
When the temperature gets higher, volume.
this sensor cuts off the fuel delivery
Injector (C31)
and controls the EGR to lower the Measures
temperature. the
excessive
Differential pressure sensor amount of
PM.

Wide band
oxygen sensor Controls the post injection.

Electric throttle body

Boost
pressure/
temperature

Measures the difference between T-MAP sensor

inlet and outlet pressures of CDPF.

If the difference is higher than the Controls the intake air mass.
specified value when collecting the
PM, this makes the post injection for
forced recycling of PM.
14-12

5. OPERATING PROCESS
[Configuration and principle of operation]

Oxidation (DOC) Collecting PM

→ Regeneration

The exhaust gas

passed through the When the exhaust gas enters The engine ECU detects the
exhaust manifold into the CDPF assembly, its amount of PM collected by the
enters into the CDPF CO, HC and PM are reduced information from the
assembly (at approx by the redox reaction of the temperature sensors and
250℃). DOC. The remaining PM is differential pressure sensor.
filtered and collected in CDPF, When the soot is accumulated,
and the temperature of the the engine ECU performs post-
exhaust gas is increased to injection to increase the
between 450 and 500°C. exhaust gas temperature and
burns the collected PM at
approx. 600°C.
 2412-02 14-13

1) Oxidation of DOC
The DOC oxidizes HC and CO of the exhaust gas in the two-way catalytic converter at 180℃ or
more, and performs best at the temperature between 400 and 500℃. The front EGT sensor
detects whether the DOC can burn (oxidize) the post-injected fuel or not, and sends the signal to the
ECU to maintain the DOC operating temperature between 300 and 500℃. The DOC reduces CO
and HC of the exhaust gas by redox reaction and also reduces small amount of PM.

1. Oxygen adheres to the catalyst materials: Less than 180℃

2. CO and HC are oxidized by the catalyst materials: More than 180℃

14-14

2) Collecting PM of DPF
There is a filter installed in the DPF and the PM filtered by this filter is burned (regeneration) when the
temperature of exhaust gas is increased due to post-injection. The filter has a honeycomb-like structure
to capture the particulate matter and the inlet and outlet of each channel are closed alternatively. Once
the exhaust gas enters to the inlet of a channel, it is released from the outlet of the adjacent channel
through the porous wall because of the closed outlet of the first channel, and the PM is collected in the
first channel.

[Collecting PM of CDPF]

Normally, when the driving distance becomes approx. 600 to 1,200 km, enough amount of soot to
be burned is filtered and accumulated in the CDPF. The ECU increases the amount of fuel post-
injection to increase the temperature of the exhaust gas up to 600°C, so that the soot is
burned. The soot is burned for 15 to 20 minutes (may differ by conditions).
 2412-02 14-15

3) PM Regeneration of DPF
The differential pressure sensor installed in the DPF measures the pressure values of inlet and outlet of
CDPF. And the amount of the PM collected in the filter is calculated based on the exhaust temperature,
intake air mass flow, booster pressure, etc.
The regeneration is started when the amount of the collected PM is 28 g or more.
The ECU commands post-injection to increase the temperature of CDPF to 600℃.

1. When the amount of the collected PM is not enough: The DPF works as a filter.

2. When enough amount of PM is collected: The ECU commands post-injection and increase the exhaust
gas temperature to start regeneration.
14-16

4) Fuel Injection During CDPF Regeneration

 2412-02 14-17

6. ELECTRIC CIRCUIT DIAGRAM

 0000-00 15-3

1. ENGINE DATA LIST

Data Unit Value
Coolant temperature ℃ 0.436 V (130℃) to 4.896 V (-40℃)
Intake air temperature ℃ -40 to 130℃ (varies by ambient air
temperature or engine mode)
Idle speed rpm 750 ± 20
Engine load % 18~25%
Mass air flow kg/h 16 to 25 kg/h
Throttle position angle °TA 0° (Full Open) to 78° (Close)
Engine torque Nm varies by engine conditions
Injection time ms 3 to 5ms
Battery voltage V 13.5 V to 14.1 V
Accelerator pedal position 1 V 0.4. to 4.8V
Accelerator pedal position 2 V 0.2 to 2.4 V
Throttle position 1 V 0.3 to 4.6 V
Throttle position 2 V 0.3 to 4.6 V
Oxygen sensor mV 0 to 5 V
A/C compressor switch 1=ON / 0=OFF -
Full load 1=ON / 0=OFF -
Gear selection (A/T) 1=ON / 0=OFF -
Knocking control 1=ON / 0=OFF -
Brake switch 1=ON / 0=OFF -
Cruise control 1=ON / 0=OFF -
15-4

1. MAJOR COMPONENTS
Rear EGT sensor Front EGT sensor Glow plug IMV

Oxygen sensor

Injector (C3I)

Differential pressure HFM (air mass/ Camshaft position Variable swirl valve
sensor temperature) sensor actuator
 0000-00 15-5

Coolant temperature Fuel temperature EGR valve Fuel rail pressure

sensor sensor sensor

E-EGR bypass valve E-VGT actuator

GCU (Preglow control Water sensor

unit)

T-MAP sensor Knock sensor Electric throttle body D20DTR ECU

(2 ea)
15-6

2. SYSTEM OPERATION
1) Input/Output of ECU
(1) ECU Block diagram
 0000-00 15-7

(2) Components for ECU Input

-Auto cruise switch

- Rear right wheel
speed (without ABS)
- Refrigerant pressure
sensor
- Clutch pedal signal
- Blower switch signal
- Brake pedal signal

Crankshaft Accelerator pedal Throttle position Knock sensor

position sensor sensor sensor

Exhaust gas HFM sensor T-MAP sensor Oxygen sensor

temperature
sensor

Differential E-EGR valve Camshaft position Coolant

pressure sensor position sensor sensor temperature
sensor

Fuel rail pressure Swirl valve Water sensor CAN

sensor position sensor
- ABS & ESP
- GCU
- Instrument
cluster
- TCU
15-8

(3) Components for ECU Output

E-EGR valve A/C compressor Injector Throttle position

sensor

E-EGR cooler Variable swirl E-VGT actuator IMV valve

bypass valve valve

PTC heater Cooling fan

CAN

- Glow plug unit - Instrument cluster

- ABS & ESP unit - TCU
- GCU - Self diagnosis
 0000-00 15-9

2) ECU Control
(1) Function
a. ECU Function
ECU receives and analyzes signals from various sensors and then modifies those signals into
permissible voltage levels and analyzes to control respective actuators.
ECU microprocessor calculates injection period and injection timing proper for engine piston speed and
crankshaft angle based on input data and stored specific map to control the engine power and emission
gas.
Output signal of the ECU microprocessor drives pressure control valve to control the rail pressure and
activates injector solenoid valve to control the fuel injection period and injection timing; so controls
various actuators in response to engine changes. Auxiliary function of ECU has adopted to reduce
emission gas, improve fuel economy and enhance safety, comforts and conveniences. For example,
there are EGR, booster pressure control, autocruise (export only) and immobilizer and adopted CAN
communication to exchange data among electrical systems (automatic T/M and brake system) in the
vehicle fluently. And Scanner can be used to diagnose vehicle status and defectives.
Operating temperature range of ECU is normally -40 to +85°C and protected from factors like oil,
water and electromagnetism and there should be no mechanical shocks.
To control the fuel volume precisely under repeated injections, high current should be applied instantly
so there is injector drive circuit in the ECU to generate necessary current during injector drive stages.
Current control circuit divides current applying time (injection time) into full-in-current-phase and hold-
current-phase and then the injectors should work very correctly under every working condition.

b. Control Function
- Controls by operating stages
To make optimum combustion under every operating stage, ECU should calculate proper injection
volume in each stage by considering various factors.
- Starting injection volume control
During initial starting, injecting fuel volume will be calculated by function of temperature and engine
cranking speed. Starting injection continues from when the ignition switch is turned to ignition
position to till the engine reaches to allowable minimum speed.
- Driving mode control
If the vehicle runs normally, fuel injection volume will be calculated by accelerator pedal travel and
engine rpm and the drive map will be used to match the drivers inputs with optimum engine power.
15-10

(2) Fuel injection control

a. Multi injection
Fuel injection process consists of 3 steps: Main Injection, Pilot Injection, Post Injection

Injection Function Main Produces engine power

Pilot 1 Reduces PM by injecting before After PM control
main injection.
Pilot 2 Reduces NOx and noise by Post 1 Reduces PM by enabling fuel
shortening main injection delay activation.
due to flammability

Pre Controls NOx emission level, Post 2 Activates CDPF by increasing

Combustion noise and exhaust gas temperature and
Stable idle supplying reduction material

▶ Pilot injection ▶ Multi injection

 0000-00 15-11

b. Pilot Injection
Injection before main injection. Consists of 1st and 2nd pilot injection, and Pre-injection
Inject a small amount of fuel before main injection to make the combustion smooth. Also, called as
preliminary injection or ignition injection. This helps to reduce Nox, engine noise and vibration, and to
stabilize the idling.
The injected fuel volume is changed and stopped according to the coolant temperature and intake air
volume.

Stop conditions
- Pilot injection is much earlier than main injection due to higher engine rpm
- Too small injection volume (insufficient injection pressure, insufficient fuel injection volume in main
injection, engine braking)
- System failure (fuel system, engine control system)

▶ Combustion pressure characteristic curve for pilot injection

1. Pilot injection
2. Main injection
1a.Combustion pressure with pilot injection
2b.Combustion pressure without pilot injection
15-12

c. Main Injection
The power of the vehicle is determined by the main fuel injection volume.
Main injection calculates the fuel volume based on pilot injection. The calculation uses the value for
accelerator pedal position, engine rpm, coolant temperature, intake air temperature, boost pressure,
boost temperature and atmospheric pressure etc.

d. Post Injection
Injection after main injection. Consists of After injection, Post 1, Post 2 injection.
Post injection reduces PM and smoke from exhaust gas. No actual output is generated during these
injections, instead, fuel is injected to the unburned gas after main injection to enable fuel activation. The
PM amount in the emission and smoke can be reduced through these processes.
Only up to 5 types of injections can be performed within 1 cycle. If these 7 injections are all performed,
fuel economy and emission performance becomes poor.
 0000-00 15-13

(3) Fuel Pressure Control

▶ Fuel Pressure

Fuel pressure is controlled by IMV opening according to the calculated value by ECU.

▶ Pressure in the fuel rail is determined according to engine speed and load on the engine.

- When engine speed and load are high

The degree of turbulence is very great and the fuel can be injected at very high pressure in order to
optimize combustion.
- When engine speed and load are low
The degree of turbulence is low. If injection pressure is too high, the nozzle's penetration will be
excessive and part of the fuel will be sprayed directly onto the sides of the cylinder, causing
incomplete combustion. So there occurs smoke and damages engine durability.
Fuel pressure is corrected according to air temperature, coolant temperature and atmospheric pressure
and to take account of the added ignition time caused by cold running or by high altitude driving. A
special pressure demand is necessary in order to obtain the additional flow required during starts. This
demand is determined according to injected fuel and coolant temperature.

▶ Open loop determines the current which needs to be sent to the actuator in order to obtain the
flow demanded by the ECU.

▶ Closed loop will correct the current value depending on the difference between the pressure
demand and the pressure measured.
- If the pressure is lower than the demand, current is reduced so that the fuel sent to the high pressure
pump is increased.
- If the pressure is higher than the demand, current is increased so that the fuel sent to the high
pressure pump is reduced.
15-14

(4) Injection Timing Control

▶ Injection timing is determined by the conditions below.

1. Coolant temperature
Hot engine - Retarded to reduce Nox
Cold engine - Advanced to optimize the combustion
2. Atmospheric pressure
Advanced according to the altitude
3. Warming up
Advanced during warming up in cold engine
4. Rail pressure
Retarded to prevent knocking when the rail pressure is high
5. EEGR ratio
Advanced to decrease the cylinder temperature when EGR ratio increases

▶ Pilot injection timing control

The pilot injection timing is determined as a function of the engine speed and of the total flow.
The elements are:

- A first correction is made according to the air and coolant temperatures. This correction allows the
pilot injection timing to be adapted to the operating temperature of the engine.
- A second correction is made according to the atmospheric pressure. This correction is used to adapt
the pilot injection timing as a function of the atmospheric pressure and therefore the altitude.

▶ Main injection timing control

The pulse necessary for the main injection is determined as a function of the engine speed and of the
injected flow.
The elements are:

- A first correction is made according to the air and coolant temperatures.

This correction makes it possible to adapt the timing to the operating temperature of the engine.
When the engine is warm, the timing can be retarded to reduce the combustion temperature and
polluting emissions (NOx). When the engine is cold, the timing advance must be sufficient to allow
the combustion to begin correctly.
- A second correction is made according to the atmospheric pressure.
This correction is used to adapt the timing advance as a function of the atmospheric pressure and
therefore the altitude.
- A third correction is made according to the coolant temperature and the time which has passed since
starting.
This correction allows the injection timing advance to be increased while the engine is warming up
(initial 30 seconds). The purpose of this correction is to reduce the misfiring and instabilities which are
liable to occur after a cold start.
 0000-00 15-15

- A fourth correction is made according to the pressure error.

This correction is used to reduce the injection timing advance when the pressure in the rail is higher
than the pressure demand.
A fifth correction is made according to the rate of EGR.
- This correction is used to correct the injection timing advance as a function of the rate of exhaust gas
recirculation.
When the EGR rate increases, the injection timing advance must in fact be increased in order to
compensate for the fall in termperature in the cylinder.

(5) Fuel Control

A. Main Flow Control
The main flow represents the amount of fuel injected into the cylinder during the main injection. The pilot
flow represents the amount of fuel injected during the pilot injection.
The total fuel injected during 1 cycle (main flow + pilot flow) is determined in the following manner.
- When the driver depress the pedal, it is his demand which is taken into account by the system in order
to determine the fuel injected.
- When the driver release the pedal, the idle speed controller takes over to determine the minimum fuel
which must be injected into the cylinder to prevent the enigne from stalling.
It is therefore the greater of these 2 values which is retained by the system. This value is then compared
with the lower flow limit determined by the ESP system.
As soon as the injected fuel becomes lower than the flow limit determined by the ESP system, the
antagonistic torque (engine brake) transmitted to the drive wheels exceeds the adherence capacity of
the vehicle and there is therefore a risk of the drive wheels locking.
The system thus chooses the greater of these 2 values (main flow & pilot flow) in order to prevent any
loss of control of the vehicle during a sharp deceleration.
As soon as the injected fuel becomes higher than the fuel limit determined by the ASR trajectory control
system, the engine torque transmitted to the wheels exceeds the adhesion capacity of the vehicle and
there is a risk of the drive wheels skidding. The system therefore chooses the smaller of the two values
in order to avoid any loss of control of the vehicle during accelerations.
The anti-oscillation strategy makes it possible to compensate for fluctuations in engine speed during
transient conditions. This strategy leads to a fuel correction which is added to the total fuel of each
cylinder.

A switch makes it possible to change over from the supercharge fuel to the total fuel according to the
state of the engine.
- Until the stating phase has finished, the system uses the supercharged fuel.
- Once the engine changes to normal operation, the system uses the total fuel.
The main fuel is obtained by subtracting the pilot injection fuel from the total fuel.
A mapping determines the minimum fuel which can control an injector as a function of the rail pressure.
As soon as the main fuel falls below this value, the fuel demand changes to 0 because in any case the
injector is not capable of injecting the quantity demand.
15-16

B. Driver Demand
The driver demand is the translation of the pedal position into the fuel demand. It is calculated as a
function of the pedal position and of the engine speed. The driver demand is filtered in order to limit the
hesitations caused by rapid changes of the pedal position. A mapping determines the maximum fuel
which can be injected as a function of the driver demand and the rail pressure. Since the flow is
proportional to the injection time and to the square root of the injection pressure, it is necessary to limit
the flow according to the pressure in order to avoid extending the injection for too long into the engine
cycle. The system compares the driver demand with this limit and chooses the smaller of the 2 values.
The driver demand is then corrected according to the coolant temperature. This correction is added to
the driver demand.
 0000-00 15-17

C. Idle Speed Controller

The idle speed controller consists of 2 principal modules:

- The first module determines the required idle speed according to:
* The operating conditions of the engine (coolant temperature, gear engaged)
* Any activation of the electrical consumers (power steering, air conditioning, others)
* The battery voltage
* The presence of any faults liable to interface with the rail pressure control or the injection control. In
this case, increase the idle speed to prevent the engine from stalling.
- The second module is responsible for providing closed loop control of the engine's idle speed by
adapting the minimum fuel according to the difference between the required idle speed and the
engine speed.

D. Flow Limitation
The flow limitation strategy is based on the following strategies:

- The flow limitation depending on the filling of the engine with air is determined according to the
engine speed and the air flow. This limitation allows smoke emissions to be reduced during
stabilized running.
- The flow limitation depending on the atmospheric pressure is determined according to the engine
speed and the atmospheric pressure. It allows smoke emissions to be reduced when driving at
altitude.
- The full load flow curve is determined according to the gear engaged and the engine speed. It
allows the maximum torque delivered by the engine to be limited.
- A performance limitation is introduced if faults liable to upset the rail pressure control or the
injection control are detected by the system. In this case, and depending on the gravity of the fault,
the system activates:
Reduced fuel logic 1: Guarantees 75 % of the performance without limiting the engine speed.
Reduced fuel logic 2: Guarantees 50 % of the performance with the engine speed limited to
3,000 rpm.
Reduce fuel logic 3: Limits the engine speed to 2,000 rpm.

The system chooses the lowest of all values.

A correction depending on the coolant temperature is added to the flow limitation. This correction makes
it possible to reduce the mechanical stresses while the engine is warming up.
The correction is determined according to the coolant temperature, the engine speed and the time which
has passed since starting.

E. Superchager Flow Demand

The supercharge flow is calculated according to the engine speed and the coolant temperature. A
correction depending on the air temperature and the atmospheric pressure is made in order to increase
the supercharge flow during cold starts. It is possible to alter the supercharge flow value by adding a flow
offset with the aid of the diagnostic tool
15-18

F. Pilot Flow Control

The pilot flow represents the amount of fuel injected into the cylinder during the pilot injection. This
amount is determined according to the engine speed and the total flow.

- A first correction is made according to the air and water temperature.

This correction allows the pilot flow to be adapted to the operating temperature of the engine. When
the engine is warm, the ignition time decreases because the end-of-compression temperature is
higher. The pilot flow can therefore be reduced because there is obviously less combustion noise
when the engine is warm.
- A second correction is made according to the atmospheric pressure.

During starting, the pilot flow is determined on the basis of the engine speed and the coolant
temperature.

G. Cylinder Balancing Strategy

▶ Balancing of the point to point flows

The pulse of each injector is corrected according to the difference in instantaneous speed measured
between 2 successive injectors.
The instantaneous speeds on two successive injections are first calculated.
The difference between these two instantaneous speeds is then calculated.
Finally, the time to be added to the main injection pulse for the different injectors is determined.
For each injector, this time is calculated according to the initial offset of the injector and the
instantaneous speed difference.

▶ Detection of an injector which has stuck closed

The cylinder balancing strategy also allows the detection of an injector which has stuck closed. The
difference in instantaneous speed between 2 successive injections then exceeds a predefined threshold.
In this case, a fault is signaled by the system.
 0000-00 15-19

(6) MDP Learning Control

MDP (Minimum Drive Pulse ) refers to the
minimum power supply pulse for injection which
the injector can perform. It is possible to control
the fuel volume for each injector accurately
through correct learning for the MDP value. The
basic process of MDP learning is that the pulse
slightly higher than MDP is supplied and then (b)
the vibration generated from the cylinder is
detected. The knock sensor detects the vibration
from the engine after a small volume of fuel is
injected. And the time interval between the points
of injection and vibration is measured so that
MDP can be learned. MDP learning is helpful to
prevent engine vibration, high emission and
power reduction through performing calibration
for the old injectors. During MDP learning, a little
vibration and noise can be occur for a while. This
is because the fuel pressure is increased
instantaneously and the exact injection value is
not input, so that the exact engine vibration
timing can be detected.

A. MDP Learning
When the pulse value that the injector starts injection is measured, it is called minimum drive pulse
(MDP). Through MDP controls, can correct pilot injections effectively. Pilot injection volume is very small,
1 to 2 mm/str, so precise control of the injector can be difficult if it gets old. So there needs MDP learning
to control the very small volume precisely through learning according to getting older injectors.

B. Purpose of MDP learning

The system measures the pulse at initial injection to reduce the engine vibration.

- Control the fuel injection volume precisely by MDP learning even for the old injector.
- ECU corrects the pilot injection effectively by MDP control.
- MDP learning is performed by the signal from knock sensor.
15-20

C. Learning Conditions

Idle MDP learning Drive MDP learning

Coolant temperature over 60℃ over 60℃
Vehicle speed Idling over 50km/h (over 5 seconds)
Engine rpm 2,000 to 2,500 rpm
Fuel temperature 0 < Fuel temperature < 80℃
Learning 2 times for each cylinder (every 5 2 times for each cylinder
seconds) (every 5 seconds)

- If MDP learning is not properly performed, engine vibration and injection could be occurred.
- MDP learning should be performed after replacing ECU, reprogramming and replacing injector.

D. Injector characteristic curve for rail pressure

 0000-00 15-21

(7) Knocking Control

A. Resetting the pilot injection
The knocking control is used to reset the pilot injection flow in closed loop for each injector. This method
allows the correction of any injector deviations over a period of time. The principle of use of the knocking
control is based on the detection of the combustion noises.
The sensor is positioned in such a way as to receive the maximum signal for all the cylinders. The raw
signals from the knock sensor are processed to obtain a variable which quantifies the intensity of the
combustion. This variable, known as the ratio, consists of the ratio between the intensity of the
background noise and the combustion noise.
1. A first window is used to establish the background noise level of the knocking control signal for each
cylinder. This window must therefore be positioned at a moment when there cannot be any
combustion.
2. The second window is used to measure the intensity of the pilot combustion. Its position is such that
only the combustion noises produced by the pilot injection are measured . It is therefore placed just
before the main injection.
The knock sensor does not allow any evaluation of the quantity injected. However, the pulse value will
be measured when the injector starts injection and this pulse value is called the MDP (Minimum Drive
Pulse). On the basis of this information, it is possible to efficiently correct the pilot flows. The pilot
injection resetting principle therefore consists of determining the MDP, in other words the pulse
corresponding to the start of the increase in value of the ratio (increase of vibration due to fuel
combustion).
15-22

This is done periodically under certain operating conditions. When the resetting is finished, the new
minimum pulse value replaces the value obtained during the previous resetting. The first MDP value is
provided by the C3I. Each resetting then allows the closed loop of the MDP to be updated according to
the deviation of the injector.

B. Detection of leaks in the cylinders

The accelerometer is also used to detect any injector which may have stuck open. The detection
principle is based on monitoring the ratio. If there is a leak in the cylinder, the accumulated fuel self-
ignites as soon as the temperature and pressure conditions are favorable (high engine speed, high load
and small leak).
This combustion is set off at about 20 degrees before TDC and before main injection.
The ratio therefore increases considerably in the detection window. It is this increase which allows the
leaks to be detected. The threshold beyond which a fault is signaled is a percentage of the maximum
possible value of the ratio.
Because of the severity of the recovery process (engine shut-down), the etection must be extremely
robust.
An increase in the ratio can be the consequence of various causes:
- Pilot injection too much
- Main combustion offset
- Fuel leak in the cylinder
If the ratio becomes too high, the strategy initially restricts the pilot injection flow and retards the main
injection. If the ratio remains high despite these interventions, this shows that a real leak is present, a
fault is signaled and the engine is shut down.

C. Detection of an accelerometer fault

This strategy permits the detection of a fault in the sensor or in the wiring loom connecting the sensor to
the ECU.
It is based on detection of the combustion. When the engine is idling, the detection window is set too low
for the combustion caused by the main injection. If the ratio increases, this shows that the knock sensor
is working properly, but otherwise a fault is signaled to indicate a sensor failure. The recovery modes
associated with this fault consist of inhibition of the pilot injection and discharge through the injectors.
 0000-00 15-23

(8) Swirl control

A. Overview
▶ Variable swirl valve
The strong swirl caused by intake air is important element for anti-locking function in diesel engine. The
swirl control valve partially closes the intake port to generate the swirl according to the engine conditions.
When the engine load is in low or medium range, the swirl could not be generated because the air flow is
slow. To generate strong swirl, there are two passages in intake manifold, and one of them has the valve
to open and close the passage. When the valve closes the passage, the air flow through the another
passage will be faster, and the strong swirl will be generated by the internal structure of the passage. This
swirl makes the better mixture of air and fuel, eventually the combustion efficiency in combustion
chamber could be improved. This provides the enhanced fuel consumption, power and EGR ratio.

▶ Components

Coolant temperature Accekerator pedal

D20DTR ECU
sensor module

HFM Crankshaft position sensor Variable swirl valve

15-24

B. Input/Output for variable swirl valve

 0000-00 15-25

C. Types of swirl
Swirl: One cylinder has two intake air ports, one is set horizontally and
the other one is set vertically. Swirl is the horizontal air flows in cylinder
due to the horizontal intake air ports.

Tumble: Tumble is the vertical air flows in cylinder due to the vertical
intake air port

Tumble: Tumble is the vertical air flows in cylinder due to the vertical
intake air port

D. Swirl control
In DI type diesel engine, the liquefied fuel is injected into the cylinder directly. If the fuel is evenly
distributed in short period, the combustion efficiency could be improved. To get this, there should be
good air flow in cylinder. In general, there are two intake ports, swirl port and tangential port, in each
cylinder. The swirl port generates the horizontal flow and the tangential port generates the longitudinal
flow. In low/mid load range, the tabgential port is closed to increase the horizontal flow. Fast flow
decreases the PM during combustion and increases the EGR ratio by better combustion efficiency.
15-26

Engine speed Swirl valve Amount of

Load Remarks
swirl
Low speed, below 3,000 rpm Increased EGR ratio, better air-fuel
Closed Heavy
Low load mixture (reduce exhaust gas)
High speed, over 3,000 rpm Increase charge efficiency, higher
Open Light
High load engine power

The variable swirl valve actuator operates when

turning the ignition switch ON/OFF position to
open/close the swirl valve. In this period, the soot
will be removed and the learning for swirl valve
position is performed.

Swirl valve

Swirl: This is the twisted (radial) air flow along the cylinder wall during the intake stroke. This
stabilizes the combustion even in lean air-fuel mixture condition.

E. Features
- Swirl and air intake efficiency
To generate the swirl, the intake port should be serpentine design. This makes the resistance in air
flow. The resistance in air flow in engine high speed decreases the intake efficiency. Eventually, the
engine power is also decreased, Thus, the swirl operation is deactivated in high speed range to
increase the intake efficiency.
- Relationship between swirl and EGR
To reduce Nox, it is essential to increase EGR ratio. However, if EGR ratio is too high, the PM also
could be very higher. And, the exhaust gas should be evenly mixed with newly aspired air. Otherwise,
PM and CO are dramatically increased in highly concentrated exhaust gas range and EGR ratio
could not be increased beyond a certain limit. If the swirl valve operates in this moment, the limit of
EGR ratio will be higher.

F. Relationship between swirl and fuel injection pressure

The injector for DI engine uses the multi hole design. For this vehicle, there are 8 holes in injector. If the
swirl is too strong, the injection angles might be overlapped and may cause the increased PM and
insufficient engine power. Also, if the injection pressure is too high during strong swirl, the injection
angles might be overlapped. Therefore, the system may decreases the fuel injection pressure when the
swirl is too strong.
 0000-00 15-27

(9) EGR control

A. Overview
The EGR (Electric-Exhaust Gas Recirculation) valve reduces the NOx emission level by recirculating
some of the exhaust gas to the intake system.
To meet Euro-V regulation, the capacity and response rate of E-EGR valve in D20DTR engine have
been greatly improved. The EGR cooler with high capacity reduces the Nox, and the bypass valve
reduces the CO and HC due to EGR gas before warming up.
Also, the engine ECU adjusts the E-EGR opening by using the air mass signal through HFM sensor. If
the exhaust gas gets into the intake manifold when the EGR valve is open, the amount of fresh air
through HFM sensor should be decresed.

B. Components

Oxygen sensor Crankshaft Coolant E-EGR valve

position sensor temperature
sensor

E-EGR cooler

HFM (intake air T-MAP sensor Electric throttle Accelerator pedal D20DTR ECU
temperature) body module
15-28

C. Input/Output of E-EGR system

 0000-00 15-29

D. Bypass control for EGR cooler

▶ Cooler temperature
When the coolant temperature is below 70℃, the exhaust gas is bypassed the EGR cooler.

▶ Exhaust gas temperature

When the exhaust gas temperature is below 300℃, the exhaust gas is bypassed the EGR cooler.
Otherwise, PM could be increased due to too low exhaust gas temperature.

E. Control elements for EGR system

- Accelerator pedal (engine load) - Indicates the driver's intention and engine load. If the load goes up,
the EGR ratio is decreased.
- T-MAP (boost pressure map stored in ECU) - Compensates the difference in boost pressure by
adjusting EGR ratio.
- Engine rpm - Used as the signal for determining EGR operating range.
- Coolant temperature - When the coolant temperature is low, NOx is decreased but PM could be
increased. So, to reduce PM, decrease EGR ratio when the coolant temperature is low.
Intake air mass and temperature - HFM sensor measures the intake air mass to calculate the actual
EGR volume. If the air mass is larger than programmed value in map, EGR ratio will be higher.
EGR position sensor - Detects the actual opening angle of EGR valve and performs feedback
- function according to PWM control by ECU.
Wide band oxygen sensor - Detects the oxygen volume in exhaust gas to check if the EGR ratio is
- proper.
Electronic throttle body - Keeps EGR ratio to optimized level by controlling the throttle body in EGR
- operating range (decreasing pressure in intake manifold).
15-30

F. Features

As EGR ratio goes up, smoke volume will be As EGR temperature goes up, the
higher. But, this lowers the combustion concentration of NOx will be higher. Thus, it is
chamber temperature and accordingly the necessary to cool down the exhaust gas.
concentration of NOx is decreased. The point However, during engine cooled, it may cause
with highest NOx is immediately after TDC. large amount of PM. To prevent this, the
exhaust gas is bypassed the EGR cooler.
 0000-00 15-31

(10) E-VGT control

A. Overview
E-VGT (Electric-Variable Geometry Turbine) turbocharger system in D20DTF engine uses the venturi
effect that controls the flow rate of exhaust gas by adjusting the passage in turbine housing. The newly
adopted DC motor actuator (E-actuator) controls the E-VGT system more precisely and faster. To get
the high operating power from turbine, the ECU reduces the exhaust gas passage In low speed range
and increases it in high speed range.

B. Components

Oxygen sensor Crankshaft Coolant Front EGT sensor

position sensor temperature
sensor

D20DTR ECU

E-VGT actuator HFM (intake air T-MAP sensor Accelerator pedal

temperature) module
15-32

C. Input/Output for E-VGT system

 0000-00 15-33

D. E-VGT system control

Turbocharger system operates the E-VGT actuator according to the signals for engine epm, accelerator
pedal position, atmospheric pressure, T-MAP, coolant temperature and intake air temperature.
Turbocharger actuator is performed PWM control by ECU.
In general, the boost pressure feedbacks the turbocharger operation and the boost temperature is used
for calculating the precise density.
E-VGT provides higher engine power with faster reaction speed compared to conventional VGT.

Operating wave Vane Control

In low speed range:
retract the vane to
increase boost
pressure. The vane
Low has low (-) duty, and
speed the unison ring
range moves to retract the
vane in weak PWM
signal.

The unison ring

moves to extend the
vane in strong PWM
signal. Maximum
High pressure is 3 bar and
speed the system controls it
range according to the input
signals.
15-34

(11) Wide band oxygen sensor control

A. Overview
For diesel engine, combustion is not performed at the optimum (theoretically correct) air-fuel ratio and
the oxygen concentration is thin in most cases. So the wide-band oxygen sensor is used for this kind of
engine, and this sensor is a little different from the one that used for gasoline engine. The combustion in
diesel engine is controlled by fuel injection volume. Therefore, the wide band oxygen sensor should be
used in diesel engine. This sensor measures the air-fuel ratio in very wide range, and is also called full
range oxygen sensor.
- The wide band oxygen sensor measures the oxygen density in exhaust gas and sends it to ECU to
control the EGR more precisely.

B. Components

Oxygen sensor Coolant E-EGR valve Electric throttle

temperature body
sensor

D20DTR ECU

HFM (intake air Injector (C3I) CDPF

temperature)
 0000-00 15-35

C. Input/Output for oxygen sensor

15-36

D. Oxygen sensor control

The wide band oxygen sensor uses ZnO2. It produces the voltage by movement of oxygen ions when
there is oxygen concentration difference between exhaust gas and atmosphere.
If a certain voltage is applied to the sensor, the movement of oxygen ions occurs regardless of the
oxygen density. The current generated through this flow of ions, is called pumping current (IP), and the
oxygen sensor measures this value.
 0000-00 15-37

(12) Cooling fan control

A. Overview of cooling fan and A/C compressor
The cooling system maintains the engine temperature at an efficient level during all engine operating
conditions. The water pump draws the coolant from the radiator. The coolant then circulates through
water jackets in the engine block, the intake manifold, and the cylinder head. When the coolant reaches
the operating temperature of the thermostat, the thermostat opens. The coolant then goes back to the
radiator where it cools. The heat from automatic transmission is also cooled down through the radiator
by circulating the oil through the oil pump. ECU controls the electric cooling fans with three cooling fan
relays to improve the engine torque and air conditioning performance.

For detailed information, refer to Chapter "Air Conditioning System".

B. Components

Coolant DSI 6 A/T (ATF

Relay box
temperature temperature)
sensor

D20DTR ECU

HFM (intake air Refrigerant Cooling fan A/C compressor

temperature) pressure sensor module
15-38

C. Input/Output for cooling fan and A/C compressor

 0000-00 15-39

D. Cooling fan and A/C compressor control

▶ Conditions for cooling fan

The cooling fan module controls the cooling fan relay, high speed relay and low speed relay. The cooling
fan is controlled by the series and parallel circuits.

A/C switch Cooling fan Coolant temperature Refrigerant pressure A/C

compressor
OFF Coolant temp. < 90℃ -

OFF LO 90℃ ≤ Coolant temp. -

< 105℃
HI 105℃ ≤ Coolant temp. -

Refrigerant pressure <

LO
18 bar
Coolant temp. < 105℃
18 bar ≤ Refrigerant ON
HI
ON pressure
105℃ ≤ Coolant temp. -
HI
< 115℃
HI 115℃ ≤ Coolant temp. - OFF (cut)

▶ A/C compressor OFF conditions

- Coolant temperature: below -20℃ or over

115℃
- Approx. 4 seconds after starting the engine
- Engine rpm: below 650 rpm or over 4500 rpm
- When abrupt acceleration
- Refrigerant pressure:
* OFF below 2.0 kg/㎠, then ON over 2.4 kg/㎠
* OFF over 30 kg/㎠, then ON below 21.4 kg/㎠

▶ Output voltage according to refrigerant pressure

The output voltage from refrigerant pressure sensor is 1.7 V to 3.5 V when the refrigerant pressure is 10
to 24 kgf/㎠ with A/C "ON".

▶ Cooling fan controls according to ATF

ATF temperature Fan condition Remark

Over 110˚C High speed -
15-40

(13) PTC heater control

A. Overview
The supplementary electrical heater is installed in DI engine equipped vehicle as a basic equipment. The
PTC system is operated according to two temperature values measured at the coolant temperature
sensor and HFM sensor. This device is mounted in the heater air outlet and increase the temperature of
air to the passenger compartment. Because PTC system is heated by electrical power, high capacity
alternator is required. PTC does not operate during engine cranking, while the battery voltage is lower
than 11 V or during preheating process of glow plugs.

B. Components

D20DTR ECU PTC heater Coolant temperature

sensor

HFM (intake air

temperature)

Relay box in engine compartment

PTC 2 relay (PTC PTC heater

heater 2, 3) 1 (40A)

PTC heater
3 (40A)

PTC heater
2 (40A) PTC 1 relay
(PTC heater 1)
 0000-00 15-41

C. Operation process
The ceramic PTC has a feature that the resistance goes up very high at a certain temperature. There
are three circuits in PTC heater. Only one circuit is connected when PTC1 relay is ON, and two circuits
are connected when PTC2 relay is ON.
Operation process: reaches at a certain temperature→high resistance→low current→less heat
radiation→temperature down→high resistance→high current→temperature up
15-42

D. Control conditions

Operation Operating condition PTC Heater

HI
- Coolant temperature < 15℃ PTC HI ON
(PTC2)
- Coolant temperature 15℃ ≤ 65℃, intake air
temperature ≤ -10℃
LO - Coolant temperature 15℃ < 65 to 60℃, intake air PTC LO ON
(PTC1) temperature <-10℃ to 0℃
- Coolant temperature 15℃ ≤ 60℃, intake air
temperature ≤ 0℃ to 5℃
- A/C blower switch OFF
- Defective ambient air temperature sensor
Stop (including open or short circuit)
- Engine cranking
- Low battery voltage (below 11V)
- During pre-glow process (glow indicator ON)

▶ Operation diagram for PTC heater LO (step 2)

 0000-00 15-43

(14) Immobilizer control

A. Overview
The Immobilizer System provides an additional theft deterrent to the vehicle in which it is installed and
prevents it from being started by unauthorized persons. The transponder integrated in the key and the
engine control unit have the same code. When the ignition key with the integrated transponder is turned
to the ON position, the ECU (Engine Control Unit) checks the crypto code of the key and, if correct,
allows the vehicle to start the engine.

For details, refer to Chapter "Immobilizer".

B. Components
▶ Basic components (ignition key system)

D20DTR ECU Immobilizer antenna Instrument cluster

Start motor Immobilizer key

15-44

▶ Key approval process

When turning the ignition switch to ON position, the power is supplied to BCM and ECU. ECU
communicate with the immobilizer key to check if it is valid crypto code. If it is valid, ECU start to control
the engine when turning the ignition switch to START position. The system has 10 seconds of valid time-
out period. If the engine does not start in this period, the key approval process should be done again.
 0000-00 15-45

(15) CDPF control

A. Overview
As the solution for environmental regulations and PM Particle Material) of diesel engine, the low emission
vehicle is getting popular. This vehicle is equipped with an extra filter to collect the soot and burn it again
so that the amount of PM in the exhaust gas passed through the DOC (Diesel Oxidation Catalyst) is
reduced. The CDPF (Catalyst & Diesel Particulate Filter) is an integrated filter including DOC (Diesel
Oxidation Catalyst) and DPF (Diesel Particulate Filter).

For details, refer to Chapter "CDPF".

B. Components

Oxygen Front Rear CDPF

sensor EGT sensor EGT sensor (DOC + DPF)

Differential pressure D20DTR ECU Electric throttle body

sensor
15-46

C. Input/Output for CDPF control

 0000-00 15-47

D. Operation process
When the differential pressure sensor detects the pressure difference between the front and the rear
side of CDPF, the sensor sends signal indicating the soot is accumulated and the post injection is
performed to raise the temperature of exhaust gas. The amount of fuel injected is determined according
to the temperature of exhaust gas detected by the rear temperature sensor. If the temperature is below
600°C, the amount of fuel injected is increased to raise the temperature. If the temperature is over
600°C, the amount of fuel injected is decreased or not controlled. When the engine is running in
low load range, the amount of post injection and the amount of intake air are controlled. It is to raise the
temperature by increasing the amount of fuel while decreasing the amount of intake air.

Front EGT sensor:

Measure DOC temp. Injector: Control post
injection

Intake air
mass

Rear EGT sensor: Measure ECU (DCM 3.7)

DPF temp.
Post injection

Control intake
air mass

Electronic throttle
Diff. pres. sensor: Measure
body: Control intake
pressure between front
air mass
side and rear side of CDPF Exceed PM
limit Booster
pressure/
temperature

T-MAP sensor
15-48

E. Cautions
- Use only specified Engine Oil (approved by MB Sheet 229.51) for CDPF.

▶ Use only specified engine oil (Low Ash Oil)

- The vehicle equipped with CDPF should use specific engine oil to improve the engine performance
and fuel economy, and ensure the service life of CDPF.

▶ Issue with normal engine oil

- Sulfur, one of the contents of engine oil is burned and generates soot that is not regenerated by the
DPF. This remains on the filter as ashes and keeps accumulating. Eventually, this ashes will block
the filter.

▶ Benefit for specified engine oil

- Minimized the sulfur content of engine oil which reduces the service life.
- Improved fuel economy and emission level of CO2 with high performance and low viscosity.
- Increased service life of engine oil with high resistance to temperature.

▶ Problems when using unspecified engine oil

- The service life of filter may be reduced by 30% or more by the ashes accumulated on the filter.
The fuel economy may be reduced because of engine rolling resistance, frequent regeneration of
- DPF.

* These problems are also caused by oil with high sulfur content, such as tax exemption oil and
heating oil, etc.
 0000-00 15-49

3) Input/Output for CAN communication

 1113-01 01-3

1. DESCRIPTION AND OPERATION

1) Cleanliness and Care
An automobile engine is a combination of many machined, honed, polished and lapped surfaces with
tolerances that are measured in the ten-thousanths of an inch.
When any internal engine parts are serviced, care and cleanliness are important.
A liberal coating of enigne oil should be applied to friction areas during assembly, to protect and lubricate
the surfaces on initial operation. Proper cleaning and protection of machined surfaces and friction areas
is part of the repair procedure.
This is considered standard shop practice even if not specifically stated.
Whenever valve train components are removed for service, they should be kept in order. They should be
installed in the same locations, and with the same mating surfaces, as when they were removed.
Battery cables should be disconnected before any major work is performed on the engine. Failure to
disconnect cables may result in damage to wire harness or other electrical parts.
01-4

2) On-engine Service

- 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.

- Any time the air cleaner is removed, the intake opening should be covered. This will protect
against accidental entrance of foreign material, which could follow the intake passage into the
cylinder and cause extensive damage when the engine is started.
 1113-01 01-5

2. G23D ENGINE ASSEMBLY

Front View

Rear View
01-6

LH Side View

RH Side View
 1113-01 01-7

3. G23D ENGINE STRUCTURE

Front View

Side View
01-8

▶ Front View

NO. FUNCTION NO. FUNCTION

1 HFM Sensor 12 Intake Manifold
2 Intake Air Duct 13 Cylinder Head
3 Cylinder Head Cover 14 Exhaust Manifold
4 Ignition Coi 15 Dipstick Guide Tube and Gauge
5 Spark Plug Connector 16 Connecting Rod
6 Fuel Distributor 17 Crankshaft
7 Injector 18 Engine Mounting Bracket
8 Exhaust Camshaft 19 Starter
9 Intake Camshaft 20 Crankcase
10 Valve Tappet 21 Oil Pump Sprocket
11 Intake Valve 22 Oil Pan

▶ Side View

NO. FUNCTION NO. FUNCTION

23 Camshaft Adjuster 29 Oil Pump Drive Chain
24 Oil Filler Cap 30 Oil Strainer
25 Engine Hanger Bracket 31 Oil Pump
26 Cooling Fan and Viscous Clutch 32 Ring Gear and Flywheel of Drive Plate
27 Oil Filter 33 Piston
28 Timing Chain
 1113-01 01-9

4. DIAGNOSTIC INFORMATION AND PROCEDURE

1) Oil Leak Diagnosis
Most fluid oil leaks are easily located and repaired by visually finding the leak and replacing or repairing
the necessary parts. On some occasions a fluid leak may be difficult to locate or repair. The following
procedures may help you in locating and repairing most leaks.

▶ Finding the Leak

- Identify the fluid. Determine whether it is engine oil, automatic transmission fluid, power steering
fluid, etc.
- Identify where the fluid is leaking from.
· After running the vehicle at normal operating temperature, park the vehicle over a large sheet
of paper.
· Wait a few minutes.
· You should be able to find the approximate location of the leak by the drippings on the paper.

- Visually check around the suspected component.

Check around all the gasket mating surfaces for leaks. A mirror is useful for finding leaks in
areas that are hard to reach.
- If the leak still cannot be found, it may be necessary to clean the suspected area with a
degreaser, steam or spray solvent.
· Clean the area well.
· Dry the area.
· Operate the vehicle for several miles at normal operating temperature and varying speeds.
After operating the vehicle, visually check the suspected component.
· If you still cannot locate the leak, try using the powder or black light and dye method.
·

▶ Powder Method
- Clean the suspected area.
- Apply an aerosol-type powder (such as foot powder) to the suspected area.
- Operate the vehicle under normal operating conditoins.
- Visually inspect the suspected component. You should be able to trace the leak path over the
white powder surface to the source.
01-10

▶ Black Light and Dye Method

A dye and light kit is available for finding leaks, Refer to the manufacturer's directions when using the kit.

- Pour the specified amount of dye into the engine oil fill tube.
- Operate the vehicle normal operating conditions as directed in the kit.
- Direct the light toward the suspected area. The dyed fluid will appear as a yellow path leading to
the source.

▶ Repairing the Leak

Once the origin of the leak has been pinpointed and traced back to its source, the cause of the leak must
be determined in order for it to be repaired properly.
If a gasket is replaced, but the sealing flange is bent, the new gasket will not repair the leak. The bent
flange must be repaired also. Before attempting to repair a leak, check for the following conditions and
correct them as they may cause a leak.

▶ Gaskets
- The fluid level/pressure is too high.
- The crankcase ventilation system is malfunctioning.
- The seal bore is damaged (scratched, burred or nicked).
- The seal is damaged or worn.
- Improper installation is evident.
- There are cracks in the components.
- The shaft surface is scratched, nicked or damaged.
- A loose or worn bearing is causing excess seal wear.
 1113-01 01-11

2) Compression Pressure Test

▶ Standard Service Data

- A9912 0012B (001 589 76 21 00) Compression Pressure Tester

▶ Measuring Procedure
- Warm the engine up to normal operating temperature.
- Remove the spark plugs using the spark plug wrench.
- Place the diagram sheet to compression pressure tester A9912 0012B (001 589 76 21 00).
Connect the adaptor to compression pressure tester A9912 0012B (001 589 76 21 00) and
- install it into the spark plug hole.
Crank the engine approx. eight revolutions by using the start motor.
- Compare the measurements of compression pressure tester A9912 0012B (001 589 76 21 00)
- with the specifications.
Measure the compression pressure of the other cylinders in the same way.
- If measured value is not within the specifications, perform the cylinder pressure leakage test.
-

- Discharge the combustion residues in the cylinders before testing the compression pressure.
Apply the parking brake before cranking the engine.
-
01-12

3) Cylinder Pressure LeakageTest

▶ Permissible Pressure Leakage

At Whole Engine Max. 25 %

At Valve and Cylinder Head Gasket Max. 10 %
At Piston and Piston Ring Max. 20 %

▶ Cylinder Number

OT (TDC) 1, 4
UT (BDC 180 °) 2, 3

▶ Cylinder Number

Cylinder Pressure Bosch, EFAW210A

Leakage Tester Sun, CLT 228
 1113-01 01-13

▶ Leakage Test
- Warm the engine up to normal operating temperature.
- Disconnect the negative battery cable.
- Remove the spark plugs.
- Check the coolant level by opening the coolant reservoir cap and replenish if insufficient.
- Open the engine oil filler cap.
- Connect the tester to air pressure line and adjust the scale of tester.
- Install the connecting hose to spark plug hole.
- Position the piston of No.1 cylinder at TDC by rotating the crankshaft.
- Connect the connecting hose to tester and measure the leakage volume after blowing up
5 bar of compressed air.

- Measure the leakage volume in the completely opening condition of throttle valve by pulling the
acceleration cable.

- Perform the pressure test according to the firing order.

- Firing Order: 1 - 3 - 4 - 2

- Compare the leakage pressure with the specifications.

01-14

5. GENERAL DIAGNOSIS
 1113-01 01-15

▶ General Diagnosis (Cont'd)

01-16

▶ General Diagnosis (Cont'd)

 1113-01 01-17

▶ General Diagnosis (Cont'd)

01-18

▶ General Diagnosis (Cont'd)

 1113-01 01-19

6. SPECIFICATIONS
1) Engine Specifications

MSE : Engine Control Module

3.53D : 4 Cylinder Version
01-20

2) Fastener Tightening Specifications

 1113-01 01-21

▶ Fastener Tightening Specifications (Cont'd)

01-22

2) Performance Curve
 2211-06 02-3

1. FUEL SYSTEM SPECIFICATION

▶ Use Only Unleaded Fuel Rated at 89 Octane or Higher
Fuel quality and additives contained in fuel have a significant effect on power output, drivability, and
life of the engine.
Fuel with too low an octane number can cause engine knock.
Caution: Use of fuel with an octane number lower than 89 may damage engine and exhaust
system.

- To prevent accidental use of leaded fuel, the nozzles for leaded fuel are larger, and will not fit the
fuel filler neck of your vehicle.

▶ Do Not Use Methanol

Fuels containing methanol (wood alcohol) should not be used in vehicle.
This type of fuel can reduce vehicle performance and damage components of the fuel system.

- Use of methanol may damage the fuel system.

▶ Vehicle Fueling from Drums or Storage Containers

For safety reasons (particularly when using noncommercial fueling systems) fuel containers, pumps
and hoses must be properly earthed.
Static electricity build up can occur under certain atmospheric and fuel flow conditions if unearthed
hoses, particularly plastic, are fitted to the fuel-dispensing pump.
It is therefore recommended that earthed pumps with integrally earthed hoses be used, and that
storage containers be properly earthed during all noncommercial fueling operations.
02-4

▶ Temperature VS Resistance
 2211-06 02-5

1. FUEL SYSTEM
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 individual fuel injectors mounted into the intake manifold near
each cylinder.
The main fuel control sensors are the Mass Air Flow (MAF) sensor and the oxygen (O2) sensors.
The MAF sensor monitors the mass flow of the air being drawn into the engine. An electrically heated
element is mounted in the intake air stream, where it is cooled by the flow of incoming air. Engine Control
Module (ECM) modulates the flow of heating current to maintain the temperature differential between the
heated film and the intake air at a constant level. The amount of heating current required to maintain the
temperature thus provides an index for the mass air flow. This
concept automatically compensates for variations in air density, as this is one of the factors that
determines the amount of warmth that the surrounding air absorbs from the heated element. MAF
sensor is located between the air filter and the throttle valve.
Under high fuel demands, the MAF sensor reads a high mass flow condition, such as wide open throttle.
The ECM uses this information to enrich the mixture, thus increasing the fuel injector on-time, to provide
the correct amount of fuel. When decelerating, the mass flow decreases. This mass flow change is
sensed by the MAF sensor and read by the ECM, which then decreases the fuel injector on-time due to
the low fuel demand conditions.
The O2 sensors are located in the exhaust pipe before catalytic converter. The O2 sensors indicate to
the ECM the amount of oxygen in the exhaust gas, and the ECM changes the air/fuel ratio to the engine
by controlling the fuel injectors. The best air/fuel ratio to minimize exhaust emissions is 14.7 to 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 fuel is delivered under one of several conditions, called "modes".
02-6

1) Starting Mode
When the ignition is turned ON, the ECM turns the fuel pump relay on for 1 second. 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. This ranges
from1.5 to 1 at -36 °C (-33 °F) coolant temperature to 14.7 to 1 at 94 °C (201 °F) coolant
temperature. The ECM controls the amountof 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.

2) Run Mode
The run mode has two conditions called ''open loop" and ''closed loop".

3) Open Loop
When the engine is first started and it is above 690 rpm, the system goes into "open loop" operation. In
"open loop", the ECM ignores the signal from the HO2S and calculates the air/fuel ratio based on inputs
from the ECT sensor and the MAF sensor. The ECM stays in "open loop" until the following conditions
are met:
- The O2 has a varying voltage output, showing that it is hot enough to operate properly.
- The ECT sensor is above a specified temperature (22.5 °C).
- A specific amount of time has elapsed after starting the engine.

4) Closed Loop
The specific values for the above conditions vary with different engines and are stored in the
Electronically Erasable Programmable Read-Only Memory (EEPROM).
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 O2 sensors. This allows
the air/fuel ratio to stay very close to 14.7 to 1.

5) Acceleration Mode
The ECM responds to rapid changes in throttle position and airflow and provides extra fuel.

6) Deceleration Mode
The ECM responds to changes in throttle position and airflow and reduces the amount of fuel. When
deceleration is very fast, the ECM can cut off fuel completely for short periods of time.
 2211-06 02-7

7) Battery Voltage Correction Mode

When battery voltage is low, the ECM can compensate for a weak spark delivered by the ignition
module by using the following methods:
- Increasing the fuel injector pulse width.
- Increasing the idle speed rpm.
- Increasing the ignition dwell time.

8) Fuel Cut-Off Mode

No fuel is delivered by the fuel injectors when the ignition is off. This prevents dieseling or engine runon.
Also, the fuel is not delivered if there are no reference pulses received from the CKP sensor. This
prevents flooding.
 1713-08 03-3

1. SPECIFICATIONS
(1) Fastener Tightening Specifications
 2420-01 04-3

1. SPECIFICATION
(1) Fastener Tightening Specifications
04-4

1. DESCRIPTION AND OPERATION

1) Exhaust System

When you are inspecting or replacing exhaust system components, make sure there is adequate
clearance from all points on the underbody to avoid possible
overheating of the floor panel and possible damage to the passenger compartment insulation and trim
materials.
Check the complete exhaust system and the nearby body areas and trunk lid for broken, damaged,
missing or mispositioned parts, open seams, holes, loose connections, or other deterioration which
could permit exhaust fumes to seep into the trunk may be an indication of a problem in one of these
areas. Any defects should be corrected immediately.

2) Catalytic Converter (Gasoline Engine)

1. When jacking or lifting the vehicle from the body side rails, be certain that the lift pads do not contact
the catalytic converter, as this could damage the catalytic converter.
2. Use of anything other than unleaded fuel will damage the catalyst in the catalytic converter.

▶ Catalytic Converter Structure The Catalytic converter of monolith type consists of 2

walled metal bodies which is made of Cordierite. The
principal element of converter consists of the materials
like Alumina or oxidized Serume in order to apply to
Ceramic Monolith. Washer coat operates first, and
catalytic metal elements (Pt, Pd, Rh) operates to
washer coat next.
Monolith type is lighter than other types, easy to
manufacture and quickly approaches to proper
temperature. Washer coat is used to make a contact
surface with exhaust gas bigger by adhering closely to
small holes
of inner layer. If a lead compound or phosphorus
adheres to the surface and the temperature rises, its
surface is decreased. The total area of general
monolith converter is about 45, 000~500,000ft3. (10
times of a football field) Generally Alumina (AL2 O3) is
used as a raw materialand its 7 phases of gamma,
delta, theta have big areas and high stability for the
temperature, and nowadays gamma Alumina is used
usually.
 2420-01 04-5

▶ Catalytic Converter and Temperature

Catalytic converter has the normal function of

purification at a range of the temperature.
Because it has a weak point of decreasing of the
purification rate in the condition of continuous
high temperature, it should keep the temperature
range of 400 to 500°C for normal condition.
HC purification rate becomes better according to
the increase of temperature in the normal range
of temperature. CO purification rate becomes the
best near the temperature of 450°C, and NOx
does so near the temperature of 400 to 500°C.

▶ Purification of Catalytic Converter

- Adhesion of soluble organic fraction (SOF)
below 180°C
- Purification of soluble organic fraction (SOF)
over 180°C
Chemical reaction formula
SOF(HC)+O2 → CO2+H2O
2CO+O2 → 2CO2
2C2H6+7O2 → 4CO2+6H20
- By catalytic action of two primary catalytic
converter, oxidation occurs in order to
decrease HC and CO.

Catalytic material supplies each

Oxygen adheres to catalytic Catalytic material conversion
CO and HC with O2 for their
material : below 180°C process by DOC
oxidation : above 180°C
04-6

▶ Method for Reduction of NOx

NOx is generated a great deal in case that combustion temperature and excess air factor are high. EGR
valve can decrease NOx (30 to 35% decrease) by making temperature of combustion chamber fall by
means of exhaust gas re-circulation.
- EGR valve is installed on the diesel engine of Musso, Korando, Istana and Rexton.
And micro switch is installed together to control EGR valve.
- The setting method of micro switch is identical with the existing one.
 1531-24 05-3

1. OIL CIRCULATION

1 Oil Strainer 16 Oil Supply (To Chain Tensioner)

2 Oil Pump 17 Camshaft
3 Oil Pan 18 Cam Bearing
4 Oil Non-Return Valve 19 Valve
5 Oil Filter 20 Oil Gallery (Supply Oil to Intake Tappet)
6 Oil Filter Bypass Valve 21 Oil Gallery (Supply Oil to Exhaust Tappet)
7 Main Oil Gallery 22 Ball (φ 8 mm)
8 Closing Ball (φ 15 mm) 23 Camshaft Plug
9 Crankshaft 24 Seal
10 Connecting Rod Bearing 25 Screw Plug
11 Crankshaft Bearing 26 Oil Return Gallery (Cylinder Head and Crankcase)
12 Connecting Rod 27 Oil Return Gallery (Crankcase)
13 Piston 28 End Cover (φ 20 mm)
14 Oil Spray (Piston Crown Area) 29 Oil Return Pipe
15 Non-Return Valve (Crankcase)
 2110-01 06-3

1. GENERAL SPECIFICATIONS
06-4

2. FASTENER TIGHTENING SPECIFICATIONS

 2110-01 06-5

1. COMPONENT LOCATOR

1. Reserver Tank 9. Radiator

2. Deaeration Tube 10. Lower Radiator Insulator
3. Inlet Hose 11. Plate
6. Clamp 12. Clip
7. Clamp 13. Upper Radiator Insulator
8. Bolt (M6, 2 piece) 14. Bracket
15. PWM Electric Fan
06-6

2. DESCRIPTION AND OPERATION

1) General Description
The cooling system maintains the engine temperature at an efficient level during all engine operating
conditions.
When the engine is cold, the cooling system cools the engine slowly or not at all. This slow cooling of
the engine allows the engine to warm up quickly.
The cooling system includes a radiator and recovery subsystem, cooling fans, a thermostat and
housing, a water pump, and a water pump drive belt. The timing belt drives the water pump.
All components must function properly for the cooling system to operation. The water pump draws the
coolant from the radiator. The coolant then circulates through water jackets in the engine block, the
intake manifold, and the cylinder head. When the coolant reaches the operating
temperature of the thermostat, the thermostat opens. The coolant then goes back to the radiator where
it cools.
This system directs some coolant through the hoses to the heat core. This provides for heating and
defrosting.
The coolant reservoir is connected to the radiator to recover the coolant displaced by expansion from
the high temperatures. The coolant reservoir maintains the correct coolant level.
The cooling system for this vehicle has no radiator cap or filler neck. The coolant is added to the cooling
system through the coolant reservoir.

2) Radiator
This vehicle has a lightweight tube-and-fin aluminum radiator. Plastic tanks are mounted on the upper
and the lower sides of the radiator core.
On vehicles equipped with automatic transaxles, the transaxle fluid cooler lines run through the radiator
tank.
A radiator drain plug is on this radiator.
To drain the cooling system, open the drain plug.

3) Coolant Reservoir
The coolant reservoir is a transparent plastic reservoir, similar to the windshield washer reservoir.
The coolant reservoir is connected to the radiator by a hose and to the engine cooling system by another
hose.
As the vehicle is driven, the engine coolant heats and expands. The portion of the engine coolant
displaced by this expansion flows from the radiator and the engine into the coolant reservoir. The air
trapped in the radiator and the engine is degassed into the coolant reservoir.
When the engine stops, the engine coolant cools and contracts. The displaced engine coolant is then
drawn back into the radiator and the engine. This keeps the radiator filled with the coolant to the desired
level at all times and increases the cooling efficiency.
Maintain the coolant level between the MIN and MAX marks on the coolant reservoir when the system is
cold.
 2112-01 06-7

4) Water Pump
The belt-driven centrifugal water pump consists of an impeller, a drive shaft, and a belt pulley.
The impeller is supported by a completely sealed bearing.
The water pump is serviced as an assembly and, therefore, cannot be disassembled.

5) Thermostat
A wax pellet-type thermostat controls the flow of the engine coolant through the engine cooling system.
The thermostat is mounted in the thermostat housing to the front of the cylinder head.
The thermostat stops the flow of the engine coolant from the engine to the radiator to provide faster
warm-up, and to regulate the coolant temperature. The thermostat remains closed while the engine
coolant is cold, preventing circulation of the engine coolant through the radiator. At this point, the engine
coolant is allowed to circulate only throughout the heater core to warm it quickly and evenly.
As the engine warms, the thermostat opens. This allows the engine coolant to flow through the radiator
wherethe heat is dissipated. This opening and closing of the thermostat permits enough engine coolant
to enter the radiator to keep the engine within proper engine temperature operating limits.
The wax pellet in the thermostat is hermetically sealed in a metal case. The wax element of the
thermostat expands when it is heated and contracts when it is cooled.
As the vehicle is driven and the engine warms, the engine coolant temperature increases. When the
engine coolant reaches a specified temperature, the wax pellet element in the thermostat expands and
exerts pressure against the metal case, forcing the valve open. This allows the engine coolant to flow
through the engine cooling system and cool the engine.
As the wax pellet cools, the contraction allows a spring to close the valve.
The thermostat begins to open at 82°C(180 °F) and is fully open at 95°C(203°F). The thermostat
closes at 80°C (176°F).

6) Electric Cooling Fan

- Keep hands, tools, and clothing away from the engine cooling fans to help prevent personal injury.
This fan is electric and can turn on even when the engine is not running.

- If a fan blade is bent or damaged in any way, no attempt should be made to repair or reuse the
damaged part. A bent or damaged fan assembly should always be replaced with a new one to
prevent possible injury.
06-8

The cooling fans are mounted behind the radiator in the engine compartment. The electric cooling fans
increase the flow of air across the radiator fins and across the condenser on air conditioned (A/C)-
equipped vehicles.
This helps to speed cooling when the vehicle is at idle or moving at low speeds.
All models have two fans. The main fan is 320 mm (12. 6 inches) in diameter with seven blades to aid
the airflow through the radiator and the condenser. An electric motor attached to the radiator support
drives the fan.
The auxiliary fan is 320 mm (12.6 inches) in diameter.

▶ A/C Off or Non-AC Model

- The cooling fans are actuated by the engine control module (ECM) using a low-speed cooling
fan relay, a high-speed cooling fan relay and a cooling fan motor relay.
- The ECM will turn the cooling fans on at low speed when the coolant temperature reaches
95°C(203°F) and at high speed when the coolant temperature reaches 105°C(221°F).
The ECM will change the cooling fans from high peed to low speed at 100°C(212°F) and
- will turn the cooling fans off at 90°C (194°F).

▶ A/C On
- The ECM will turn the cooling fans on at low speed when the A/C system is on. The ECM will
change to high speed when the high side A/C pressure reaches 1860 kPa (269.8 psi).
The cooling fans will return to low speed when the high side A/C pressure reaches 1378 kPa
- (199.8 psi).

7) Engine Coolant Temperature Sensor

The Engine Coolant Temperature (ECT) sensor uses a temperature to control the signal voltage to the
Engine Control Module (ECM).

8) Coolant Temperature Gauge

The coolant temperature gauge controls the instrument panel temperature indicator. The coolant
temperature gauge is located with ECT sensor.
 2110-01 06-9

3. PWM (PULSE WIDTH MODULATION) ELECTRIC FAN

OPERATION
1) Function
The PWM (Pulse Width Modulation) high capacity electric fan is installed instead of electric condenser
fan to enhance the durability and controllability and reduce noise.

2) Mounting Location

PWM
Fan shroud

PWM unit Electric fan

06-10

3) PWM Electric Fan

(1) Advantages and Disadvantages of the PWM Electric Fan
▶ Advantages
- Enhanced A/C performance: at low speed, at
idling, driving in city
- Reduction of vibration/noise: fan activated by
PWM only when necessary
- Reduction of engine consuming power
(V/Fan driving force) by 4 Hp - Cost saving

▶ Disadvantage
- Poor engine cooling perfomance at low and
high rpm

4) PWM (Pulse Width Modulation) Unit

It controls the time of the output voltage to control
the fan motor speed independently.

▶ Internal functions
- Motor power shutting-off function when
overcurrent is applied
- Adverse voltage prevention function
- Detection function for the motor lock
- Temperature detecting function: The electric
fan operates at FULL speed to cool down
the PWM unit when the interior temperature
of PWM unit is over 120~150°C.
Communication function when failing: The
- fail signal is transmitted to the ECU when the
PWM unit is malfunctioning.
Soft start function: The motor speed is
- gradually increased when the motor is
initially operated.
 2112-01 06-11

5) Shutting-off Condition of the A/C Compressor

▶ Coolant temperature
- When coolant temperature is below 20°C or over 115°C, engine speed is below 650 rpm or
over 4500 rpm for 4 seconds after engine starting, abrupt acceleration and A/C refrigerant
pressure sensor detecting the followings
- A/C compressor is turned off when the refrigerant pressure is below 2.0 kg/cm2 and then is
turned on when the refrigerant pressure is over 2.4 kg/cm2.
- A/C compressor is turned off when the refrigerant pressure is over 30 kg/cm2 and then is turned
on when the refrigerant pressure is below 21.4 kg/cm2.
 1452-01 07-3

1. DIAGNOSTIC INFORMATION AND PROCEDURE

1) Ignition System
07-4

2) Ignition System (Cont'd)

 1452-01 07-5

1. DESCRIPTION AND OPERATION

1) Battey
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 produced in the battery to escape.
The battery has the following advantages over conventional batteries:
· No water addition for the life of the battery.
· Overcharge protection. If too much voltage 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.
· 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.
· More power available in a lighter, smaller case.

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.

2) Ratings
▶ A battery has two ratings: (1) a reserve capacity rating designated at 27°C(80°F), which is the
time a fully charged battery will provide 25 amperes of current flow at or above 10.5 volts (2) a cold
cranking amp rating determined under testing at -18°C(0°F), which indicates the cranking load
capacity.

(1)Reserve Capacity
The reserve capacity (RC) 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, the RC rating is the time required for a
fully charged battery, at a temperature of 27°C(80°F) and being discharged at a current of 25
amperes, to reach a terminal voltage of 10.5 volts.
07-6

(2) Cold Cranking Amperage

The cold cranking amperage test is expressed at a battery 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 capacity.
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 periods.
· The vehicle's electrical load is more than the generator 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 clamp.
· Mechanical problems in the electrical system, such as shorted or pinched wires.

3) Charging Time Required

The time required to charge a battery will vary depending upon the following factors:
▶ Size of Battery - A Completely discharged large heavy-duty battery required more than twice the
recharging time 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°C(80°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 current 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
onehalf charged battery.
Because the electrolyte is nearly pure water and a poor conductor in a completely discharged
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.
 1452-01 07-7

4) 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. Such low current may not be detectable on ammeters available in the field.
Set the battery charger on the high setting.
2.

3. Continue to charge the battery until the charge current is measurable. 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 voltages may be as follows:

· 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.

It is important to remember that a completely discharged battery must be recharged for a sufficient
number of ampere hours (AH) to restore the battery to a usable state.
· If the charge current is still not measurable after using the charging time calculated by the above
method, the battery should be replaced.
07-8

5) Jump Starting Procedure

1. Position the vehicle with the charged battery so that the jumper cables will reach from the charged
battery to the battery that requires charging.
2. Turn off the ignition, all the lights, and all the electrical loads in both vehicles.
3. Leave the hazard flasher on if jump starting where there may be other traffic and any other lights
needed for the work area.
4. Apply the parking brake firmly in both vehicles.

In order to avoid damaging the vehicle make sure the cables are not on or near pulleys, fans, or
other parts that will move when the engine starts.

5. Shift an automatic transmission to PARK.

In order to avoid injury, do not use cables that have loose or missing insulation.

6. Clamp one end of the first jumper cable to the positive terminal on the booster battery. Make sure it
does not touch any other metal parts.
7. Clamp the other end of the same cable to the positive terminal on the discharged battery. Never
connect the other end to the negative terminal of the discharged battery.

8. Clamp one end of the second cable to the negative terminal of the booster battery.
9. Make the final connection to a solid engine ground, such as the engine lift bracket at least 450
millimeters (18 inches) from the discharged battery.
10.Start the engine of the vehicle with the good battery.
Run the engine at a moderate speed for several minutes.
11.Then start the engine of the vehicle with the discharged battery.
12.Remove the jumper cables by reversing the above sequence exactly, removing the negative cable
from the vehicle with the discharged battery first.
While removing each clamp, take care that it does not touch any other metal while the other end
remains attached.
 1452-01 07-9

6) Alternator
Alternators are equipped with internal regulators.
Unlike three-wire generators, the alternator may be used with only two connections: battery positive and
an "D+" terminal to the charge indicator lamp.
As with other charging systems, the charge indicator lamp lights when the ignition switch is turned to
RUN, and goes out when the engine is running.
If the charge idicator is on with the engine running, a charging system defect is indicated. This indicator
light will glow at full brilliance for several kinds of defects as well as when the system voltage is too high
or too low.
The regulator voltage setting varies with temperature and limits the system voltage by controlling rotor
field current.
Achieve correct average field current for proper system voltage control by varying the on-off time. At high
speeds, the on-time may be 10 percent and the off-time 90 percent.
At low speeds, with high electrical loads, the on-time may be 90 percent and the off-time 10 percent.

7) Charging System
Generators use a new type of regulator that incorporates a diode trio.
A Delta stator, a rectifier bridge, and a rotor with slip rings and brushes are electrically similar
to earlier generators.
A conventional pulley and fan are used.
There is no test hole.

8) Starter
Wound field starter motors have pole pieces, arranged around the armature, which are energized by
wound field coils.
Enclosed shift lever cranking motors have the shift lever mechanism and the solenoid plunger enclosed
in the drive housing, protecting them from exposure to dirt, icy conditions, and splashes.
In the basic circuit, solenoid windings are energized when the switch is closed.
The resulting plunger and shift lever movement causes the pinion to engage the engine flywheel ring
gear.
The solenoid main contacts close. Cranking then takes place.
When the engine starts, pinion overrun protects the armature from excessive speed until the switch is
opened, at which time the return spring causes the pinion to disengage.
To prevent excessive overrun, the switch should be released immediately after the engine starts.
07-10

9) Starting System
The engine electrical system includes the battery, the ignition, the starter, the generator, and all the
related wiring.
Diagnostic tables will aid in troubleshooting system faults. When a fault is traced to a particular
component, refer to that component section of the service manual.
The starting system circuit consists of the battery, the starter motor, the ignition switch, and all the related
electrical wiring.
All of these components are connected electrically.
 8510-23 08-3

1. CRUISE CONTROL SWITCH

The cruise control is an automatic speed control system that maintains a desired driving speed without
using the accelerator pedal.
The vehicle speed must be greater than 36 km/h to engage the cruise control. This feature is especially
useful for motorway driving.

The cruise control system is a supplementary system, which helps the driver to drive the vehicle at a
desired speed without using the accelerator pedal under the traffic condition where the vehicle-to-
vehicle distance meets the legal requirement.
08-4

1) Traffic Conditions for Using Cruise Control

Use the cruise control system only when the traffic is not jammed, driving on motorways or highways
where there is no sudden change in the driving condition due to traffic lights, pedestrian, etc.

Improper use of the cruise control could be dangerous.

- Do not use on winding roads.yy
- Do not use in heavy traffic.yy
- Do not use on slippery, wet roads.
This could result in a loss of control, collision, and/or personal injuries.

The described speed value may vary slightly depending on the road conditions.
 8510-23 08-5

2. HOW TO OPERATE CRUISE CONTROL SWITCH

1) Setting a Desired Speed

1. To operate the cruise control, accelerate to the desired speed, which must be more than 36 km/h (23
MPH) and less than 150 km/h (90 MPH).
2. When the desired speed is reached, push up the ACCEL switch of the cruise control lever or push
down the DECEL switch for 1 second per one switching and then release the accelerator pedal
slowly.
3. Now, the vehicle is cruised by this system with the set speed.
4. And you can set to other vehicle speeds again with above steps after an accelerator pedal
intervention during the cruise control running.

Never use the cruise control system until you get used to it.
Improper use or not fully aware of this function could result in collision and/or personal injuries.

(1) Manual transmission equipped vehicle

The cruise control is only available when the 3rd or higher speed gear is engaged.
08-6

2) Accelerating with the Cruise Control System

(1) While the cruise control system is running

1. Push up the ACCEL switch of the cruise control lever and hold it until the desired speed is reached
without an accelerator pedal intervention.
2. When the desired speed is reached, release the lever.

(2) While the cruise control system is not running

1. Accelerate using the accelerator pedal over 36 km/h.
2. Push up the ACCEL switch of the cruise control lever and hold it.
3. And then release the accelerator pedal slowly.
4. When the desired speed is reached, release the lever.

(3) Tap-up while the cruise control system is running

1. Push up the ACCEL switch of the cruise control lever less than 0.5 second per one switching while
the cruise control system is running. This is a tap-up switching.
2. When you operate a tap-up switching, the vehicle is accelerated by 1.3 km/h over the previous set
speed.
3. If you want to accelerate to 13 km/h, operate the tap-up switching ten times without accelerating with
the cruise control system.
 8510-23 08-7

3) Decelerating with the Cruise Control System

(1) While the cruise control system is running

1. Push down the DECEL switch of the cruise control lever and hold it until the desired speed is
reached without a brake pedal intervention. But the cruise control system cannot maintain the cruise
function at less than 34 km/h.
2. When the desired speed is reached, release the lever.

(2) When the cruise control system is not running

1. Push down the DECEL switch of the cruise control lever and hold it.
2. And then release the accelerator pedal slowly.
3. When the desired speed is reached, release the lever. But the cruise control system cannot maintain
the cruise function at less than 34 km/h.

(3) Tap-down while the cruise control system is running

1. Push down the DECEL switch of the cruise control lever less than 0.5 second per one switching
while the cruise control system is running. This is a tap-down switching.
2. When you operate a tap-down switching, the vehicle is decelerated by 1.0 km/h below the previous
set speed.
3. If you want to decelerate to 10 km/h, operate the tap-down switching ten times without the brake
pedal intervention.
08-8

4) Recovery of Set Speed (RESUME)

Even if the cruise control is cancelled, the previous set cruise speed can be recovered by pushing (Type
A) or pulling (Type B) toward the cruise control lever when the current vehicle speed is over 36 km/h
without an acceleration intervention. But if you turn off the ignition switch, the memorized set speed is
cleared and you cannot recover the previous set speed.

The resume position should only be used if the driver is fully aware of this speed and wishes to
resume this particular speed.
 8510-23 08-9

5) Normal Cancellation of the Cruise Control

The cruise control system will be canceled when one or more items of the following conditions are
applied;

1. When the brake pedal is depressed.

2. When the cruising speed is downed less than 38 km/h.
3. When the OFF switch is operated by pulling the cruise control lever (Type A) or by pushing the ON-
OFF switch of the cruise control lever (Type B).
4. When ESP is activated.
5. When applying the parking brake when driving.
6. When using the clutch in order to shift (M/T only).
And the cruise control system can be operated again in driving state.

Keep the main cruise control switch in the neutral position when not using the cruise control.
08-10

(1) Abnormal Cancellation of the Cruise Control

1. When the rapid deceleration is applied without braking.
2. When the rapid acceleration is applied without acceleration pedal intervention.
3. When the cruise control lever is failed.
4. When the brake switch and the brake light switch input signal are implausible.
And the cruise control system cannot be operated again in driving state. In this case, you should stop the
vehicle, and turn off the ignition switch and then turn it on again. After you do that, you can use the cruise
control system again. But if the cruise control system isn’t recovered, you should contact a
Ssangyong Dealer for diagnosis of the cruise control system.

- Abnormal changes of the gear selector lever can damage the yyengine. Do not move the gear shift
lever to Neutral while driving at the set speed. Automatic transmission damage may result.
The speed that has been set may not be maintained on uphill yyor downhill slopes.
- The speed may drop to less than the set speed on a steep uphill yygrade. The accelerator must be
- used if you want to maintain that speed.
The speed may increase to more than the set speed on a steep yydownhill grade. When the speed
- increases too much, turn off the cruise control.

(2) Using the Cruise Control on Hills

How well the cruise control works on hills depends on the speed, load, and the steepness of the hill.
When going up steep hills, you may have to depress the accelerator pedal to maintain your speed. When
going downhill, you may have to brake or shift to a lower gear to keep your speed down.
Applying the brake takes you out of the cruise control.
 1521-01 09-3

1. ENGINE DATA DISPLAY TABLE

09-4

1) TEMPERATURE VS RESISTANCE

2. FASTENER TIGHTENING SPECIFICATIONS

01-2

1. LOCATIONS OF INTERIOR UNITS AND SENSORS

0000-00 01-3
01-4

2. LOCATION AND COMPARTMENT OF INTERIOR

SWITCHES
0000-00 01-5
01-6

3. SWITCHES, UNITS AND SENSORS IN ENGINE

COMPARTMENT

Receiver drier and horn

Ambient temperature IWE vacuum solenoid valve

sensor (4WD)

(on battery tray)

 0000-00 01-7

ESP pressure sensor /

primary, secondary

ESP(ABS) HECU

Theft deterrent horn

(under the battery) Fuse and relay box
01-8

4. ELECTRIC COMPONENTS AND LAYOUT

1) Wiring Harness Arrangement
 0000-00 01-9

2) Components Locator
01-10

5. DIAGNOSTIC CONNECTOR
1) Pin Arrangement of Diagnostic Connector
It is installed under the instrument panel and consists of 16 pins.
The REKES key coding should be performed with Scan-100.

2) Functions of Terminal
Pin no. 1 -
Pin no. 2 -
Pin no. 3 STICS
Pin no. 4 Ground
Pin no. 5 Signal ground
Pin no. 6 CAN - HIGH
Pin no. 7 Engine ECU
Pin no. 8 ABS / ESP
Pin no. 9 Air bag
Pin no. 10 -
Pin no. 11 TCU
Pin no. 12 -
Pin no. 13 TCCU
Pin no. 14 CAN - LOW
Pin no. 15 STICS "B21"
Pin no. 16 Battery +
 8410-00 02-3

1. CAUTIONS WHEN WORKING ON ELECTRICAL UNITS

- Disconnect the negative cable from the battery
in advance when working on electrical units.

Make sure to turn "OFF" the ignition switch

and other lamp switches before
disconnecting or connecting the negative
battery cable. (Otherwise, semiconductor
parts can be damaged.)

- Do not drop or appy excessive impact to

sensors and relays.

80℃

- If a fuse is blown, replace it with a fuse which

has the correct amperage rating. If you use a
fuse with higher capacity than the
specification, the component can be damaged
or catch fire.

10A 15A
02-4

- Make sure a connector is connected securely.

Loose connection results in malfunction.

- When disconnecting a connector equipped with a

lock, press it down to the direction in the below
figure.

- When checking voltage or continuity of the

connector terminal with a circuit tester,
connect the tester probe to the terminal at the
harness side. For a sealed type connector,
connect the probe to the terminal through the
hole in the rubber cap of the wiring. Take
care not to damage the insulation of the
wires. Insert the probe until it contacts the
terminal completely.

When inspecting the airbag system, make

sure to use a diagnostic device, not a circuit
tester.
 8410-00 02-5

2. GENERAL INFORMATION
The ICM (Integrated Control Module) box installed to the new Actyon model is integrated with some
relays of previous model and is installed to the back of the STICKS.
As the ICM box is newly installed, the following relays are integrated into the ICM box.
- Door lock relay (previously installed to STICKS bracket)
- Windshield de-icer relay (previously installed next to floor on the driver side)
- Turn signal lamp relay (previously installed to passenger side fuse & relay box)

PREVIOUS MODEL

NEW MODEL

* Some relays have been integrated into the ICM box.

02-6

1. OVERVIEW
The ICM (Integrated Control Module) mounted to the back of the STICS is integrated with the door lock
relay, windshield de-icer relay and turn signal lamp relay. There are four fuse & relay units.

2. FUSE & RELAY MOUNTING LOCATION

(1) In engine compartment

Fuse & Relay Box Interior Fuse & Relay

InEngine Box On The Driver Side
Compartment (RH)

(2) In vehicle

Interior Fuse & Relay Mounting Location of ICM

Box On The Driver Side
(LH)
 8710-01 03-3

1. OVERVIEW
RKSTICS (REKES + STICS (Super Time & Integrated Control System)), is almost the same as that of
ACTYON in terms of its function and role. Due to the removal of tailgate opening switch and rear wiper and
washer system, the circuit layout is slightly changed, compared to ACTYON.

Door Lock Relay RK STICS

REKES key
03-4

2. SPECIFICATIONS
1) Electrical Performance
▶ Electrical Performance

▶ Characteristics of Radio Wave

1. Transmitting frequency: 447.800 ± 0.0125 MHz
2. Channel width: below 12.5 KHz
3. Frequency bandwidth: below 8.5 KHz
4. Modulation method: FSK (Frequency Shift Keying)
5. Receiving distance: Approx. 10 ~ 15 m (In case there are not obstacles around the system)
 8710-01 03-5

▶ Rated Load
03-6

▶ Input Signals
 8710-01 03-7

▶ Chattering of Input Signals

- Vehicle speed input:
The vehicle speed is the average value of 4 pulses among 6 pulse inputs regardless of the input
for 1.0 second
after IGI 1 ON. The time indicated in each function does not include the vehicle speed calculating
time.
- 20 ms target input:
Wiper motor A/S (parking) terminal
- 100 ms target input switch
All switches except wiper motor A/S (parking) terminal

▶ Time Tolerance
- If not indicated, time tolerance will be ± 10%.
However, if less than 500 ms, time tolerance will be ± 100 ms.
- The time indicated in each function does not include chattering processing time from switch input
changing point.
03-8

1. OVERVIEW
RKSTICS (REKES + STICS (Super Time & Integrated Control System)), is almost the same as that of
ACTYON in terms of its function and role. Due to the removal of tailgate opening switch and rear wiper and
washer system, the circuit layout is slightly changed, compared to ACTYON.

Door Lock Relay RK STICS

REKES key
 8710-01 03-9

2. FUNCTIONS AND SPECIFICATIONS

1) Wiper and Washer Operations

Front Automatic Wiping Speed Control Switch

The interval of wiper swings can be adjusted by
twisting the control knob upward or downward when
the windshield wiper switch is in the AUTO position.
Fast: Fast interval
Slow: Slow interval
Front wiper operation

MIST
When pulling up the lever, the
wiper operates once and the
wiper lever returns to the "OFF"
position.

OFF
Stop the operation.

AUTO
Operates automatically
according to the vehicle
speed or the amount of rain.

LO HI
Continuous wipe, Continuous wipe, fast operation
slow operation.
03-10

Front Auto Washer and Wiper Switch

When pressing the auto washer switch with the wiper switch
"OFF", the washer fluid is sprayed on the windshield and
the wiper sweeps off 4 times, after then the washer fluid is
sprayed and the wiper sweeps off 3 times again.

Rear Washer and Wiper

The rear washer and the wiper operate
only while holding the switch. When releasing
the switch, it returns to the rear
wiper operate position.

Rear Wiper Operation

Wiper and Washer Coupled Operation

Pull the lever briefly (below 0.6 seconds): One
wiping cycle
Rear Wiper Stops Pull and hold the lever for more than 0.6 seconds:
Three wiping cycles with washer spray
Rear Washer and Wiper
The rear washer and the wiper operate only while holding the
switch. When releasing the switch, it returns to "OFF" position.
 8710-01 03-11

2) Wiper MIST and Front Washer Coupled Wiper

1. The wiper relay is turned on at 0.3 seconds after from the time when the washer switch is turned on
for 0.1 to 0.59 seconds (T2) with the ignition switch "ON". If the wiper parking terminal gets off, the
wiper relay is turned off.

2. The wiper relay is turned on at 0.3 seconds (T1) after from the time when the washer switch is
turned on for more than 0.6 seconds (T2) with the ignition switch "ON". The wiper relay gets on 3
times immediately after turning off the washer switch.
03-12

3. When the washer switch is turned on for more than 0.6 seconds during the wiper operation by INT
switch, the operation in step (2) is performed. When it is turned on for a certain period of time (0.1 to
0.59 seconds), the operation in step (1) is performed.
 8710-01 03-13

3) Rear Washer Motor Control

1. When the rear washer switch is turned on with the ignition switch "ON", the rear washer motor relay
output gets ON from the time when the rear washer switch is turned on. It gets OFF when the rear
washer switch is turned off.
2. This control is not available while the front washer switch or the auto washer and wiper (AFW:
Advanced Fast Washer) is in operation.
03-14

4) Auto Washer and Wiper Switch (AFW)

1. When the auto washer switch is turned on with the ignition switch "ON" and the INT switch "OFF", the
washer motor output gets ON for 1 second. If the system recognizes the output signal, the wiper
relay output gets ON during 4 cycles and the washer motor output gets ON for 1 second. Then, the
wiper relay output gets OFF after 3 cycles.
 8710-01 03-15

2. The auto washer switch output is overridden during the washer coupled wiper operation.
3. The auto washer switch input is overridden during the auto washer coupled wiper operation.
4. The auto washer switch input is overridden during the rain sensor coupled wiper or vehicle speed
sensitive INT wiper operation.
5. When the auto INT switch input is received during the auto washer operation, the auto washer
operation stops and the auto INT operation is activated.

Priorities in Washer Operations

1. he rear washer switch input is overridden during the front washer operation.
2. The rear washer switch input is overridden during the auto washer and wiper (AFW) operation.
The front washer switch input is overridden during the rear washer operation.
3. The auto washer switch input is overridden during the rear washer operation.
4. The front washer switch input is overridden during the auto washer and wiper (AFW) operation.
5. The auto washer switch input is overridden during the front washer operation.

6.
03-16

5) Rain Sensor Coupled Wiper and Auto Light Control

If equipped with RKSTICS rain sensor, it has following operation system.
▶ System layout
 8710-01 03-17

6) INT Switch Auto Position Reminder (Power-Up Reminder Wiper)

1. When turning off and on the auto INT switch, the system drives the wiper motor through LOW relay
regardless of communication with rain sensor.
2. The wiper relay (LOW) is turned on and the wiper motor runs one cycle when changing the wiper
switch to "AUTO" position from any other positions (while the ignition key is in the "ON" position).
When the wiper switch is turned to the "ON" position again from other positions, the system drives
the wiper motor through LOW relay one cycle only when the rain sensor detects the "Rain Detected"
signal.

Rain sensing unit Multifunction wiper switch:

( AUTO light integrated type) AUTO and sensitivity control

A sensor that emits infrared rays through LED and AUTO: Wiper operates automatically by rain
then detects the amount of rain drops by receiving sensor
reflected rays against sensing section (rain sensor FAST ↔ SLOW: Auto delay/Auto speed control.
mounting section on the windshield) with A position that can control sensitivity against rains
photodiode (auto light sensor integrated type) in the windshield and transmits wiping demand
signal accordingly
03-18

7) Washer Coupled Wiper in Rain Sensing Mode

1. The washer coupled wiper is operated when receiving the washer switch input with the ignition
switch "ON" and the auto INT switch "ON" in the rain sensing mode. At this moment, the
communication with the rain sensor is overridden. However, the washer switch input is overridden
during the continuous operation.
2. The operation data is sent to the rain sensor even during the washer coupled wiper's operation.
 8710-01 03-19

8) Rain Sensing Sensitivity Control

1. The wiper LOW relay is turned on and the wiper motor runs one cycle when the volume sensitivity is
increased (while the ignition key is in the "ON" position, the wiper switch is in the "ON" position, and
the wiper motor is in "Parked" position). However, the wiper motor can be operated only when the
rain sensor detects the "Rain Detected" signal.
* If the volume sensitivity is changed more than 2 stages within 2 seconds, the wiper motor runs only
one cycle.
03-20

9) When the Wiper Parking Signal is abnormal

1. The wiper system continuously outputs the wiper parking signal when the wiper parking terminal is
grounded
(while the ignition key is in "ON" position and the wiper switch is in "ON" position).
* The wiper motor runs only when the rain sensor requires the wiper operation.

2. When the parking terminal is fixed to IGN, the wiper system outputs the wiper operating signal for 2
seconds, then continuously outputs the wiper parking signal.
* The wiper motor runs only when the rain sensor requires the wiper operation.
 8710-01 03-21

10) Defective Rain Sensor

1. The wiper relay (LOW) is turned on and the wiper motor runs one cycle when the volume sensitivity
is changed to 2 from 3 during receiving the malfunction signal from the rain sensor (while the ignition
key is in "ON" position and the wiper switch is in "ON" position).

2. The wiper relay (LOW) is turned on and the wiper motor runs one cycle when the volume sensitivity is
changed to 3 from 4 during receiving the malfunction signal from the rain sensor (while the ignition
key is in "ON" position and the wiper switch is in "ON" position).
03-22

(1) Trouble shooting

Symptom 1. The wiper does not operate one cycle when turning the multifunction wiper
switch to the "AUTO" from the "OFF" position or starting the engine while
the wiper switch is in the "AUTO" position.

- When starting the engine with the multifunction wiper switch in the "AUTO" position, the wiper
operates one cycle to remind a driver that the wiper switch is in the "AUTO" position.
When the wiper switch is turned to "AUTO" from "OFF", the wiper operates one cycle. It always
- operates one cycle for the initial operation, however, the wiper does not operate afterwards to
prevent the wiper blade wear if
not raining when turning the wiper switch to "AUTO" from "OFF". However, the wiper operates up
to 5 minutes after rain stops. If this function does not occur, check No. 8 pin. If the pin is normal,
check the wiper relay related
terminals in the ICM box.

Symptom 2. It rains but the system does not work in the "AUTO" position.

- Check whether the multifunction wiper switch is in the "AUTO" position.

- Check the power to the sensor. Check the conditions of the pin 3 (Ground) and the pin 4 (IGN).
Check the wiper relay for defective.
-

Symptom 3. The wiper operates 3 or 4 times at high speed abruptly.

- Check whether the variable resistance knob on the multifunction wiper switch is set in "FAST". The
"FAST" is the highest stage of the sensitivity and very sensitive to small amount of rain drops.
Therefore, change the knob to the low sensitivity.

Symptom 4. The wiper operates continuously even on the dry glass.

- Check the wiper blade for wear. If the wiper blade cannot wipe the glass uniformly and clearly, this
problem could be occurred. In this case, replace the wiper blade with a new one.
Check whether the variable resistance knob on the multifunction wiper switch is set in "FAST". The
- "FAST" is the highest stage of the ensitivity and very sensitive to small amount of rain drops.
Therefore, change the knob to the low sensitivity.
 8710-01 03-23

Symptom 5. The wiper does not operate at high speed even in heavy rain.

- Check if the wiper operates at high speed when grounding pin 1 and pin 2.

Symptom 6. The wiper responses are too fast or slow.

- Check whether the variable resistance knob on the wiper switch is set in "FAST" or "SLOW". Notify
that the customer can select the sensitivity by selecting the variable resistance value. And, select a
proper stage.
03-24

11) Auto Light Control

1. The tail lamps and headlamps can be controlled by the communication with the rain sensor only
when the auto light switch is in "AUTO" position with the ignition switch "ON".

2. Rain detected headlamp: If it rains heavy which requires the highest INT speed, the headlamps are
turned on automatically.

3. Night detected wiping: When the auto light control turns on the headlamps and the rain sensor
detects the rain, the wiper sensitivity is automatically increased by one level. (i.e. the AUTO wiper
switch is at the 3rd level, but the wiper operates at the 4th level.)

Emitter lense

Auto light sensor (Vertical)

Auto light sensor (Horizon)

 8710-01 03-25

12) Speed Sensitive INT (Intermittent) Wiper

For RKSTICS without the rain sensor, perform the following operation:
▶ Controls the wiper intermittent operation by the values from the vehicle speed and the
volume.
- Calculates and converts the Intermittent interval automatically by using the INT VOLUME when
the ignition switch is in the "ON" position and the INT switch is in the "ON" position.
The wipers are operated in vehicle speed sensitive mode when turning the INT switch to the
- "ON" position with the engine running or starting the engine with the INT switch positioned to
"ON".
Intermittent interval (at 0 km/h): 3 ± 0.5 ~ 19 ± 2 seconds
-
▶ Vehicle speed calculation
- [Input the vehicle speed]
It is calculated by the numbers of input pulses for one second.

60 [km/h] X 60 [sec]
1 [PULSE/SEC] = ≒ 1.41 [km/h]
637 X 4 PULSE

▶ VOLUME calculation
- The pause time of the vehicle speed sensitive INT wiper is calculated by the INT volume (input
voltage). Each level has the hysteresis.

▶ Pause time calculation

- Pause time: the duration that wipers are stopped at parking position
- Elapsed time: the duration after the wiper motor started to operate from parking position
- The pause time is calculated by the vehicle speed and the VOLUME.
· If the pause time is below 1.0 second, the wipers operate without pause.
· If the pause time is over 1.5 seconds, the wipers operate intermittently
03-26

Pause time of vehicle speed sensitive INT wiper

▶ Speed sensitive INT (intermittent) wiper

- The wiper relay continues to output for remaining "ON" time even when the INT switch is turned
off.
- IGN 2 switch "ON", INT switch "OFF": Resume the intermittent time when turning "ON"
- IGN 2 switch "OFF", INT switch "ON": Resume the intermittent time when turning "ON"
▶ Controls when the wiper motor parking is defective
- The wiper relay continues to output when the parking terminal is fixed at the ground or IGN
while the wiperrelay is "ON" (INT switch = ON or Washer switch = ON) (The output stops
immediately after turning off the switch) (The output stops immediately after turning OFF the
switch.)
 8710-01 03-27

13) Ignition Key Reminder Warning

(The ignition key reminder warning has priority over the "TAILLAMP ON WARNING".)
1. The chime buzzer sounds continuously when opening the driver's door while the ignition key is in
ignition switch.
2. When removing the ignition key or closing the driver's door during chime buzzer operation, the
buzzer stops.
3. This function is not available when the ignition switch is in "ON" position.

PAS buzzer Chime buzzer

03-28

▶Ignition Key Reminder

1. The system outputs "UNLOCK" signal for 5 seconds after the driver's door is opened and the door
lock switch is changed to "LOCK" (while the ignition key is in ignition switch).
2. The system outputs "UNLOCK" signal for 5 seconds (T2) when the door lock switch is changed to
"LOCK" from "UNLOCK" and the driver's door is closed within 0.5 seconds (while the ignition key is in
the ignition switch).
3. If the "UNLOCK" conditions are met, the system outputs "UNLOCK" signal unconditionally. However,
if the ignition key is removed after the door lock switch is changed from "UNLOCK" to "LOCK", the
system does not output "UNLOCK" signal.
 8710-01 03-29

14) All Door Lock Prevention Function when a Door is Open

1. All doors, except the tailgate and hood, output "UNLOCK" signal for 5 seconds when the "LOCK"
signal is inputted (while the ignition key is removed and one of any doors is open).
2. When the door is closed during the UNLOCK output, the UNLOCK output stops immediately.
3. When the ignition key is inserted during the output, the output continues for approx. 5 seconds.
If the ignition switch is in the "ON" position or the ignition switch is removed, the above steps are
4. performed. If the key is in the key cylinder, the ignition key reminder function is activated.
This function does not work if the vehicle speed is over 10 km/h.
5.
03-30

15) Tail Lamp Left on Warning

1. The chime buzzer sounds with the interval of 0.8 second when opening the driver's door while the tail
lamp is turned on and the ignition key is removed.
2. The chime/buzzer output stops when turning off the tail lamp and closing the driver's door.
3. The system outputs "UNLOCK" signal for 5 seconds when the driver's and passenger's door lock
switch is locked (while the tail lamp is turned on and the driver's door is open).
4. This function is not available when the ignition key is in the "ON" position.
 8710-01 03-31

16) Door Ajar Warning

1. The warning light in instrument panel comes on when opening any of doors including tailgate while
the vehicle speed is below 10 km/h.
2. The warning light goes off when closing the door under step 1.
3. The warning light blinks when the vehicle speed is over 10 km/h while the warning light is turned on.
The warning light blinks when a door is open while the vehicle speed is over 10 km/h.
4. The warning light goes off when closing the door under step 3.
5. The warning light comes on when the vehicle speed goes below 10 km/h under step 3.
6.
03-32

17) Seat Belt Warning

1. The seat belt warning light comes on and the chime buzzer sounds for 6 seconds when turning the
ignition key to "ON" from "OFF".
2. If the seat belt is fastened before turning the ignition key to the the "ON" position, the warning light in
the instrument panel blinks, however, the chime buzzer does not sound.
3. The seat belt warning light goes off and the chime buzzer stops when turning the ignition switch to the
"OFF" position.
4. The chime buzzer stops and the seat belt warning light stays on for the specified period of time when
fastening the seat belt during the warning operation.
The seat belt warning light comes on and the chime buzzer sounds for 6 seconds again when
unfastening the seat belt during fastening operation while the ignition key is "ON" position.

Seat Belt Warning Light Chime Buzzer

Chime buzzer

The seat belt warning light comes on and the chime buzzer sounds for 6 seconds when turning the
ignition key to "ON" from "OFF". After fastening the seat belt, the chime buzzer stops.
 8710-01 03-33

18) Parking Brake Warning

1. The parking brake warning light comes on for approx. 4 seconds when turning the ignition key from
the "OFF" to the "ON" position regardless of the vehicle speed and the parking brake switch position.
After this 4 seconds, the warning lamp comes on, goes off or blinks according to the vehicle speed
and the parking brake switch position.
2. The warning light comes on when the parking brake switch is turned on while the vehicle speed is
below 10 km/h.
3. The warning light goes off when turning off the parking brake switch under step 2.
4. The warning light blinks and the chime buzzer in the ICM box sounds for 2.85 seconds and stops for
1.5 seconds when the vehicle speed is over 10 km/h for more than 2 seconds while the parking brake
switch is turned on.
5. The warning light goes off and the chime buzzer stops when turning off the parking brake switch
under step 4.
6. The warning light comes on and the chime buzzer stops when the vehicle speed goes down below
10 km/h under step 4.
7. This function is not available when the ignition key is turned to the "OFF" position.
03-34

19) Front/Center Room Lamp Control

The overhead console lamp (front room lamp) and the center room lamp come on when opening the
door while the center room lamp switch is at the coupled operating position and the key reminder switch
is "OFF".
1. When the door (Driver's/Passenger's/Rear) is opened, the front and center room lamps come on and
automatically go off after 30 seconds.
2. The room lamp stays on for 2 seconds and then dims through 3 seconds when closing the opened
doors.
3. The dimming operation must have greater than 32 steps per one second.
4. The room lamp output should stop immediately after turning on the ignition key during the dimming
operation.
5. The front room lamp and the center room lamp come on for 30 seconds when receiving the unlock
signal from the remote control key while the doors are closed.
6. The front room lamp and the center room lamp output period is extended by 30 seconds when
receiving the unlock signal from the remote control key again during output. (The lamp stays on when
unlocked by the remote control key.)
7. When a door is opened during its extended period, the lamp stays on. If closed, operates as in step
2.
8. The room lamp output stops immediately after receiving the lock signal from door lock switches while
all doors are closed or entering into the anti-theft mode by pushing LOCK button on the remote
control key.
9. The luggage room lamp does not have a door coupled operating function. It shoulde be turned on
and off by hand.
 8710-01 03-35

Front Room Lamp: 12V / 8W - 2EA Center Room Lamp: 12V / 8W - 1EA
Driver's seat Tailgate

Center
Room Lamp
(Lamp : ON)

Center Room Lamp

(Door coupled
operation)

Front room lamp (driver's or passenger's) is Center Room Lamp

turned on and off when pressing the switch (1 or
If the switch is at the door coupled position, the
2). However, it comes on when a door is opened
center room lamp comes on when a door is
and goes off when the door is closed. The front
opened. The lamp always comes on while the
and center room lamps come on when pressing
switch is at the other position.
the room lamp main switch (3).
03-36

20) Ignition Key Hole Illumination

1. The ignition key hole illumination comes on when opening the driver's door or passenger's door while
the ignition key is removed.
2. The ignition key hole illumination stays on for 10 seconds when closing the door after step 1.
3. The output stops when the ignition key is turned to the "ON" position.
4. The output stops when receiving the lock signal from the remote control key (under armed mode).

Key cylinder with key hole illumination

For diesel and gasoline For diesel engine For gasoline engine
engine equipped vehicle equipped vehicle equipped vehicle

Without immobilizer With immobilizer With immobilizer

→With key hole illumination →With key hole illumination →With key hole illumination
 8710-01 03-37

21) Tail Lamp Auto Cut (Battery Saver)

1. The tail lamp is turned on or off according to the operations of the tail lamp switch.
2. The tail lamp relay is turned off (auto cut) when opening and closing the driver's door after removing
the ignition key without turning off the tail lamp.
3. The tail lamp relay is turned on when inserting the ignition key into the ignition switch.
4. The tail lamp relay is turned off (auto cut) when opening and closing the driver's door while the
ignition key is removed and the tail lamp is turned on.

22) Front Defogger Timer

1. The front defogger output is "ON" when turning "ON" the front defogger switch while the ignition
switch is "ON" (with engine running).
2. The output stops when turning on the defogger switch again during its operation.
3. The output is "ON" only for 6 minutes when turning "ON" the front defogger switch within 10 minutes
after completion of output for 12 minutes. This can be done only once.
4. The output is "OFF" when the ignition switch is "OFF".
03-38

23) Rear Defogger Timer

- The rear defogger output is "ON" when turning "ON" the rear defogger switch while the IGN 2 switch
is "ON" (with engine running).
- The output is "OFF" when turning "ON" the rear defogger switch again during output.
- The output is "ON" only for 6 minutes when turning "ON" the rear defogger switch within 10 minutes
after completion of output for 12 minutes. This can be done only once.
- The output is "OFF" when the IGN 2 switch is "OFF".
 8710-01 03-39

24) Door Lock/Unlock Control by Door Lock Switch

1. The door lock system outputs "LOCK" signal for 0.5 seconds when positioning the driver's or
passenger's door lock switch to the lock position.
2. The door lock system outputs "UNLOCK" signal for 0.5 seconds when positioning the driver's or
passenger's door lock switch to the unlock position.
3. "LOCK" or "UNLOCK" by the door lock switch is ignored when outputting the "LOCK" or "UNLOCK"
signal by other functions.
4. All door lock signals are "UNLOCK" for 0.5 seconds just for once when receiving the "LOCK" signal
within 0.5 seconds after closing the driver's or passenger's door while the ignition key is removed.
03-40

25) Tailgate Open Control

1. When pressing and holding the tailgate open switch for more than 0.6 seconds while LOCK switches
in all doors are in UNLOCK position and the vehicle speed is 0 Km/h, STICS operates the tailgate
relay for 0.5 seconds to unlock the tailgate.
2. If any LOCK switch is switched to LOCK position or vehicle speed exceeds 3 Km/h while operating
the tailgate open relay, the output of the tailgate relay gets OFF.
 8710-01 03-41

26) Door Lock/Unlock Control by Door Lock Switch

1. The door lock system outputs "LOCK/UNLOCK" signal for 0.5 seconds when operating the central
door lock switch. (However, if the door lock switch (front doors) is at LOCK position, the system
outputs UNLOCK signal, and vice versa.)
2. The "LOCK" or "UNLOCK" inputs from the central door lock switch in anti-theft mode are ignored.
03-42

27) Door LOCK/UNLOCK by Remote Control Key

1. The door lock relay output is "ON" for 0.5 seconds when receiving the remote control lock signal.
The door unlock relay output is "ON" for 0.5 seconds when receiving the remote control unlock signal.
2.
 8710-01 03-43

28) Auto Door Lock

1. The door lock system outputs "LOCK" when the vehicle speed maintains over 50 km/h.
However, it doesn't output "LOCK" when all doors are locked or failed.
2. If any of doors is unlocked after outputting "LOCK" in step 1, outputs "LOCK" up to 5 times (except
step 1) at the interval of one second.
3. If any of doors is unlocked after 5 times of "LOCK" outputs, the door is regarded as "FAIL".
4. If the door that was regarded as fail changes (UNLOCK to LOCK) to unlock, only one "LOCK" output
will be done.
5. If any door is regarded as FAIL, the auto door lock function does not work (if it is occurred when the
vehicle speed is over 50 km/h, the auto door lock output does not occur even if the vehicle speed
falls below 50 km/h and accelerates again to over 50 km/h.). Nonetheless, the central door lock
function works properly.
6 When the system receives "UNLOCK" signal from a door switch, it outputs "LOCK" signals 5 times. If
additional "LOCK" signal from another door switch is detected during the period, the system outputs
five "LOCK" signals 5 times for the door.
7. The door lock system outputs "UNLOCK" automatically if the "LOCK" output conditions are
established by this function or the key is cycled (IGN1=OFF) (even when there is no "LOCK" output
while the vehicle speed maintains over 50 km/h under lock condition).
(If the LOCK condition is established with the ignition switch ON, the system outputs UNLOCK signal
unconditionally when turning the ignition switch to OFF position.)
However, when the ignition key is turned to "OFF" position, the lock output conditions will be
cancelled.
8. The "FAIL" condition of the door will be erased when the ignition key is turned to "OFF" position.
03-44

29) Auto Door Unlock (Crash Unlock)

1. The air bag collision signal input cannot be accepted within 7 seconds after turning the ignition key to
"ON" position.
2. After this period, the door lock system outputs "UNLOCK" for all doors for 5 seconds from 0.4
seconds after receiving the air bag collision signal.
3. Even though the key is turned to "OFF" position during the output of "UNLOCK", the output continues
on for remaining period.
4. The function is erased when turning "OFF" the IGN switch.

- The "Unlock" control by air bag signal prevails over any "LOCK" or "UNLOCK" control by other
functions.
- The "LOCK/UNLOCK" request by other functions will be ignored after/during the output of
"UNLOCK" by the air bag.
However, the door lock is controlled by other functions when the ignition switch is "OFF".
- "LOCK" (or "UNLOCK") output is ignored if "LOCK" (or "UNLOCK") output is required while
performing the output of "LOCK" (or "UNLOCK").
- If the door lock system outputs "LOCK" and "UNLOCK" simultaneously, only the "LOCK" output
can be activated.
 8710-01 03-45

30) Time Lag Power Window Control

1. The power window relay output is "ON" when turning on the ignition switch.
2. The power window relay output is "ON" for 30 seconds when turning off the ignition switch. The
power window relay output is "OFF" when opening the driver's door or the passenger's door.
The power window relay is turned "OFF" when receiving the remote control key lock signal (armed
3. mode) during its extended operation period of 30 seconds.

31) Definition of Terms

1. DOOR OPEN and DOOR CLOSE
DOOR OPEN: Any of all door switches (including hood and tailgate) is in "OPEN" position.
DOOR CLOSE: All door switches (including hood and tailgate) are in "CLOSE" position.

2. DOOR LOCK: Indicates that all door lock switches (including tailgate) are in LOCK positions.
DOOR UNLOCK: Indicates that any of all door lock switches (including tailgate) is in UNLOCK
position.

Engine hood open warning lamp

The warning lamp comes on when the
engine hood is open.
03-46

32) Description of Theft Deterrent Function

1. Armed mode activation requirements
a. The "LOCK" output is "ON" when the "LOCK" signal is received from transmitter while the ignition
key is removed and all doors are closed. The armed mode is activated when the door lock switch
is locked (hazard warning flasher blink twice).
b. The armed mode is still activated and the hazard warning flasher blink twice when the "LOCK"
signal is received from the remote control key again in armed mode.
c. When the "LOCK" signal is received from the remote control key while any of doors is not closed,
only the "LOCK" output can be done and then activates the armed ready mode (without theft
deterrent horn and hazard warning flasher). At this moment, if the ignition key is inserted or the
door lock switch is unlocked, it cancels the armed mode and activates the normal mode.
When the door is opened or the ignition key is not inserted into ignition switch within 30 seconds
d. after receiving "UNLOCK" signal from the remote control key, it outputs "LOCK" and then activates
armed mode (RELOCK operation). Also, at this moment, the system blinks hazard warning flasher
twice.
The armed mode will not be activated except above conditions.
e. Ex) The armed mode will not be activated when the door is locked by the ignition key.
 8710-01 03-47

2. Armed mode cancellation requirements

1) Receiving UNLOCK signal from the remote control key or starting the engine.

3. Warning operation requirements

1) When opening the door in armed mode
2) When unlocking the door lock switch in armed mode by other than the remote control key
3) When closing and then opening the door after completion of warning (27 seconds)

4. Warning operation
1) The theft deterrent horn and hazard warning flasher output is "ON" for 27 seconds at the
interval of 1 second.

5. Warning cancellation requirements

1) Cancels warning by using any signal from the remote control key (LOCK, UNLOCK, PANIC)
during warning operation.
2) Cancels warning after 27 seconds (remaining time) while the ignition key is turned to "ON"
position.
3) If the ignition switch is turned to ON position when the warning is activated in armed mode,
the warning is cancelled immediately and the warning buzzer stops after 27 seconds
(remaining time).

6. Operation when warning is cancelled

1) The theft deterrent horn and hazard warning flasher outputs are "OFF".
03-48

8. Operations when removing and installing the battery

If the system is in armed mode while installing a battery, the horn sounds and the emergency warning
lamp blinks (Same operations with warning in armed mode).
RELOCK Operation It the door is not opened or the ignition key is not inserted into the key cylinder within
30 seconds after unlocking the door with remote control key, the system outputs "LOCK" signal and
activates the armed mode.

33) Specifications of Remote Control Key

When any of switches on remote control key is pressed, the integrated CPU in remote control key sends
the coded control message to the CPU in receiver to control the vehicle.

Switch Functions on Remote Control Key

▶ Door Unlock and Panic Function

LED flasher
Briefly press (below 0.5 sec): Door unlock and theft deterrent
Briefly press: blink once
mode is deactivated
Press and hold: blink twice
Press and hold (over 2 sec): Panic function
1. Door unlock (Briefly press)
- If the unlock button on the remote control is pressed, the
door will be opened and the theft deterrent mode will be
activated. If the door coupled switch of front room lamp is
pressed, the lamp will come on for 30 seconds. It will turn
off immediately after the lock button of the remote control is
pressed.
2. Panic function: activated in the theft deterrent ▶ Door Lock Function
mode Briefly press (below 0.5 sec): Door lock and
- If you press and hold the door unlock and panic buttons,theft deterrent mode is activated
the buzzer will sound for 27 seconds. Door lock (Briefly press)
- The function is inactivated if any button of remote control - If you press this button locks all doors and
is pressed. activates the theft deterrent mode.
 8710-01 03-49

34) Remote Door Lock

1. All doors are locked when briefly pressing the door LOCK switch on remote control key (less than 0.5
seconds).
2. The system outputs LOCK signal immediately after receiving the door lock message from the remote
control key. The system activates the theft deterrent mode when all doors are locked while they are
fully closed (the hazard warning lamps blink twice.).
03-50

35) Door Unlock

1. The door unlock operates when pressing the door switch on the remote control key for longer than
0.5 seconds.
2. The door unlock relay is "ON" for 0.5 seconds when receiving the door unlock message from the
remote control key.
3. The hazard warning lamps blink once only when all the doors unlocked.

36) Auto Door Lock in 30 Seconds after Pressing Door Unlock

Button
1. If no door is opened for 30 seconds after inputting remote door unlock, the doors are automatically
locked and the armed mode of anti-theft system is activated again.
 8710-01 03-51

3. CIRCUIT DIAGRAM
1) Power/Ground, Chime Bell, Buzzer Warning Lamp
(Brake, Seat Belt, DR Open)
03-52

2) Central Door Lock Circuit

 8710-01 03-53

3) Tail Lamp, Hazard, Power Window

03-54

4) Defogger
 8710-01 03-55

5) Panic, Auto Light / Rain Sensing, Room Lamp

03-56

6) FRT Wiper/Washer/ RR Washer

 8710-01 03-57

7) Mirror Fold'g/Unfold'g, Fold SW

 7010-06 04-3

1. OVERVIEW
1) What is the Immobilizer System?
The immobilizer system prevents the vehicle theft by allowing only the authorized key to start the engine.
The transponder inside the key communicates with the immobilizer installed in the key box, and the
system permits the engine to start after confirming the encrypted coding from the engine ECU. Refer to
the information that follows for specific functions and their descriptions.

Immobilizer

Transponder

Battery
04-4

2) System Diagram

The certification for the immobilizer is performed when turning the ignition switch to the "ON" position after
the CAN communication between the ECU and immobilizer is established.
 7010-06 04-5

2. BASIC FUNCTIONS OF IMMOBILIZER KEY

(REKES FUNCTION)
▶ Door Unlock and Panic Function
Briefly press (below 0.5 sec): Door unlock and theft deterrent LED flasher
mode is deactivated Briefly press: blink once
Press and hold (over 2 sec): Panic function Press and hold: blink twice
1. Door unlock (Briefly press)
- If the unlock button on the remote control is
pressed, the door will be opened and the theft
deterrent mode will be activated. If the door
coupled switch of front room lamp is pressed, the
lamp will come on for 30 seconds. It will turn off
immediately after the lock button of the remote
control is pressed.
2. Panic function: activated in the theft deterrent mode
- If you press and hold the door unlock and panic buttons,
the buzzer will sound for 27 seconds.
- The function is inactivated if any button of remote
control is pressed.

▶ Door Lock Function

Briefly press (below 0.5 sec): Door lock and theft deterrent mode is activated
Door lock (Briefly press)
- If you press this button locks all doors and activates the theft deterrent mode.

▶ Battery Replacement
04-6

3. OTHER FUNCTIONS IN SYSTEM

1) Immobilizer Function
The immobilizer system prevents the vehicle theft by allowing only the authorized key to start the engine.
The transponder inside the key communicates with the immobilizer installed in the key box, and the
system permits the engine to start after confirming the encrypted coding from the engine ECU.

② The immobilizer unit

Transponder transmits the encrypted Immobilizer Unit
code to the transponder.

③ The transponder sends an

encrypted signal to the unit as ④ The transmitted code is
a response. changed to an encrypted signal
in the unit.

⑤ The system compares the signal

from transponder and the
encrypted signal in immobilizer
unit.

In the following cases, a driver may be unable to start the vehicle with the immobilizer.
- When two or more immobilizer keys come into contact with (each) other(s).
- When the key is close to any device sending or receiving electromagnetic fields or waves.
When the key is close to any electronic or electric devices such as lightening equipment, security
- keys or security cards.
When the key is close to a magnetic or metal object or a battery.
-
 7010-06 04-7

▶ Immobilizer and Warning Lamp

This indicator comes on when the ignition key is

communicating with the engine control unit
(during engine starting) and goes out after
starting the engine.

Lamp ON: in communication

Blinking twice for one second:
immobilizer system failure
Blinking once for two seconds:
① When turning the ignition key to ON position, immobilizer unit is not coded
the ECU transmits the challenge message to
the immobilizer unit.
(to verify whether the key is valid) The immobilizer indicator does not come on if
the communication time between immobilizer
key and ECU is too short.

⑦ The ECU enable the engine to be started.

Engine Control Unit

(ECU)
⑥ Only when the two signals are identical, it
recognizes the key as the authorized one
and transmits the positive message to the
ECU.

- Do not drop or shock to the transponder in the key as it may be damaged.

- With a damaged transponder, the engine cannot be started.
- When you erase the code or register an extra key, let the owner attend on the site.

- In any case, the immobilizer system can not be removed from the vehicle. If you attempt to
remove it and damage the system, starting will be impossible, so never attempt to remove,
damage or modify it.
- The remote engine starter cannot be installed on the vehicle equipped with the immobilizer
system.
04-8

4. REKES OPERATION LOGIC

1) Remote Door Lock
1. When briefly pressing the door lock switch on the remote control key for less than 0.5 seconds, all
doors are locked.
2. The system outputs the "LOCK" signal immediately after receiving the door lock message from the
remote control key. If the vehicle is locked while all doors including tailgate and engine hood are
closed, the theft deterrent mode is activated (hazard warning lamps are blinking twice).
 7010-06 04-9

2) Door Unlock
1. When pressing and holding the door unlock switch on the remote control key for more than 0.5
seconds, all doors are unlocked.
2. When receiving the DOOR UNLOCK message from the remote control key, the door unlock relay is
turned on for 0.5 seconds.
3. The hazard warning lamps blink once only when the doors are successfully unlocked.
04-10

5. CIRCUIT DIAGRAM
 8210-01 05-3

1. SPECIFICATIONS
Item Specification
Rated voltage DC 12V
Operating voltage DC 9 V ~ 16 V
Checking voltage DC 13.5 V
Operating temperature -30℃ ~ +80℃
Storage temperature -40℃ ~ +85℃
Illumination color Dial White
Pointer Red
LCD Red
Gear position display in A/T P, R, N, D, 1, 2, 3, 4, 5 and 6
(Left hand of LCD display)
05-4

1. DESCRIPTIONS OF INDICATOR DISPLAY

It sends and receives information to/from each unit through CAN communication line. The LCD display
and separate ESP ON/OFF indicator are newly added.

1. Tachometer 16.Engine hood open warning light

2. ESP indicator/warning light 17.Battery charge warning light
3. Immobilizer indicator 18.Water separator warning light
4. Glow indicator 19.Air bag warning light
5. Front fog light indicator 20.4WD CHECK warning light
6. High beam indicator 21.4WD LOW indicator
7. ESP OFF indicator 22.4WD HIGH indicator
8. Seat belt reminder 23.Speedometer
9. Engine oil pressure warning light 24.Turn signal indicator
10.LCD Display 25.Coolant temperature gauge
11.Engine overheat warning light 26.Brake warning light
12.Engine check warning light 27.Door ajar warning light
13.Auto cruise indicator 28.ABS warning light
14.Light indicator 29.Fuel gauge
15.Winter mode indicator 30.Low fuel level warning light
31.HDC indicator
 8210-01 05-5

▶ System Layout

Front view

Rear view

A. Main connector (white) B. Sub connector (gray)

NO.1 NO.10 NO.1 NO.10

NO.11 NO.20 NO.11 NO.20

05-6

▶ Connector Pin Arrangement

The connector pin sections illustrated below are viewed from the front of the instrument cluster. The
arrangement of the pins is the same for both the main connector and the sub connector.

Main connector - 20-pin (white) Sub connector - 20-pin (gray)

1. - 1. -
2. Hood open 2. -
3. Seat belt - passenger's seat 3. 4P output
4. - 4. Buzzer output
5. - 5. Illumination (+)
6. Front fog lamp 6. -
7. - 7. Check engine (GSL only)
8. Engine CHECK warning light 8. Door open
9. Charge 9. -
10. IGN 2 10. Battery
11. - 11. -
12. Air bag 12. Fuel input signal
13. Seat belt - driver's seat 13. TRIP mode/reset switch
14. High beam (-) 14. Manual transmission N (neutral)
15. Right turn signal lamp (+) input
16. High beam (+) 15. Manual transmission R (reverse)
17. Left turn signal lamp (+) input
18. Oil pressure 16. CAN LOW
19. Parking brake signal input (STICS) 17. CAN HIGH
20. - 18. AGND (fuel -)
19. MICOM ground
20. IGN 1
 8210-01 05-7

▶ Indicators on Instrument Cluster

Bulb
No. Symbol Item Power Turning ON condition
Type

1 Turn signal lamp-L LED Multifunction When activating switch

switch

2 Turn signal lamp-R LED Multifunction When activating switch

switch

4WD HIGH
3 LED IGN IGN ON/ CAN signal input
indicator

Winter mode
4 LED IGN IGN ON/ CAN signal input
indicator

Front fog lamp Fog lamp

5 LED When activating switch
indicator relay

Cruise control
6 LED IGN IGN ON/ CAN signal input
indicator

Light illumination
7 LED BATT Tail lamp ON
indicator

Headlamp
High beam
8 LED high beam When activating switch
indicator
relay

ABS warning lamp IGN ON/ CAN signal input

9 LED IGN
(ABS, EBD)

Glow indicator
10 LED IGN IGN ON/ CAN signal input
(DSL only)

Immobilizer
11 LED IGN IGN ON/ CAN signal input
indicator

Low fuel level warnig When analog inputting fuel level

12 LED IGN
light
05-8

Bulb
No. Symbol Item Power Turning ON condition
Type

Engine check
13 LED IGN IGN ON/ CAN signal input
warning lamp

4WD LOW
14 LED IGN IGN ON/ CAN signal input
indicator

15 ESP indicator/ LED IGN IGN ON/ CAN signal input

warning light (ESP & buzzer activated)

16 ESP OFF indicator LED IGN IGN ON/ CAN signal input

Brake warning light IGN ON, CAN signal input

17 LED IGN
(EBD)

4WD CHECK
18 LED IGN IGN ON/ CAN signal input
indicator

Air bag warning lamp

19 LED IGN Signal input

Door ajar waning light

20 LED BATT When door opened

Charge warning lamp

21 LED IGN Charge system fault

Seat belt warning

22 LED IGN Switch input
light
 8210-01 05-9

Bulb
No. Symbol Item Power Turning ON condition
Type

Engine oil pressure

23 warning lamp LED IGN Signal input

Water separator
24 warning light LED IGN IGN ON/ CAN signal input
(DSL only)

Engine coolant
25 overheat warning LED IGN IGN ON/ CAN signal input
light

Engine hood open

26 LED IGN Switch ground
warning lamp

27 EBD warning light LED IGN CAN signal input

28 HDC indicator LED IGN Switch Input

There are two colors (green & red) for HDC symbol.
05-10

2. CONFIGURATION
1) RPM Gauge

The tachometer indicates engine speed in revolutions per minute. Multiply 1,000 to the current number,
then it will be the current number of engine revolutions.

Under the normal engine operating temperature, the proper idling speed is 700 ~ 800 rpm. The red zone
(danger rpm range) starts from 4,500 rpm.
1. Connect the tachometer for tune-up test and start the engine.
2. Eliminate the hysteresis by tapping the tachometer.
3. Compare the values on the tester and tachometer and replace the tachometer if the tolerance is
excessive.

Check Method

If the tachometer (engine rpm gauge) pointer vibrates or stops moving at a certain range, or abnormal
noises are heard from the tachometer, the tachometer may have a malfunction. If you have reason to
suspect that the reading from the tachometer differs from the actual engine speed (rpm), connect a
diagnostic device and compare the value on tachometer with the reading from the diagnostic device.
 8210-01 05-11

2) Speedometer Gauge

The speedometer indicates the vehicle speed by calculating the signals from the rear left and rear right
wheel speed sensors through ABS or ESP unit. (For the vehicle without ABS or ESP, the signals are
received from the EMS)

If the speedometer gauge vibrates, stops at a certain range or makes an abnormal noise, there could be
defectives in speedometer. However, these symptoms also could be occured when the tire has
uneven wear, different tire inflation pressures or different tire specifications.

Perform the speedometer test regarding the tolerance as described. However, it is not similar simple
work in field due to lack of measuring conditions such as test equipment and preciseness.

1. Check the allowable tolerance of the speedometer and operations of the trip odometer by using
a tester.
2. Check if the speedometer pointer is shaking and the abnormal noise sounds.
3. Eliminate the hysteresis by tapping the speedometer.
05-12

The allowable tolerance increases when the tires are worn or the tire pressure is out of specified
range.
 8210-01 05-13

3) Fuel Level Gauge

The fuel level gauge displays the resistance value of the float on the fuel sender in the fuel tank through
a pointer. Note that this vehicle doesn't have a service hole for checking the fuel sender connector in the
fuel tank.

The fuel sender and its connector can be checked and replaced only when the fuel tank is removed.
The power supply and resistance value should be measured at the connector in front of the fuel sender
(refer to wiring diagram).

When the power supply and output resistance are normal, the float operation by fuel level may be
defective; if so, replace the fuel sender.

This table shows the tolerance and resistance value changes by fuel level in normal conditions.
Therefore, the differences that can be occurred by the road conditions and fuel fluctuations are
ignored.

Low fuel warning lamp comes on when:

The fuel level drops to 9 L or less. The lamp goes off if the fuel level reaches 9.5 L or more.
05-14

4) Coolant Temperature Gauge

The coolant temperature gauge displays the coolant temperature with a pointer. The angle of pointer
that changes by coolant temperature is as shown below.

Measurement of coolant temperature sensor resistance

Measure the resistance between the terminal and the ground with an ohmmeter and replace if the
resistance is out of specified range.

Temperature (ºC) 20 60 80 100 120

2449Ω ± 5% 589.4kΩ ± 185.7kΩ ± 112.9kΩ ±
Resistance (Ω) 321Ω ± 5%
5% 5% 5%
Voltage (V) 3.615 1.910 1.259 0.819 0.536

When the resistance value by coolant temperature is within the specified range, check thermostat,
water pump, radiator related coolant circuit for normal operation. Also, check the wiring harnesses
and connectors for proper connection.
 8210-01 05-15

5) Description for LCD Display

LCD display

▶ Mode Description

Change
Mode LCD Display Description
Order
1 TRIP A The maximum distance value that can be displayed is
999.9 km with increments of 0.1 km. The trip meter is
reset to 0.0 km when the value reaches above 999.9 km.
When measuring a trip distance, reset the distance value
in the mode you want to use by pressing the TRIP switch
for 1 sec. or more.
2 TRIP B The maximum distance value that can be displayed is
6,213.09 mi with increments of 0.62mi. The trip meter is
reset to 0.0 km when the value reaches above 999.9 km.
When measuring a trip distance, reset the distance value
in the mode you want to use by pressing the TRIP switch
for 1 sec. or more.

3 Distance to The estimated distance that can be traveled is calculated

empty based on the current fuel level.
If the DTE is less than 50 km, "---" flashes on the display.

4 Driving time The driving time from resetting the value (0:00) until now
is displayed. The value displayed is accumulated while
the engine is running even if the vehicle is not driven. The
display range is 00:00 to 99:59. When measuring the
driving time, press the TRIP switch for 1 sec. or more to
reset the value.
5 Average The average fuel economy from resetting the value (--.-)
fuel until now is displayed. The value displayed is
economy accumulated while the engine is running even if the
vehicle is not driven. The display range is 0.0 to 99.9
km/h. When measuring the average fuel economy, press
the TRIP switch for 1 sec. or more to reset the value. "--.-"
is displayed on the screen when resetting. The value is
reset automatically whenever the vehicle is fuelled.
05-16

Change
Mode LCD Display Description
Order
6 Instant fuel The fuel range is calculated based on the distance
consumption driven and fuel consumed every 2 seconds. If the
vehicle speed is below 10 km/h or the engine rpm is
200 rpm or less, the instant fuel economy is not
displayed. The display range is 0.0 to 99.9 km/.

7 Brightness The brightness of the illumination can be adjusted in 6

adjustment steps by pressing the TRIP switch briefly (less than 1
sec.). The display is changed from ILL1 to ILL6 every
time the switch is pressed. If you select one level
within the range and press and hold the TRIP switch,
the brightness level is memorized. If there is no TRIP
switch input for 5 seconds or more, the mode is
switched to TRIP A mode automatically. When the
battery is reinstalled, the brightness level is reset to
level 4.
 8210-01 05-17

▶ Shifting Mode

TRIP/reset switch
05-18

▶ Brightness of LCD display when turning ON/OFF tail lamp

Tail lamp OFF Tail lamp ON

Sequen
Level Display brightness Brightness Display brightness Brightness
ce
ratio ratio

1 ILL1 25% 5%

2 ILL2 40% 9%
(LCD: 12%)

3 ILL3 55% 13%

(LCD: 19%)

4 ILL4 70% 17%

(LCD: 26%)

5 ILL5 85% 21%

(LCD: 33%)

6 ILL6 100% 25%

(LCD: 40%)

▶ Illumination conditions of LCD display when turning ON/OFF tail lamp

The illumination for the LCD display comes on when turning on the tail lamp and is adjustable only when
the ignition is ON. When turning on the tail lamp switch with the ignition OFF, the tail lamp comes on but
the LCD display is not illuminated. Refer to the illustration below.

IGN ON Tail lamp comes on with IGN OFF

(Comes on regardless of whether the tail lamp (Tail lamp comes on but the illumination for
switch is turned ON or OFF) LCD display is not turned on)
05-20

3. WARNING LIGHTS AND INDICATORS

Seat belt warning lamp Brake warning light Door ajar warning
light
The seat belt warning light comes on and This warning light comes on
the seat belt warning chime sounds for 6 and warning buzzer sounds This light comes on
seconds when the ignition switch is when the parking brake is when a door or
turned to "ON" position unless the applied and/or the brake fluid tailgate is either
driver's seat belt is securely fastened. level is lower than specified opened or not closed
This reminding operation stops when the level. completely.
driver fastens the seat belt.

ESP OFF Indicator HDC Indicator

This lamp comes on when pressing the This indicator comes on or blinks
"ESP OFF" switch or the ESP system according to HDC operations.
is defective. When the ESP system is
activated, this lamp blinks and a chime
sounds.

Immobilizer Indicator
This indicator comes on when the
ignition key is communicating with the
engine control unit for approx. 0.5
seconds.

Glow Indicator
When the ignition key is turned ON, this
indicator lamp comes on and the
combustion chamber is warmed up. In
the vehicle equipped with direct
injection type engine, this indicator may
come on very shortly or may not come
on.

Fog Lamp / Headlamp Engine Oil Pressure Warning Engine Coolant Overheat
High Beam Indicator Light Warning Light
This lamp comes on when This lamp comes on if there is any When the coolant temperature is
the fog lamp or high beam fault in the engine oil system and abnormally hot (over 120℃), this
headlamp operates to goes off when a certain amount of warning light blinks and a warning
indicate the operating time has elapsed after turning ON buzzer sounds at 1 Hz. (check
status. the ignition switch. cooling system)
 8210-01 05-21

ABS Warning Light Low Fuel Level 4WD Indicator

Warnig Light
This warning light comes on - 4WD HIGH Indicator
when the ignition switch is turned This warning light - The lamp blinks momentarily during
to "ON" position and should go comes on when the
the change of driving mode.
out if the system is normal. fuel will soon be
The vehicle with ABS performs exhausted. The time - 4WD LOW Indicator
self-diagnosis. During this it takes turn on, The lamp blinks momentarily during
diagnosis, brake pedal vibration however, varies the change of driving mode.
and noise may be apparent according to the 4WD CHECK Warning Light
when the driving motors gradient of the This indicates that there is something
discharges the hydraulic vehicle. wrong in the transfer case system.
pressure from the internal
(check the system)
hydraulic device.

Water Separator Warning Light

This lamp comes on to warn the driver of
water in the fuel tank which causes the loss
of engine power. When a certain amount of
water is accumulated, the lamp comes on
and a chime sounds.

Charge Warning Light

This warning light comes on when the
ignition switch is turned on and go off when
the engine is started.
If this light doesn't go off after engine starting,
it means there is a malfunction in the system.

Engine Hood Open Warning Light

When the engine hood is open, this light
comes on to inform the driver.

Winter Mode
Engine CHECK Warning Light Auto Cruise Control Indicator
Indicator
This warning light comes on when the Pressing the "W" side of the
ignition switch is turned to "ON" automatic transmission mode
position and should go out if the Operating the cruise selector switch switches the driving
system related to engine control is control switch turns on mode to winter mode and turns on
normal. the indicator lamp to the indicator lamp.
This comes on when different sensors indicate the cruise Use this mode to drive off smoothly
and devices related to engine control control system is on icy and slippery roads.
are defective. activated.
05-22

(1) Operation of HDC Indicator Controller

This table describes the coming-on and blinking mode of HDC indicator according to the HDC switch
operation (ON/OFF). The HDC indicator on the instrument panel has two modes; green (function lamp)
and red (warning lamp). The HDC switch is a push & self return type switch ? When you press it once, it
starts to operate and when you press it again, it stops the operation.
 8210-01 05-23

(2) ESP Warning Lamp

▶ ESP Warning Lamp Blinking in Control
ESP warning lamp blinks when ESP control is activated. If the activation reaches a certain limitation, a
beep sounds to warn the driver. The ESP warning lamp goes off when ESP function is deactivated.
Even when the ESP is operated for a very short period of time, the ESP warning lamp blinks minimum of
4 times every 500 milliseconds.

1. When receiving CAN data

LAMP: (200h, 1.5) ESP - INFO - BL: when receiving data, 500 ms on/off
BUZZER: (200h, 1.4) ESP - INFO - BUZZ: when receiving data, 100 ms on/off

▶ ESP System Cancellation Using the ESP OFF Switch

When the ESP switch is pressed (for over approximately 150 ms), the ESP system will be cancelled and
the vehicle will be driven regardless of the output values from the corresponding sensors. Then, the ESP
warning lamp on the instrument panel comes on.
The detailed operation procedures are as follows:
1. The ESP warning lamp comes on when the ESP OFF switch is pressed for over 150 ms.
2. The switch returns to normal position when the OFF switch is released.
3. The ESP system will be cancelled after approximately 150 ms.
Based on the above procedures, we can see that the ESP system will be cancelled after a certain period
(approx.150 ms) from releasing the switch to the original position. The ESP system does not get
canceled immediately when the ESP warning lamp is turned on by pressing the ESP OFF switch.
When you turn the ESP system off by pressing the ESP switch for over 150 ms, the TCS system is
turned off. And the basic ABS system will operate.
05-24

▶ Resuming the ESP System by Using the ESP OFF Switch

The ESP system will be resumed and the ESP warning lamp at the instrument panel goes off when the
ESP switch at the center switch panel is pushed (for over approximately 150 ms) while the ESP system
is not operating.
The detailed operation procedures are as follows.
1. The ESP warning lamp comes on when the ESP OFF switch is pushed for over 150 ms.
2. The switch returns to normal position when the OFF switch is released.
3. The ESP system will be resumed after approx. 150 ms.
 8210-01 05-25

▶ ESP OFF Switch Monitoring

When the ESP unit recognizes that the ESP OFF switch is pushed for over 10 seconds, the ESP unit
determines it as a ESP OFF switch malfunction. When the ESP OFF switch is pushed, the ESP system
is resumed after 10 seconds. However, the ESP warning lamp comes on when the ESP OFF switch is
pushed (for over 150 ms) and then goes out when the ESP system is resumed. When the ESP OFF
switch returns to normal position, the ESP unit resets the ESP OFF switch for approx. 3.5 seconds.
05-26

▶ ESP Warning Lamp Operation Depending on System Conditions

The table shows ESP warning lamp operations when the ESP system is defective or ESP (including
TCS function) is working.
 8210-01 05-27

4. SELF-DIAGNOSIS CHECK
▶ How to enter self-diagnosis mode

1. Turn the ignition ON with the TRIP switch pressed.

2. Press and hold the TRIP switch for 5 to 10 sec. with the ignition ON.
3. Press and hold the TRIP switch for less than 10 sec. and then cycle the switch between ON and
OFF 5 times within 3 sec.
4. Confirm that the self-diagnosis mode is activated through the instrument cluster.

▶ Self-diagnosis OFF

If the engine speed increases to 396 rpm or more while the engine is cranking or the ignition key is
turned OFF in self-diagnosis mode, the self-diagnosis mode is turned OFF automatically.

▶ Operating process

1. Speed gauge: changes from 0 to 220 km

2. RPM gauge: changes from 0 to 6,000 rpm
3. Fuel gauge: changes from E to F
4. Temperature gauge: changes from C to H
5. Warning/Indicator lamps: All indicator/warning lamps controlled by MICOM are turned ON.
6. Dimming: Illuminates at the highest lighting level.
7. LCD display: All elements are activated.
05-28

5. BUZZER OUTPUT SPEC

GCC Buzzer
No. GCC Priority Remark
beside ON time OFF time
RPAS buzzer O O 75ms 650ms 1 650ms delay and then
output 75ms sound
Over speed O X 500ms 200ms 2
warning
ESP buzzer O O 100ms 100ms 3
output
Temp buzzer O O 500ms 500ms 4
output
Fuel filter O O 500ms 500ms 5 WKS_KL= In & NMOT
> 400
& IGN ON -> lamp on
for 6sec
 8210-01 05-29

6. CIRCUIT DIAGRAM
1) Gauge (Speed, RPM, Fuel, Temp), Warning Lamp (Fuel, Fuel
Filter, ABS, Brake, 4WD)
05-30

2) Warning Lamp (BATT Charge, Oil, Hood, Door, ENG Check,

Air Bag, Seat Belt), Turn Signal, Fog Lamp, Hazard
 8310-01 06-3

1. SPECIFICATIONS
EU General
Description
Amount Specification Amount Specification
Exterior Headlamp High/Low 2 H4(60W/ 2 H4(60W/
lamp beam 55W) 55W)
Turn signal 2 PY21W 2 PY21W
lamp
Position lamp 2 W5W 2 W5W

Front fog light 2 H27W 2 H27W

Day time running light 2 P21W - -
Side repeater LED LED
Rear Stop (tail) 4 P21(5W) 4 P21(5W)
combina- lamp
tion lamp
Turn signal 2 PY21W 2 PY21W
lamp
Back-up 2 W16W 2 W16W
lamp
Rear fog light 2 P21W - -
License plate lamp 2 W5W 2 W5W
Interior Center room lamp 1 10W 1 10W
lamp
Glove box lamp 1 5W 1 5W
Front room lamp 2 10W 2 10W
Door courtesy lamp 2 5W 2 5W
Luggage lamp 1 10W 1 10W

The surface of lamps can get foggy when raining or washing the vehicle. This is normal and is a result
of the temperature difference between inner and outer surface of lamp cover. However, if water gets
into the lamp, have the system checked at Ssangyong Authorized Service Center.
 8510-31 07-3

1. SWITCH ARRANGEMENT

Outside Rearview Mirror Folding Switch

To fold the outside rearview mirrors, press the switch. To
unfold the mirrors, press it again.
Rear Fog Lamp Switch
The rear fog lamp comes on when the rear fog lamp is
turned on only while the front fog lamp is ON.
ESP OFF Switch
If you press the ESP OFF switch, the ESP function stops
and the indicator lamp in instrument panel comes on.
Press this switch again to resume the ESP function. At this
time, the indicator lamp goes out.

Driver's Power Window Switch

Driver can controls all door windows
(Open/Close/Lock/Unlock)
and doors (Lock/Unlock) with this switch unit.
07-4

HDC Switch
When this button is pressed once, HDC is ready for
use. The green HDC indicator comes on the
instrument panel. When the button is pressed again,
HDC is deactivated and the indicator goes off. (Refer
to ABS/ESP section.)
Heated Tailgate Glass and Outside Rearview
Mirror Glass Switch
Press this switch to turn on the tailgate and outside
rearview mirror defogger. It will operate for about 12
minutes.
Heated Windshield Glass Switch
Press this switch to turn on the heated windshield
glass. It will operate for about 12 minutes.
TRIP Switch
To choose a desired driving distance display mode,
press the switch: Changing sequence: ODO - TRIP A
- TRIP B - ODO

Additional Functions of Multifunction Switch

Auto light position

Front wiper operation range Washer fluid will be sprayed

(move the wiper lever up/down) onto the rear window glass once during
Rear wiper operation rear wiper operation.
Auto Washer Switch
When the front wiper switch is off and this switch is pressed, washer fluid will be sprayed and the
wiper will automatically operate 4 times. Then, the fluid will be sprayed again and the wiper will
automatically operate 3 times.
Front Wiper and Washer Coupled Operation
Pull the lever briefly (below 0.6 seconds): One wiping cycle Pull and hold the lever for more than
0.6 seconds: Three wiping cycles with washer spray
Washer fluid will be sprayed onto
the rear window glass and the wiper will also operate once.
 8510-31 07-5

1. Sun roof switch

2. Main room lamp switch
3. Front room lamp spot switch

4WD Control Switch

Driver's Heated Seat Switch

Passenger's Heated Seat Switch

Head Lamp Leveling Switch

Audio Remote Control Switch

POWER MUTER

MODER ▲
VOL
▲
SEEK VOL
▼
SEEK
Bluetooth
▼
Switch
 7810-01 08-3

&

1. SYSTEM LAYOUT AND FUNCTION

The wiper and washer system are controlled by STICS according to driver's wiper switch operation. And
the detection of rain drops by rain sensor is transmitted to STICS as the signal for wiper system control.
The characteristics of the wiper and washer system including basic functions of manual wiper are as
follows.

1) Wiper Function Coupled Auto Washer

When the front wiper switch is off and this switch is
pressed, washer fluid will be sprayed and the wiper
will automatically operate 3 times. Then, the fluid
will be sprayed again and the wiper will
automatically operate 3 times.

2) Integrated Auto Light Sensor in Rain Sensor Unit

The rain sensor unit is installed on a proper
location to detect the rain drops and the
illumination intensity. To control the system, the
sensed values of rain sensor and auto light
sensor are sent to pin no. 63 in STICS unit.
08-4

3) Rear Washer Fluid Supply System

There is no separate washer fluid reservoir for the rear washer system in this vehicle. The rear washer
system uses the front washer fluid reservoir. Because of this, the washer hose is supposed to be long
between front reservoir tank and rear washer nozzle. To avoid being damaged or interfered while in
assembling the vehicle, the rear washer hose is fixed on headlining with silicone.

Rear washer hose and roof wiring

harness are fixed at the headlining
section with silicone.
 7810-01 08-5

4) Fluidic Washer Nozzle

Fluidic Washer Nozzle is applied to the front washer spray system in this vehicle. The inside of nozzle is
designed to utilize the fluidic movement.

This is a shape of the inside of nozzle. It is designed to change the spraying direction continuously
according to the spraying time (fan-shape). The figure below shows the changes of spraying direction
according to the spraying time.

It is designed to be changed spraying direction using the whirlwind and backflow generated in nozzle.
08-6

2. CONFIGURATION (INCLUDING RAIN SENSOR)

Multifunction wiper and washer switch Rain sensor unit

Integrated into the auto light sensor.

Auto washer switch
Detects and sends amount of rain
Pressing the switch makes washer fluid to be
drops to STICS
sprayed for 2 sec. with four wiping, and washer fluid
to be sprayed for 1.5 sec. with three wiping, with no
delay of time

Front nozzle assembly

Front nozzle
Installed on both sides of the cowl grille
assembly (one on each side). Sprays washer
fluid in fan-shape to cover the windshield
area as much as possible.

Washer reservoir tank assembly

Washer reservoir tank

Tank that supplies washer fluid to front washer
system
 7810-01 08-7

Rear Washer Hose Mounting

Rear washer hose

Rear washer hose mounting

There is no separate washer fluid reservoir for the rear washer system
in this vehicle. The rear washer system uses the front washer fluid
reservoir. Because of this, the washer hose is supposed to be long
between front reservoir tank and rear washer nozzle. To avoid being
damaged or interfered while in assembling the vehicle, the rear washer
hose is fixed on headlining with silicone.

STICS

Installation

STICS receives the rain sensing data from the rain sensor and controls the wiper and
washer systems.
08-8

3. WIPER & WASHER RELATED FUNCTION AND

SPECIFICATION
1) Wiper and Washer Fluid Switch Operation
 7810-01 08-9

2) STICS Control Logic Related to Wiper and Washer

(1) Wiper MIST and Front Washer Coupled Wiper
1. The wiper relay is turned on 0.3 seconds after turning "ON" the washer switch for 0.1 ~ 0.59 seconds
with the ignition key "ON", and it is turned off when the parking terminal is turned off.

2. The wiper relay is turned on 0.3 seconds after turning "ON" the washer switch over 0.6 seconds with
the ignition key "ON", and it is turned on three times immediately after turning off the washer switch.
08-10

3. When the washer switch is ON for more than 0.6 seconds during the wiper operation by the INT
switch, the operation in step (2) is performed. When it is ON for a certain period of time (0.1 to 0.59
seconds), the operation in step (1) is performed.

(2) Rear Washer Motor Control

1. When the rear washer switch is turn on with the ignition switch "ON", the rear washer motor relay
output is activated from the time when the rear washer switch is turned on, and it is deactivated when
the rear washer switch is turned off.
2. It cannot be activated while the front washer switch or the auto washer and wiper (AFW: Advanced
Fast Washer) is in operation.
 7810-01 08-11

3. The auto washer switch output is overridden during the washer coupled wiper operation.
4. The auto washer switch input is overridden during the auto washer coupled wiper operation.
5. The auto washer switch input is overridden during the rain sensor coupled wiper or vehicle speed
sensitive INT wiper operation.
6. When the auto INT switch input is received during the auto washer operation, the auto washer
operation stops and the auto INT operation is activated.

Priorities in Washer Operations

1. The rear washer switch input is overridden during the front washer operation.
2. The rear washer switch input is overridden during the auto washer and wiper (AFW) operation.
The front washer switch input is overridden during the rear washer operation.
3. The auto washer switch input is overridden during the rear washer operation.
4. The front washer switch input is overridden during the auto washer and wiper (AFW) operation.
5. The auto washer switch input is overridden during the front washer operation.

6.
08-12

4. WIPER AND WASHER SYSTEM RELATED CIRCUIT

DIAGRAM
 8610-09 09-3

1. SYSTEM LAYOUT AND OVERVIEW

The rain sensing wiper unit in this vehicle doesn't control the wiper directly. The rain sensing unit detects
the amount of rain drops and sends the operating signal to STICS, and STICS drives the wiper directly.

Rain Sensor Unit Multifunction Wiper Switch:

(Auto Light Sensor Integrated Type) AUTO and Sensitivity Control

A sensor that emits infrared rays through LED AUTO: Wiper operates automatically by rain
and then detects the amount of rain drops by sensor
receiving reflected rays against sensing section FAST <-------> SLOW: Auto delay/Auto speed
(rain sensor mounting section on the control.
windshield) with photodiode. A position that controls sensitivity against rains
The auto light sensor is Integrated into the rain on the windshield and transmits wiping demand
sensor (refer to the below picture). signal accordingly.
09-4

Emitter lens
The LED which is
located at bottom emits
the infrared rays and the
lens guides the infrared
rays to target point.

Auto light sensor

(Vertical)

Auto light sensor (Horizon)

Enlarged auto light

sensor section

▶ STICS
The rain sensing unit detects the amount of rain drops and sends the operating signal to STICS, and
STICS drives the wiper directly. At this moment, STICS determines the wiper operation mode (washer,
MIST, AUTO), then sends the information to the rain sensor.

STICS Engine Compartment Fuse Box

Wiper relay (HI) Rear washer relay

Front washer relay Wiper relay (LO)

▶ Auto Light Sensor and Rain Sensor Coupled Control

1. Rain detected headlamp: If it rains heavy which requires the intermediate INT speed, the headlamps
are turned on automatically.
2. Night detected wiping: When the auto light control turns on the headlamps and the rain sensor
detects the rain, the wiper sensitivity is automatically increased by one level. (For example, the
AUTO wiper switch is at the 3rd level, but the wiper operates at the 4th level.)
 8610-09 09-5

2. RAIN SENSING OPERATION

The rain sensor is installed on the specific heat treated windshield that has minimum 13% of
transmittance rate with specified intensity of radiation. It is installed on the glass with a adhesive of
Sorepa. It communicates with STICS and makes the wipers to operate automatically under the rain
sensing mode (multifunction switch wiper: AUTO mode). The emitting section of the rain sensor unit
emits infrared rays against the windshield and then detects the amount of rain drops by receiving
reflected rays with photodiode.
The difference compared with the conventional rain sensor is that the auto light sensor is
Integrated into the rain sensor. Followings are the components and functions of the rain sensor unit

1) Rain Sensor Unit (Including Cover)

09-6

3. RAIN SENSOR RELATED CIRCUIT

The rain sensor has one connector with 4 pins and each pin has following function as shown in the
circuit diagram. However, in this vehicle, the terminal No. 1 and No. 2 are for communications between
STICS and the rain sensor; the No. 1 terminal sends the detected value from the rain sensor to STICS
then the STICS drives wiper motor.
No. 2 terminal sends the wiper and washer operation information such as
washer operation mode,
wiper relay, or
multifunction wiper switch is in AUTO wiper position
to the rain sensor to recognize whether it is actual rain or it is in rain sensing wiper operation mode.
 8610-09 09-7

4. FUNCTIONS AND SPECIFICATIONS OF RAIN SENSING

WIPER
1) Power-up Reminder Wiper
1. When turning off and on the INT auto switch, the system drives the wiper motor for one cycle through
LOW relay regardless of communication with rain sensor.
2. The wiper relay (LOW) is turned on and the wiper motor runs one cycle when changing the INT auto
switch to "ON" position from "OFF" position for the first tiime(while the ignition key is in "ON" position).
When the wiper switch is turned to "ON" position again from "OFF" position, the system drives the
wiper motor through LOW relay one cycle only when the rain sensor detects the "Rain Detected"
signal.
09-8

2) Washer Coupled Wiper in the Rain Sensing Mode

1. The washer coupled wiper is operated when receiving the washer switch input with the ignition switch
"ON" and the auto INT switch "ON" in rain sensing mode. At this moment, the communication with
the rain sensor is overridden. However, the washer switch input is overridden during continuous
operation.
2. The operation data is sent to the rain sensor even during the washer coupled wiper operation.
 8610-09 09-9

3) Rain Sensing Sensitivity Control

1. The wiper relay (LOW) is turned on and the wiper motor runs one cycle when the volume sensitivity is
increased (ex: from 0 to 1) (while the ignition key is in "ON" position, the wiper switch is in "AUTO"
position, and the wiper motor is in "Parked" position). However, the wiper motor can be operated only
when the rain sensor detects the "Rain Detected" signal.
※ If the volume sensitivity is changed more than 1 stage within 2 seconds, the wiper motor runs
only one cycle.

4) Auto Light Control

1. Only when the auto light switch is in "AUTO" position, it controls the tail lamp and headlamp by
communicating with the rain sensor (while the ignition key is in "ON" position).
09-10

5) Wiper Operation When the Wiper Parking Terminal Is Grounded

1. The wiper system continuously outputs the parking signal of current sensitivity when the parking
terminal is grounded (while the ignition key is in "ON" position and the INT switch is in "ON" position).

※ The wiper motor runs only when the rain sensor requires.

2. When the parking terminal is fixed to IGN, the wiper system outputs the operating signal of current
sensitivity for 2 seconds, then continuously outputs the parking signal of current sensitivity (while the
ignition key is in "ON" position and the INT switch is in "ON" position).
※ The wiper motor runs only when the rain sensor requires.
 8610-09 09-11

6) Defective Rain Sensor

1. The wiper relay (LOW) is turned on and the wiper motor runs one cycle when the wiper sensitivity is
changed to 2 from 3 during receiving the malfunction signal from the rain sensor (while the ignition
key is in 'ON' position and the INT switch is in "ON" position).

2. The wiper relay (LO) is turned on and the wiper motor runs one cycle when the wiper sensitivity is
changed to 3 from 4 during receiving the malfunction signal from the rain sensor (while the ignition
key is in "ON" position and the INT switch is in "ON" position).
09-12

5. OPERATION MODE OF RAIN SENSING WIPER SYSTEM

1. Rain detected headlamp: If it rains heavy which requires the highest INT speed, the headlamps are
turned on automatically.
2. Night detected wiping: When the auto light control turns on the headlamps and the rain sensor
detects the rain, the wiper sensitivity is automatically increased by one level. (i.e. the AUTO wiper
switch is at the 3rd level, but the wiper operates at the 4th level.)
 8790-03 10-3

1. COMPONENT SPECIFICATIONS
The parking aid system emits the supersonic wave signals from the sensors on the rear bumper with a
specific interval and detects the reflected signals from obstacles while the gear selector lever is in "R"
position. The alarm interval increases as the obstacle approaches. This supplementary system is to
secure the safety distance for parking.

1) Parking Aid Unit

Detecting type: Super sonic wave
Detecting distance: 25 cm ~ 120 cm (distance
between sensor and obstacle)

2) Parking Aid Sensor

1. Type: Piezo ceramic element
2. Frequency: 40 KHz ± 2 KHz
3. Detecting range (13.5 V)
- Horizontal: Min. 20° at 110 ± 5 cm Min.
100° at 50 ± 5 cm
- Vertical: Min. 20° at 110 ± 5 cm Min. 60°
at 50 ± 5 cm

- There is no upper mounting cover and

spring in the PAS sensor installed in this
vehicle.
10-4

2. CAUTIONS ON PARKING AID SYSTEM

- Note that the display does not show everything in the rear area. Always check nobody, especially
animals and children, is behind the vehicle when parking or reversing.
- If you can not properly check the vehicle behind, get out of the vehicle and then visually check it.

1. The parking aid system is just a supplemental device to help your parking operation.
2. Always keep the safety precautions.
3. Do not press or shock the sensors by hitting or high-pressure water gun while washing, or the
sensors will be damaged.
4. If the system is in normal operating condition, a short beep sounds when the gear selector lever is
moved into "R" position with the ignition key "ON".
5. If the system is in abnormal operating condition, a beep sounds for 3 seconds when the gear selector
lever is moved into "R" position with the ignition key "ON" or engine running. However, it is also
occurred when the obstacle is within 50 cm from the rear bumper.
 8790-03 10-5

▶ The parking aid system will not work or improperly work under following cases

1. Certain obstacles that sensors can not detect

- Wires, ropes, chains.
- Cotton, sponge, clothes, snow that absorb ultrasonic waves.
- Obstacles lower than the bumper (ex. drain ditch or mud puddle)

2. Not defective but improperly working

- When the sensing portion is frozen (operates normally after thawed)
- When the sensing portion is covered by rain, water drops, snow or mud (operates normally after
cleaned)
- When receiving other ultrasonic signals (metal sound or air braking noises from heavy
commercial vehicles)
- When a high-power radio is turned on

3. Narrowed sensing area

- When the sensing portion is partially covered by snow or mud (operates normally after cleaned)
Surrounding temperature of sensor is too high (approx. over 80°C) or too low (approx.
- below -30°C)

4. Not defective but may occur improper working

- When driving on the rough roads, gravel road, hill and grass
- When the bumper height is changed due to the heavy load
- When the sensing portion is frozen
- When the sensing portion is covered by rain, water drops, snow or mud
- When receiving other ultrasonic signals (metal sound or air braking noises from heavy
commercial vehicles)
- When a high-power radio is turned on
- When some accessories are attached in detecting ranges
10-6

1. SYSTEM OVERVIEW
The parking aid device is integrated in the rear bumper and it uses three Piezoelectric elements to
measure vertical and horizontal distance to obstacles.
When placing the gear selector lever to "R" position, the designated unit (PAS unit in the rear right
quarter panel) activates the parking aid sensors to measure the distance to obstacles.

▶ PAS Related Devices

Gear Selector Lever (R Position)

Location of PAS Buzzer Unit

PAS buzzer STICS

PAS piezoelectric buzzer

 8790-03 10-7

Left/Right/Center Sensor Location

Side Sensor Center Sensor

PAS Sensor Parking Aid Unit

The PAS unit is installed in the rear right

section of the rear quarter panel.
10-8

2. ALARM INTERVAL
Alarm interval and display changes according to the distance as below:
While reversing, if obstacles are within stage 1, the warning beep sounds with long intervals. If within
stage 2, the warning beep sounds with short intervals and if within stage 3, the warning beep sounds
continuously.
 8790-03 10-9

3. TROUBLESHOOTING OF SENSOR
When the power is applied (gear selector lever is in "R" position), the sensor will be diagnosed once. If
found any failure due to open circuit to sensor or communication error, warning buzzer sounds for 3
seconds and the data on failed sensor transmits to the instrument panel to light up the corresponding
LED. If normal, the warning buzzer sounds only for 65 ms.

1. Whenever the power is applied, the

diagnosis mode is initiated.
2. Sensor failure conditions (conditions for
warning beep due to failure)
- Sensor failure conditions (conditions for
warning beep
- Open in sending circuit
- Open in receiving circuit
Back sonar (RH) - Open in power circuit (+, -)
Back sonar (LH)

Back sonar (center)

▶ Warning Beeps
10-10

4. CIRCUIT DIAGRAM
 3650-01 01-3

1. SPECIFICATIONS
Item W5A330(300)
W5A580(2WD)/W5A400(4WD)
W5A580(400)
Input torque 330Nm 450Nm
Diameter( Torque converter) 270mm 270mm
Lockup function Yes Yes
Gear ratios 1st 3.951 3.595
2nd 2.423 2.186
3rd 1.486 1.405
4th 1.000 1.000
5th 0.833 0.831
Reverse: 3.167/1.926
3.147/1.93
S mode / W mode
Driving type 2WD(4WD)
Fluid specification Shell ATF 134
Fluid capacity approx. 8ℓ
Selected lever P.R.N.D Mechanical
indication
D+/D- Electrical
Parking lock system Brake switch(signal) → TGS lever
Reverse lock system CAN → TGS lever
Selected lever P.R.N.D Lever position
indication
1, 2, 3, 4, 5 CAN
Oil temperature Resistance: R, D 0.5 ~ 2.5kΩ
sensor
Resistance: P, N 20kΩ
TCU EGS 52
Shift solenoid Resistance 3.8 ± 0.2Ω
valve(25℃)
Operating distance 0.2mm
Operating current 1.5 ~ 2A
01-4

Item W5A580(2WD)/W5A400(4WD)
M/P, S/P solenoid Resistance 5.0 ± 0.2Ω
valve(23℃)
Operating distance 0.6mm
Operating current 0 ~ 1A
Lockup solenoid Resistance 2.5 ± 0.2Ω
valve(25℃)
Operating distance 0.2mm
Operating current 1.5 ~ 2.0A
Operating range 3rd to 5th gears
RPM sensor Resistance HALL type
Operating voltae 6V
Start lockout switch Switch contact ON(D position)
Switch contact OFF(P, N position)
Mode switch W(Winter)
S(Standard)
One-way clutch F1, F2
Planetary gear set Plain planetary gear: 3, 4, 3 4, 4, 4
3(number of pinion)
Disc clutch Disc: C2*, C2, C3* Single plate type*
Disc brake Disc: B1*, B2, B3 Single plate type*
 3650-01 01-5

2. TIGHTENING TORQUE
Description Tightening Torque (Nm) Remark
Oil drain plug (oil pan) 14 Hexagon, 5 mm
Oil filler pipe (upper) 8 ~ 10 -
Oil filler pipe (lower) 8 ~ 10 -
Oil cooler pipe 30 ~ 38 -
Oil pan 8 T 30
Torque converter housing/oil pump 20 -
Transmission rear mounting bracket 36 ~ 44 -
(left/right)
Transmission rear mounting bracket (center) 20 -

Torque converter mounting bolt 42 -

Converter housing/engine 75 ~ 90 -
Converter housing/transmission housing 20 T 45
Valve body 8 T 30
Valve body side cover 4 T 30
Solenoid valve 8 -
12-point collar nut 200 12-point, 30 mm
B2 housing bolt 16 T 45
Selector lever unit mounting bolt 6 -
01-6

1. OVERVIEW

1. DC A/T Assembly Number 1. DC A/T Assembly Number

(With T/Converter) (With T/Converter)
2. A/T Serial Number 2. Base model AT type
3. DC A/T Variant Number 3. A/T Serial Number

▶DC 5-Speed Automatic Transmission

DCAG 5-speed automatic transmission is an electronically controlled 5-speed transmission with a lockup
clutch in the torque converter. The ratios for the gears are realized by three planetary gear sets. The 5th
gear is designed with a step-up ratio of 0.83 as an overdrive. The selector lever is controlled by
electronically and mechanically. The gears are shifted by the corresponding combination of three
hydraulically actuated multiple-disc brakes, three hydraulically actuated multiple-disc clutches and two
mechanical one-way clutches. This electronically controlled automatic transmission adjusts the operating
pressure to provide proper shifting in relation to engine power. This function improves shifting quality
significantly. And, the driver can select "S" (Standard) mode or "W" (Winter) mode according to the
driving conditions. This automatic transmission provides two gears even during reverse driving. The
internal sensors and controls are connected to TCU by cylindrical 13-pin connector.

DCAG 5-speed automatic transmission offers The old version of torque converter is not
the following advantages: compatible with new torque converter for MB
1. Improved shifting quality 5-speed transmission.
2. More gears
3. Extended working life and reliability Torque converter P/N
4. Reduced fuel consumption with Damper A 211 250 19 02
without Damper A 210 250 07 02
 3650-01 01-7

▶Characteristics
01-8

2. POWER FLOW
1) Power Flow
▶Sectional View

B1 C1 C2 B3 C3 B2

▶Shifting elements

1) Selector program switch: "S" mode

2) Selector program switch: "W" mode
3) Overrun
 3650-01 01-9

▶1st Gear (3.932)

16.Torque converter lockup clutch E. 3rd gear ratio M. Center planetary gear set
A. Engine speed F. Mounting elements P. Impeller
B. Transmission, input shaft H. Rear planetary gear set T. Turbine wheel
C. 1st gear ratio L. Stator V. Front planetary gear set
D. 2nd gear ratio

- Input shaft: Clockwise rotation

- Front sun gear: Locked by F1 and B1, Planetary gear carrier: Rotation with reduced speed
- Rear ring gear: Counterclockwise rotation
- Rear sun gear: Locked by F2 and B2, Planetary gear carrier: Clockwise rotation with reduced speed
Center ring gear: Clockwise rotation
- Center sun gear: Locked by B2, Rotation with reduced speed
- Output shaft: Clockwise rotation
-
3) Overrun

Gear C1 C2 C3 B1 B2 B3 F1 F2 Lockup clutch

1 ●3) ●3) ● ● ●
01-10

▶2nd Gear (2.408)

16.Torque converter lockup clutch D. 2nd gear ratio M. Center planetary gear set
A. Engine speed E. Mounting elements P. Impeller
B. Transmission, input shaft H. Rear planetary gear set T. Turbine wheel
C. 1st gear ratio L. Stator V. Front planetary gear set

- Input shaft: Clockwise rotation

- Sun gear and planetary gear carrier: Clockwise rotation by C1 activation
- Rear ring gear: Clockwise rotation
- Rear sun gear: Locked by F2 and B2, Planetary gear carrier: Rotation with reduced speed
- Center ring gear: Clockwise rotation
- Sun gear: Locked by B2, Planetary gear carrier: Rotation with reduced speed
- Output shaft: Clockwise rotation
3) Overrun

Gear C1 C2 C3 B1 B2 B3 F1 F2
2 ● ●3) ● ●
 3650-01 01-11

▶3rd Gear (1.486)

16.Torque converter lockup clutch D. Mounting elements P. Impeller

A. Engine speed H. Rear planetary gear set T. Turbine wheel
B. Transmission, input shaft L. Stator V. Front planetary gear set
C. 1st gear ratio M. Center planetary gear set

- Input shaft: Clockwise rotation

- Front ring gear: Clockwise rotation
- Center ring gear: Clockwise rotation by clutch 2 activation (direct connection)
- Center sun gear: Locked by B2, Planetary gear carrier: Clockwise rotation with reduced speed
Output shaft: Clockwise rotation
-

Gear C1 C2 C3 B1 B2 B3 F1 F2
3 ● ● ●
01-12

▶4th Gear (1.000)

16.Torque converter lockup clutch L. Stator T. Turbine wheel

Engine speed M. Center planetary gear set V. Front planetary gear set
A. Planetary gear set Impeller
B. P.

- Input shaft: Clockwise rotation

- Front ring gear: Clockwise rotation
- Center ring gear and rear planetary gear carrier: Clockwise rotation
- Front sun gear and planetary gear carrier: Clockwise rotation (direct connection)
- Rear ring gear: Clockwise rotation
- Rear sun gear: Rotation by ring gear and planetary gear carrier (direct connection)
- Center ring gear: Clockwise rotation by C3 activation
- Planetary gear carrier: Clockwise rotation by center sun gear and ring gear (direct connection)
Output shaft: Clockwise rotation
-

Gear C1 C2 C3 B1 B2 B3 F1 F2
4 ● ● ●
 3650-01 01-13

▶5th Gear (0.830)

16.Torque converter lockup clutch D. 2nd gear ratio M. Center planetary gear set
Engine speed E. 3rd gear ratio P. Impeller
A. Transmission, input shaft F. Mounting elements T. Turbine wheel
B. 1st gear ratio H. Rear planetary gear set V Front planetary gear set
C. L. Stator

- Input shaft: Clockwise rotation

- Front sun gear: Locked, Planetary gear carrier: Rotation with reduced speed
- Rear planetary gear carrier: Clockwise rotation with reduced speed
- Center ring gear and rear planetary gear carrier: Clockwise rotation by clutch C2 activation
- Rear sun gear: Clockwise rotation because rear planetary gear carrier rotates faster than
rear ring gear (increasedspeed)
- Center sun gear: Clockwise rotation with increased speed by C3 activation
- Center planetary gear carrier: Clockwise rotation (increased speed)
- Output shaft: Clockwise rotation (increased speed)
3) Overrun
Gear C1 C2 C3 B1 B2 B3 F1 F2
5 ● ● ●3) ●
01-14

▶Reverse 1st Gear (3.167, "S" Mode)

16.Torque converter lockup clutch E. Mounting elements M. Center planetary gear set
A. Engine speed F. Mounting elements P. Impeller
B. Transmission, input shaft H. Rear planetary gear set T. Turbine wheel
C. 1st gear ratio L. Stator V. Front planetary gear set
D. 2nd gear ratio

- Input shaft: Clockwise rotation

- Front ring gear: Clockwise rotation
- Front sun gear: Locked by one-way clutch F1
- Front planetary gear carrier: Clockwise rotation (reduced speed)
- Rear planetary gear ring gear: Clockwise rotation
- Rear planetary gear carrier: Locked by B3
- Rear sun gear and center sun gear: Counterclockwise rotation (increased speed)
- Center ring gear: Locked by B3
- Center planetary gear carrier: Counterclockwise rotation (reduced speed)
- Output shaft: Counterclockwise rotation
3) Overrun
Gear C1 C2 C3 B1 B2 B3 F1 F2
R (S) ● ●3) ● ●
 3650-01 01-15

▶Reverse 2nd Gear (1.926, "W" Mode)

16.Torque converter lockup clutch D. 2nd gear ratio M. Center planetary gear set
A. Engine speed E. Mounting elements P. Impeller
B. Transmission, input shaft H. Rear planetary gear set T. Turbine wheel
C. 1st gear ratio L. Stator V. Front planetary gear set

- Input shaft: Clockwise rotation

- Front ring gear: Clockwise rotation
- Front planetary gear carrier: Clockwise rotation by clutch C1 activation (direct connection)
- Rear ring gear: Clockwise rotation
- Rear planetary gear carrier and center ring gear: Locked by brake B3
- Rear sun gear and center sun gear: Counterclockwise rotation (increased speed)
- Center planetary gear carrier: Counterclockwise rotation (reduced speed)
- Output shaft: Counterclockwise rotation

Gear C1 C2 C3 B1 B2 B3 F1 F2
R (W) ● ● ●
01-16

3. CIRCUIT DIAGRAM
▶ Start motor, TGS lever, CAN line
 3650-01 01-17

▶Solenoid, Oil temperature sensor, Speed sensor (N2, N3)

 3680-01 02-3

1. GENERAL INFORMATION
DSI M78 Automatic Transmission is based on the transmission in the vehicle with D20DT engine for
EURO III or EURO IV.
Differences: changed some components (torque converter and torque converter housing, some pinion
gears, sun gear), increased torsional damping force.

▶ Automatic transaxle (DSI M78)

- Six forward speeds

- One reverse gear
- A toruqe converter with an integral converter
lock-up clutch
- Electronic shift and pressure controls
- A single planetary gear-set
- A double planetary gear-set
- Two hydraulically controlled brake bands
- Three multi-plate clutches
- All hydraulic functions are directed by electronic
solenoids to control

▶ TCU
TCU is located under the driver's seat and controls the operations of transmission.
TCU receives the ignition voltage and has three connectors (16-pin).
TCU receives input signals from certain transmission-related sensors, gear select lever and inhibitor
switch. TCU also uses these signals when determining transmission operating strategy. TCU uses
PCAN to communicate with other units. And, TCU communicates with engine ECU, ESP unit, TCCU
and instrument cluster through CAN lines to control the gear shifting and to recognize the current gear
position.

TCU
02-4

▶ Tip switch on steering wheel ▶ Gear position display on instrument

cluster
Driving gear can be adjusted by operating the
tip switch after moving the gear select lever in This indicator shows the current position of the
“M” position. gear.
In normal mode: P, R, N, D
Gear indication in “M” mode: 1, 2, 3, 4, 5, 6

Shift down Shift up

Positions of gear
select lever
P : Parking
R : Reverse
N : Neutral
D : Drive
▶ Gear select lever

Tip Switch in “M” Position (Manual Gear Shift)

The shiftable gear can be adjusted by moving this switch to forward and rearward when the gear
select lever is in “M” position.
Shift Lock Release Button Hole
Mode Switch
when Locked in the "P" Position
W : Winter mode
If you cannot move the gear select
S : Standard mode (Use the
lever from the "P" position, try to
standard mode in normal
move the lever while pushing down
driving conditions.)
here with a sharp object such as a
Selection of Manual/ ballpoint pen. For your safety, turn
Automatic Shift Function off the engine and depress the
D: Automatic shift according to brake pedal before the attempt.
the driving condition
M : Manual shift
 3680-01 02-5

2. FEATURES AND SPECIFICATIONS

1) Specifications
Description DSI M78 (6-speed) Remarks
Gear ratio 1st 3.53:1
2nd 2.14:1
3rd 1.48:1
4th 1.16:1
5th 0.87:1
6th 0.68:1
Reverse 3.09:1
Transmission Fluid Fuchs ATF 3292
fluid
Capacity Approx. 9.5 L
Change interval Check the fluid at every Under the severe driving
10,000 km or 1 year, and conditions, change the fluid at
change it if necessary. every 60,000 km.
Resistance of oil -20 430.7 ~ 533.9 kΩ
temperature
0 146.8 ~ 175.7 kΩ
sensor
20 56.74 ~ 65.86 kΩ
100 3.201 ~ 3.399 kΩ
Gear position 1 -
sensor
2 -
3 -
D 2.686 kΩ ± 8%
N 5.036 kΩ ± 8%
R 8.953 kΩ ± 8%
P 16.786 kΩ ± 8%

* Severe driving conditions?

- Towing a trailer or off-road driving (Inspect the - Driving in a hilly or mountainous terrain,
leak of fl uid at any time, occasionlly) sandy, or dusty area
- Taxi, patrol service or delivery service (extended - Driving frequently at high speed over 170
idling and excessive driving with low speed) km/hour
Frequent stop-and-go traffi c, extended idling, - Driving frequently in area where heavy traffi c
- short driving distance under the ambient temperature above 32°C
02-6

2) Appearance
▶ 4WD Automatic Transmission

Torque converter Oil cooler return

Oil cooler outlet

Inhibiter switch Connector plug Adapter housing

Transfer case
 3680-01 02-7

▶ 2WD Automatic Transmission

Torque converter Oil cooler return

Oil cooler outlet

Inhibiter switch Connector plug Flange for

propeller shaft

Flange for propeller

shaft
02-8

3) Sectional Diagram
4WD

Fluid pump Clutch pack

Single planetary Double planetary

gear-set gear-set

Torque converter Valve body

2WD

Fluid pump Clutch pack

Single planetary
Double planetary
gear-set
gear-set

Torque converter Valve body

 3680-01 02-9

3. TIGHTENING TORQUE
Description Size x Numbers Tightening torque
Transfer case housing M12 x 32 54 ~ 68
Etension housing M12 x 32 54 ~ 68
Oil pan M6 x 16 4~6
Valve body to transmission housing M6 x 26 8 ~ 13
Valve body to transmission housing M6 x 45 8 ~ 13
Center support to transmission housing M10 x 34 20 ~ 27
Output shaft locking nut M24 x 15 100 ~ 110
Pump cover to oil pump M8 x 55 24 ~ 27
Pump cover to transmission housing M8 x 40 24 ~ 34
Pump cover to transmission housing M8 x 58 24 ~ 34
Upper valve body to lower valve body M6 x 30 15 ~ 17
Detent spring M8 x 16 20 ~ 25
Variable bleed solenoid and speed sensor M4 x 12 2.8 ~ 3.2
Transmission oil level plug 30 ~ 35
Front cooling lines to transmission cooler 25 ~ 35
Rear cooling lines to transmission cooler 25 ~ 35
Drive plate to torque converter 40 ~ 42
Gear select lever to shaft rod 14 ~ 20
02-10

4. SHIFT PATTERN DIAGRAM

 3680-01 02-11

1. OVERVIEW
The six speed automatic (M78) transmission is
available in two variants: four wheel drive and
two wheel drive.
The transmission has the following features:

- Six Forward Speeds

- One reverse gear
- A torque converter with an integral converter lock-up clutch
- Electronic shift and pressure controls
- A single planetary gear-set
- A double planetary gear-set
- Two hydraulically controlled brake bands
- Three multi-plate clutches
- All hydraulic functions are directed by electronic solenoids to control:
· Engagement feel
· Shift feel
· Shift scheduling
· Modulated torque converter clutch applications

The transmission contains fully synthetic automatic transmission fluid (ATF) and is filled for life; therefore
it does not require periodic servicing.
Engine power reaches the transmission via a torque converter with integral converter lock-up clutch.
The six forward gears and one reverse gear are obtained from a single planetary set, followed by a
double planetary set. This type of gear-set arrangement is commonly known as Lepelletier type gear-set.
The automatic transmission is electronically controlled. The control system is comprised of the following
elements:

- External transmission control unit (TCU)

- Internal embedded memory module (EMM)
- Input and output speed sensors
- Valve body unit comprised of four on/off solenoid valves and six variable bleed solenoids
- Torque converter
02-12

2. FEATURES
1) Features
▶ Early Downshifts with Hard Braking and Skip Shifts
When heavy braking is detected, the transmission downshifts early and skips gears to provide increased
engine braking to provide gear selection for tip-in.

▶ Gear Hold on Uphill/Downhill

If the accelerator pedal is released when travelling uphill, upshifts are prevented to reduce busyness on
grades. If the accelerator pedal is released when travelling downhill, upshifts are prevented to enhance
engine braking.

▶ Soft Engagement when Shifting to “D” and “R” Position

A soft engagement feature avoids harsh take up of drive when selecting Drive or Reverse. This is
achieved by limiting engine speed and engine torque which results in a rapid, but progressive
engagement of either Drive or Reverse when moving from the Park or Neutral positions. There is no
drive engagement prevention strategy implemented on the transmission system as there is sufficient
engine strategy to protect the system. However, reverse gear engagement is prevented until engine
speed is less than 1400 rpm and the accelerator pedal position is less than 12% and vehicle speed is
less than 10 km/h.

▶ Converter Clutch Lock-Up In All Gears

The transmission features converter clutch lock-up in all gears. This feature provides improved fuel
economy and vehicle performance. It also improves transmission cooling efficiency when towing heavy
loads at low speeds, e.g. in city driving or hill terrain.

▶ Embeded Memory Module (EMM)

The embedded memory module (EMM) is
matched to the transmission's valve bodies
during transmission assembly to ensure refined
shift quality. The EMM is integrated into the input
speed sensor which is mounted on the valve
body in the transmission. The EMM is used to
store data such as valve body calibration data
and valve body serial number. Upon installation,
the TCU will download the data from the EMM
and utilise this data in the operation of the
transmission.
 3680-01 02-13

2) Cooling System
The transmission cooling system ensures rapid warm-up and constant operating temperature resulting
in reduced fuel consumption and refined shift quality.
It also includes a cooler by-pass within the hydraulic system to allow sufficient cooling and lubrication to
the transmission drivetrain in the event of a blockage in the transmission cooler.

3) Shift Strategy
▶ Gear Shift
Transmission gear change is controlled by the TCU. The TCU receives inputs from various engine and
vehicle sensors to select shift schedules and to control the shift feel and torque converter clutch (TCC)
operation at each gear change

▶ Coastdown
Coastdown downshifts occur at 0% accelerator pedal when the vehicle is coasting down to a stop. To
reduce the shift shock and to improve the shift feeling during downshift, TCU electronically controls the
transmission.

▶ Torque Demand
Torque demand downshifts occur (automatically) when the driver demand for torque is greater than the
engine can provide at that gear ratio. If applied, the transmission will disengage the TCC to provide
added acceleration.
02-14

3. MODE DESCRIPTIONS
1) Functions
1. Shift Lock Release Button Hole when Locked in the "P" Position (1)
If you cannot move the gear select lever from the "P" position, try to move the lever while
pushing down here with a sharp object such as a ballpoint pen. For your safety, turn off the
engine and depress the brake pedal before the attempt.

2. Selection of Manual/Automatic Shift Function (M↔D) (2)

D : Automatic shift according to the driving condition
M : Manual shift

3. Mode Switch (3)

W : Winter mode (Start off the vehicle in 2nd gear)
S : Standard mode (Use the standard mode in normal driving conditions.)

4. Gear Position (4)

P : Park
R : Reverse
N : Neutral
D : Drive

5. Tip Switch in “M” Position (Manual Gear

Shift) (5)
The shiftable gear can be adjusted by
moving this switch to forward and rearward
when the gear select lever is in “M”
position.
 3680-01 02-15

2) Mode “M” (Manual Shift Mode)

This allows the driver to define the highest possible gear by selecting "+" or "-" on the gear selector when
the lever is in the "M" position. When the lever is first moved to the manual "M" position the transmission
will select the lowest possible gear.
When maximum engine rpm is reached the transmission will upshift automatically regardless of the
driver selected limit. 4WD models with low range will not automatically upshift when low range is
selected.

Kickdown Function
If you need to accelerate rapidly, depress the accelerator pedal completely to the floor.
Then, a one- or two-lever gear will automatically be engaged. This is called the Kickdown function.

▶ 1st gear position

- Use on a rugged road, mountain path and steep hill. Engine braking effect on steep hill is
available.

▶ 2nd gear position

- Use on a long and gentle slope. 2-1 automatic kickdown shift is available. Engine braking effect is
available.

▶ 3st gear position

- Use on a long and gentle slope. 3-2 and 2-1 automatic kickdown shift is available. Engine
braking effect is available.

▶ 4th gear position

- Use on a long and gentle slope. 4-3, 4-2 and 4-1 automatic kickdown shift is available.

▶ 5th gear position

- 5-4 and 5-3 automatic kickdown shift is available.

▶ 6th gear position

- 6-5 and 6-4 automatic kickdown shift is available.
02-16

4. LIMP HOME MODE

▶ In case of transmission malfunction

1. If a serious fault occurs in the automatic transmission, the TCU enters the limp home mode to
secure safe driving and protect the automatic transmission.
2. As power is no longer supplied to the solenoid, the current basic function (P, R, N, D) is
maintained and the 4th gear can be maintained only by the operation of the hydraulic system
without electrical operation.
3. The ECU communicates with other electric modules with CAN. If a serious fault occurs, the
transmission automatically enters the limp home mode for service.
4. The TCU monitors all factors which can affect to the performance of the transmission and
diagnose the system according to OBD II regulation.

▶ In case of overheated transmission

1. The TCU enters the limp home mode when the batter voltage drops below 8 V.
2. If the transmission is overheated, the shift pattern is changed to the hot mode to cool the
transmission more efficiently.
3. While the transmission is overheated, the selector lever symbol and engine temperature warning
lamp on the instrument cluster blink until the transmission is cooled down to the normal operation
temperature. If the transmission is excessively overheated, the gear cannot be shifted but
remains in the neutral position.

▶ Towing the vehicle with A/T

The best way to transport the vehicle is to load it to a truck and transport it, especially if the vehicle is
4WD.
- If towing the vehicle with the propeller shaft connected, the transmission or oil pump of transfer case
may malfunction, resulting in internal damage due to poor lubrication.
 3680-01 02-17

5. ELECTRONIC CONTROL SYSTEM

1) Overview
The transmission control unit (TCU) and its input/output networks control the operations of transmission:

- Shift timing
- Line pressure
- Clutch pressure (shift feel)
- Torque converter clutch
In addition, the TCU receives input signals from certain transmission-related sensors and switches. The
TCU also uses these signals when determining transmission operating strategy. Using all of these input
signals, the TCU can determine when the time and conditions are right for a shift, or when to apply or
release the torque converter clutch. It will also determine the pressure needed to optimise shift feel. To
accomplish this, the TCU operates six variable bleed control solenoids and four ON/OFF solenoids to
control the operations of transmission.

2) Transmission Control Unit (TCU)

The transmission control unit (TCU) is mounted under the driver's seat and controls the operation of the
transmission.
TCU processes the analog information from the internal sensors and the digital information through CAN
communication lines. TCU monitors all the input and output signals. If there is any failure, TCU changes
the system to “Limp Home Mode” and alerts to the driver through the warning lamp on the
instrument cluster.

(1) Hard-wired (Analog) Input/Output

▶ Input/Output Data between TGS Lever and TCU
- Position and conditions of gear select lever
- Driving moded (Winter or Standard)

▶ Input/Output Data between Inhibitor and TCU

- Position of inhibitor switch

▶ Input/Output Data between Automatic Transmission and TCU

- 6 control signals for variable bleed solenoid
- 4 control signals for ON/OFF solenoid
- Transmission input speed
- Transmission output speed
- Transmission oil temperature
- EMM (Embeded Memory Module)
▶ Input/Output Data between Self Diagnostic Connector and TCU
- Various DTC codes and TCU information
02-18

(2) CAN Input/Output

TCU receives and sends the data among the units through P-CAN communication.

▶ CAN Input/Output Data between Engine ECU and TCU

 3680-01 02-19

▶ CAN Input/Output Data between ABS/ESP and TCU

▶ CAN Input/Output Data between TCCU and TCU

▶ CAN Input/Output Data between ICM and TCU

02-20

3) Transmission Control Monitoring System

TCU monitors all input and output signals to identify possible failures. If a fault is detected, TCU activates
the safety mode to keep the driver’s safety and the life span of transmission.

▶ Monitoring the Supply Voltage

If the battery voltage is too high or too low, the TCU sets the DTC.

▶ Monitoring the Supply Voltage to Solenoid

TCU monitors the circuits for open or short to ground or supply. The monitoring function evaluates the
voltage characteristics while the switch is ON.

▶ Monitoring the Gear Ratio

TCU monitors the gear is engaged properly in the allowed time.

▶ Monitoring the Torque Converter

TCU checks if the torque converter can be locked up properly. If it is failed, TCU releases the torque
converter clutch to activate the fail-safe operation.

4) Shift Energy Management

This function involves reducing or increasing the engine output torque during shifting. This reduces the
energy which is dissipated in the friction elements of the transmission during up-shift. This is done by
reducing the engine torque during the gear ratio change without interrupting the tractive drive.
This function is used for:

- Increasing the life span of transmission by shortening the slipping time

- Improving the shift comfort by reducing the step changes due to gearshift
- Transferring a higher engine power

Real-time control of engine torque is required to maintain the proper shift operations and the durability of
transmission. TCU controls the engine torque during the gearshift by synchronizing the operation of
transmission clutches.
 3680-01 02-21

▶ Pressure Modulation
To provide a higher level of shift comfort and durability, the hydraulic pressure in the shift related friction
elements of the transmission must be matched accurately to the input torque to transmission. This
hydraulic pressure is composed of a hydraulically pre-set basic pressure and a control pressure which is
set by one of the variable bleed solenoids.

The transmission input torque can be directly calculated from the following operating parameters:

- engine torque signals

- engine speed or any signal transmitted from ECU through CAN lines
- converter slip

Separate pressure characteristics for each gear change make it possible to adapt precisely to the
particular shift operation.

5) Shift Mode Selection by TCU

The driver can select Standard (S) or Winter mode (W) with the mode switch. TCU automatically
changes the shift mode according to the transmission oil temperature, uphill or downhill gradient, and
altitude to keep the good driving conditions.

▶ Standard Mode (S)

Standard Mode is selected when setting the mode switch in Standard (S) position with the gear select
lever in “D” and the transmission oil temperature in normal operating range. Proper shift timing
provides the optimized fuel economy and good driving conditions.

▶ Uphii and Downhill Mode

In this mode, the operating points of torque converter lock-up clutch and the shifting points are adjusted
according to the vehicle weight.

▶ Altitude Mode
In this mode, the shifting points are automatically adjusted according to the altitude to compensate the
engine torque changes due to barometric pressure and temperature.
02-22

▶ Winter Mode (W)

When the Winter mode is selected, the second gear is engaged to start off the vehicle easily to prevent
wheel spin on slippery surfaces and WINTER mode indicator comes ON. The first gear is not available
in this mode.

▶ Low Range Driving Mode

When the vehicle is in 4L driving mode, the transmission uses a different shift mode to optimize the low
range driving. Similar to Winter mode, the first gear is not available.

▶ Warm Up Mode
This mode is normally used when the transmission oil temperature is below 20°C.
The torque converter cannot be locked-up below 20°C to provide the warming up process of
transmission.

▶ Hot Mode
If the transmission oil temperature is between 110°C and 145°C, the system provides the cooling
and reduces the load to the transmission. This is called Hot Mode.

- Above 110°C: PWM fan ON

- Above 130°C: the engine torque is reduced and WINTER indicator is blinking
- Above 145°C: the transmission is held in Neutral (N) gear until the oil temperature falls below
120°C (Final protection)

In Hot Mode, any of shift mode is not available.

▶ Cruise Control
When the cruise control is activated, the engine ECU requests the downshift to increase the engine
brake effect.
 3680-01 02-23

6. POWER FLOW
Power flows in gears:
- Power flow - 1st gear (M)
- Power flow - 1st gear (D)
- Power flow - 2nd gear (D)
- Power flow - 2nd gear (D) ? lockup (D)
- Power flow - 3rd gear (D)
- Power flow - 4th gear (D) - 4th gear (D) in Limp home mode
- Power flow - 5th gear (D)
- Power flow - 6th gear (D)

▶ Gear Selection and Engaged Element

Gear ratio Engaged element (clutch & band)

Gear
C1 C2 C3 B1 B2 1-2OWC
M1 3.53 ON ON
1st 3.53 ON ON
2nd 2.14 ON ON
3rd 1.48 ON ON
4th 1.16 ON ON
5th 0.87 ON ON
6th 0.68 ON ON
Reverse -3.09 ON ON

ON/OFF solenoid valve Variable bleed solenoid valve - VBS

Gear
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
M1 ON 1 0 1
1st ON 1 0 0-1
2nd ON ON 1 0 1 0-1
3rd ON ON 1 0 1 0-1
4th 0 0 0-1
5th ON 0 1 1 0-1
6th ON ON 0 1 1 0-1
Reverse ON ON ON 1 1 1 0-1
02-24

▶ Hydraulic Circuit Diagram

 3680-01 02-25

1) Power Flow - Manual (M Position)

▶ Power Flow Diagram

▶ Functioning elements
- C2 applied, FSG (Forward Sun Gear)
driven Manual 1st gear is not engaged even when
- B2 applied to hold Rear Planet Carrier moving the manual valve to a certain position.
stationary This gear state is obtained electronically by
- Provides engine breake effect solenoids S1 and S7.

▶ Control
- S1 ON, C1 shift valve moved to the left end, C1 clutch not engaged
- S1 ON, B2 shift valve moved to the left end, B2 band operated (S7 should be ON)
- C2 shift valve open (S2 OFF), C2 clutch engaged by drive oil
- Drive oil (for C2 clutch engagement) is regulated by VBS S6

▶ Connecting Components

Gear Engaged element

ratio
C1 C2 C3 B1 B2 OWC Lock-up
clutch
AO AI R AO AI
3.53 ON ON ON

Gear ON / OFF solenoids Variable pressure sol. valve-VBS

ratio
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
3.53 ON 1 0 1 0-1
02-26

▶ 1st Gear (M) (3.53:1)

 3680-01 02-27

2) Power Flow - 1st Gear (D)

▶ Power Flow Diagram

▶ Functioning elements
- C2 applied, FSG (Forward Sun Gear) driven
- 1-2 OWC (One-Way Clutch) operated to hold Rear Planet Carrier stationary

▶ Control
- S1 ON, S2 OFF
- S1 ON, C1 shift valve moved to the left end, C1 clutch not engaged
- C2 shift valve open (S2 OFF), C2 clutch engaged by drive oil
- Drive oil (for C2 clutch engagement) is regulated by VBS S6

▶ Connecting Components

Gear Engaged element

ratio
C1 C2 C3 B1 B2 OWC Lock-up
clutch
AO AI R AO AI
3.53 ON ON

Gear ON / OFF solenoids Variable pressure sol. valve-VBS

ratio
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
3.53 ON 1 0 0-1
02-28

▶ 1st Gear (D) (3.53:1)

 3680-01 02-29

3) Power Flow - 2nd Gear (D)

▶ Power Flow Diagram

▶ Functioning elements
- C2 applied, FSG (Forward Sun Gear) driven
- B1 applied to hold Rear Planet Carrier stationary

▶ Control
- S1 ON, S4 ON, S2 OFF
- S1 ON, C1 shift valve moved to the left end, C1 clutch not engaged
- C2 shift valve open (S2 OFF), C2 clutch engaged by drive oil
- Drive oil (for C2 clutch engagement) is regulated by VBS S6
- S4 ON, B1 shift valve moved to the left end, B1 band operated
- Drive oil (for B1 band engagement) is regulated by VBS S6

▶ Connecting Components

Gear Engaged element

ratio
C1 C2 C3 B1 B2 OWC Lock-up
clutch
AO AI R AO AI
2.14 ON ON

Gear ON / OFF solenoids Variable pressure sol. valve-VBS

ratio
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
2.14 ON ON 1 0 1 0-1
02-30

▶ 2nd Gear (D) (2.14:1)

 3680-01 02-31

4) Power Flow - 2nd Gear (D) Lock-Up

▶ Power Flow Diagram

▶ Connecting Components

Gear Engaged element

ratio
C1 C2 C3 B1 B2 OWC Lock-up
clutch
AO AI R AO AI
2.14 ON ON

Gear ON / OFF solenoids Variable pressure sol. valve-VBS

ratio
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
2.14 ON ON ON 1 0 0 1 0-1 1
02-32

▶ 2nd Gear (D) Lock-Up

 3680-01 02-33

5) Power Flow - 3rd Gear (D)

▶ Power Flow Diagram

▶ Functioning elements
- C2 applied, FSG (Forward Sun Gear)
driven C3 clutch cannot be engaged if S7 is OFF
- C3 applied, Rear Planet Carrier driven and the oil pressure is not supplied to C3
- Rear Planet Gear Set is locked and its regulator valve.
output has the same gear ratio with Front
Gear Set.

▶ Control
- S1 ON, C1 shift valve moved to the left end, C1 clutch not engaged
- C2 shift valve open (S2 OFF), C2 clutch engaged by drive oil
- S3 and S7 ON, C3 shift valve moved to the left end, C3 clutch engaged

▶ Connecting Components

Gear Engaged element

ratio
C1 C2 C3 B1 B2 OWC Lock-up
clutch
AO AI R AO AI
1.48 ON ON

Gear ON / OFF solenoids Variable pressure sol. valve-VBS

ratio
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
1.48 ON ON 1 0 1 0-1
02-34

▶ 3rd Gear (D) (1.48:1)

 3680-01 02-35

6) Power Flow - 4th Gear (D) & 4th Gear (D) in Limp Home Mode
▶ Power Flow Diagram

▶ Functioning elements
- C2 applied, FSG (Forward Sun Gear)
driven 4th gear is used as Limp Home Mode.
- C1 applied, Rear Planet Carrier driven

▶ Control
- S1 and S2 ON
- C1 shift valve open (S1 OFF), C1 clutch engaged by drive oil
- C2 shift valve open (S2 OFF), C2 clutch engaged by drive oil
- Drive oil (for C1 and C2 engagement) is regulated by VBS S6 and S6

▶ Connecting Components

Gear Engaged element

ratio
C1 C2 C3 B1 B2 OWC Lock-up
clutch
AO AI R AO AI
1.16 ON ON

Gear ON / OFF solenoids Variable pressure sol. valve-VBS

ratio
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
1.16 0 0 0-1
02-36

▶ 4th gear (D) & 4th gear (D) in Limp home mode (1.16:1)
 3680-01 02-37

7) Power Flow - 5th Gear (D)

▶ Power Flow Diagram

▶ Functioning elements
- C1 applied, Rear Planet Carrier driven
- C3 applied, RSG (Rear Sun Gera) driven

▶ Control
- S1 OFF, S2 and S3 ON
- S2 ON, C2 shift valve moved to the left end, C2 clutch not engaged
- C1 shift valve open (S1 OFF), C1 clutch engaged by drive oil
- S3 and S7 ON, C3 shift valve moved to the left end, C3 clutch engaged

▶ Connecting Components

Gear Engaged element

ratio
C1 C2 C3 B1 B2 OWC Lock-up
clutch
AO AI R AO AI
0.87 ON ON

Gear ON / OFF solenoids Variable pressure sol. valve-VBS

ratio
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
0.87 ON ON 0 1 1 0-1
02-38

▶ 5th gear (D) (0.87:1)

 3680-01 02-39

8) Power flow - 6th gear (D)

▶ Power Flow Diagram

▶ Functioning elements
- C1 applied, Rear Planet Carrier driven
- B1 applied, RSG (Rear Sun Gera) locked

▶ Control
- S1 OFF, S2 and S4 ON
- S3 ON, C2 shift valve moved to the left end, C2 clutch not engaged
- C1 shift valve open (S1 OFF), C1 clutch engaged by drive oil
- S4 ON, B1 shift valve moved to the left end, B1 Band engaged

▶ Connecting Components

Gear Engaged element

ratio
C1 C2 C3 B1 B2 OWC Lock-up
clutch
AO AI R AO AI
0.68 ON ON

Gear ON / OFF solenoids Variable pressure sol. valve-VBS

ratio
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
0.68 ON ON 0 1 1 0-1
02-40

▶ 6th gear (D) (0.68:1)

 3680-01 02-41

9) Power flow - Reverse (R)

▶ Power Flow Diagram

▶ Functioning elements
- C3 applied, RSG (Rear Sun Gera) locked
- B2 applied, Rear Planet Carrier locked

▶ Control
- S1, S2 and S3 ON
- Line pressure applied to B2 Band directly through manual valve
- S3 ON, Pressure to C3 increased or regulated
- S1 and S2 ON, C1 not engaged in any case

▶ Connecting Components

Gear Engaged element

ratio
C1 C2 C3 B1 B2 OWC Lock-up
clutch
AO AI R AO AI
3.09 ON ON ON

Gear ON / OFF solenoids Variable pressure sol. valve-VBS

ratio
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
3.09 ON ON ON 1 1 1 0-1
02-42

▶ Reverse gear (R) (3.09:1)

 3680-01 02-43

10) Power Flow - Reverse (R) Limp Home Mode

▶ Power Flow Diagram

▶ Connecting Components

Gear Engaged element

ratio
C1 C2 C3 B1 B2 OWC Lock-up
clutch
AO AI R AO AI
3.09 ON ON ON

Gear ON / OFF solenoids Variable pressure sol. valve-VBS

ratio
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
3.09 0 0 0 0 0 0
02-44

▶ Reverse (R) Limp Home Mode

 3680-01 02-45

11) Power flow - Park (P)

▶ Power Flow Diagram

▶ Connecting Components

Gear Engaged element

ratio
C1 C2 C3 B1 B2 OWC Lock-up
clutch
AO AI R AO AI
N/A

Gear ON / OFF solenoids Variable pressure sol. valve-VBS

ratio
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
N/A ON ON ON
02-46

▶ Park
 3680-01 02-47

12) Neutral (N)

▶ Power Flow Diagram

▶ Connecting Components

Gear Engaged element

ratio
C1 C2 C3 B1 B2 OWC Lock-up
clutch
AO AI R AO AI
N/A

Gear ON / OFF solenoids Variable pressure sol. valve-VBS

ratio
S1 S2 S3 S4 S5(A) S6(A) S7(A) S8(A) S9(A) S10(A)
N/A ON ON ON 0-1
02-48

▶ Neutral
 3170-01 03-3

1. OVERVIEW AND CHARACTERISTICS OF MANUAL

TRANSMISSION
1) System Components

Inside

Front View

(1) Features
1. All gears use the helical type and high strength materials.

- The helical type gear prevents the axial gear missing and provides less noise.

2. The semi-remote control type gear shift mechanism is used to prevent incorrect shifting.
3. To improve the shifting performance, 3-piece triple cone is used for 1/2 shift.

- TSM54/52 transmission uses the inertia lock type key to make smooth gear engagement and to
provide silent gear engagement.

4. The synchronizing devices are installed in 1/2, 3/4, 5/R gears. To prevent the double engagement,
the independent interlock devices are installed.
5. The clutch release system is available to use CSC (Concentric Slave Cylinder) or Fork type according
to the vehicle model.
03-4

2. SPECIFICATIONS AND TIGHTENING TORQUE OF

MANUAL TRANSMISSION
1) Specifications
 3170-01 03-5

2) Tightening Torque
03-6

1. MANUAL TRANSMISSION SYSTEM

1) Neutral Switch

0.5 mm

N (Neutral) Switch 0.5 mm

Outside N Switch Inside N Switch

 3170-01 03-7

2) Function of N Switch
(1) Aids a smooth start of the vehicle by raising the RPM during the gear
shifting when the engine is cold.
When the vehicle is trying to start from the stopped state (vehicle speed below 3 km/h), the N switch
determines the shifting timing by using the clutch switch and the N switch. It raises the engine RPM (100
~ 200 rpm). Operation conditions are as follows.
- The vehicle speed is at the stopped state (Vehicle speed below 3km/h detection).
- While depressing the clutch (Clutch switch detection).
- The gear lever is at a position other than neutral (N switch detection).
- Start the vehicle while depressing the clutch pedal (Clutch switch detection).
- The RPM increases in accordance with the temperature of the engine coolant
(Engine coolant temperature sensor detection).
· appx. 100 rpm increase
· appx. 100 ~ 170 rpm increase
· appx. 80°C (normal temperature of the engine coolant): around 200 rpm
- When the gear has been smoothly shifted and the vehicle speed exceeds 3km/h, it returns to the
previous operation interval of the engine RPM.
In case of Actyon, the N switch signal is transmitted to the instrument panel, and then the instrument
panel transmits it to the engine ECU through the CAN communication.

Vehicle Made After 04.09.15 Actyon

03-8

(2) Detects the position of the shifting lever for the HDC operation among
ABS/ESP functions.
The HDC function operates only if the M/T shift lever is in forward or reverse position. Please refer to the
ABS/ESP section for the specific information related to the HDC.

▶ Variant Coding Related to N Switch

The N switch transmits information to the ECU through the CAN communication while New Rexton is
connected to the ECU through wires. Thus, if you set the variant coding in the engine ECU, you must do
it differently, and you must set the variant coding differently according to the vehicle category and
specification as below.

Variant Coding Options

Neutral Signal Input None / Wire / CAN

Actyon & Kyron models with

manual transmission

New Rexton model with manual

transmission Manufactured after
04.09.15
BODY IN: after 154600

Automatic transmission & Rodius

model with automatic transmission
before 2006
 3170-01 04-3

1. SPECIFICATION
Description Specification
Gear ratio 1st 4.489 : 1
2nd 2.337 : 1
3rd 1.350 : 1
4th 1.000 : 1
5th 0.784 : 1
6th 0.679 : 1
Reverse 4.253 : 1
Synchronizer 1st T: Triple-cone
ring type
2nd T: Triple-cone
3rd T: Triple-cone
4th S: Single-cone
5th D: Double-cone
6th S: Single-cone
Reverse T: Triple-cone
Shifting Type Floor change type
Gear selector Reversing:
lever position High-force type
Transmission Type HD MTF 75W/85 (SHELL) or HK MTF 75W/85(SK)
fluid
Capacity ≒2.2ℓ
Sercive interval Inspect and replenish every 60000 km or 3 years (under
severe driving conditions, change every 120,000 km)

What’s the severe conditions?

- Towing a trailer or off-road driving (Inspect the - Driving in a hilly or mountainous terrain,
leak of fluid at any time, occasionlly) sandy, or dusty area
Taxi, patrol service or delivery service (extended - Driving frequently at high speed over 170
- idling and excessive driving with low speed) km/hour
Frequent stop-and-go traffic, extended idling, - Driving frequently in area where heavy traffic
short driving distance under the ambient temperature above 30°C
-
04-4

2. SPECIAL SERVICE TOOLS

Part No. & Name Appearance Description
Part No.: SSM00203- - Install the main shaft 1st gear sleeve
005 - Install the drive pinion assembly front ball
bearing
Name: - Install the main shaft double angular ball
Main shaft 1st sleeve
bearing
installer

Part No.: SSM00203- - Install the main shaft reverse sleeve and
006 bearing
- Install the main drive pinion assembly front ball
Name: bearing
Main shaft reverse
- Install the main shaft double angular ball
sleeve installer
bearing
- Install the 3rd & 4th synchronizer hub
- Install the main shaft 5th gear
- Install the main shaft 6th gear
Part No.: SSM00203- - Install the main shaft 5th gear sleeve
002 - Install the counter shaft 6th gear sleeve
- Install the counter shaft reverse gear
Name:
- Install the main shaft ball bearing
Main shaft 5th sleeve
installer

Part No.: SSM00203- Install the extension housing oil seal

003

Name:
Oil seal installer

Part No.: SSM00203- Install the control shaft oil seal

004

Name:
Oil seal installer
 3170-01 04-5

Part No. & Name Appearance Description

Part No.: SSM00203- Install the counter shaft front roller bearing
001

Name:
Counter shaft
bearing installer

Part No.: Support the counter shaft when removing the roller
T88310011A-9 bearing with a puller

Name:
Bearing support

* Special service tool Supplier: Tool & Tech

04-6

3. TIGHTENING TORQUE

Tightening torque
Part name Numbers Adhesive
(Nm)
1. Seal bolt (rolling plunger and guide spring) 53.9~67.6 1EA Loctite
2. Guide bolt 14.7~21.5 1EA Loctite
3. Pocket ball bearing bolt 29.4~41.1 1EA Loctite
4. Reverse shift fork retainer bolt 53.9~67.6 2EA Loctite
5. Backup lamp switch 29.4~34.3 1EA Loctite
6. Oil drain plug 58.8~78.4 1EA Loctite
7. Interlock bolt 14.7~21.5 1EA -
8. Neutral switch 29.4~34.3 1EA Loctite
9. Oil filler plug 58.8~78.4 1EA Loctite
10. Extension housing bolt 42.1~53.9 12EA -
11. Concentric slave cylinder bolt 9.8~15.6 3EA -
12. Front bearing retainer bolt 19.6~24.5 8EA Loctite
 3170-01 04-7

▶ 3163161-00 Housing

2. Case - Transmission 12.Breather - Air

3. Retainer - Bearing 13.Pulg - Seal (53.9 ~ 67.6 Nm)
4. Bolt - Seal (19.6 ~ 24.5 Nm) 14.Cylinder assembly - Concentric slave
5. Seal - Oil 15.Plunger - Rolling
6. Bushing 16.Boot
7. Spacer 17.Guide - Oil
8. Gasket 18.Spring - Guide
9. Plug (58.8 ~ 78.4 Nm) 19.Bolt - Flange (42.1 ~ 53.9 Nm)
10.Gasket
11.Plug
04-8

▶ 3162-00 Main shaft

 3170-01 04-9

1. Ring - Snap 20.Ring assembly - Triple cone

2. Ring - Snap 21.Gear assembly - 1st speed
3. Bearing - Ball 22.Sleeve - 1st gear
4. Pinion assembly - Main drive 23.Bearing - Double angular ball
5. Bearing - Needle roller 24.Ring - Snap
6. Ring - Synchronizer 25.Gear - Main shaft 5th
7. Ring - Snap 26.Spacer
8. Sleeeve - Synchronizer 27.Gear - Main shaft 6th
9. Key assembly - Synchronizer 28.Sleeve - Reverse gear
10.Hub - Synchronizer 29.Bearing - Needle roller
11.Ring assembly - Triple cone 30.Gear assembly - Reverse speed
12.Gear assembly - 3rd speed 31.Ring assembly - Triple cone
13.Bearing - Needle roller 32.Hub - Synchronizer
14.Shaft - Main 33.Sleeeve - Synchronizer
15.Gear assembly - 2nd speed 34.Stopper - Synchronizer key
16.Bearing - Needle roller 35.Bearing - Ball
17.Ring assembly - Triple cone 36.Flange assembly - Companion
18.Hub - Synchronizer 37.O-ring
19.Sleeeve - Synchronizer 38.Nut - Locking (4WD: 245.1 ~ 264.7 Nm,
2WD: 117.6 ~ 137.2 Nm)
04-10

▶ 33163-00 Counter shaft

1. Ring - Snap 11.Hub - Synchronizer

2. Bearing - Roller 12.Sleeeve - Synchronizer
3. Gear - Counter shaft 13.Ring - Synchronizer
4. Gear - Counter shaft cluster 14.Sleeve - Speed gear
5. Bearing - Roller 15.Bearing - Needle roller
6. Sleeve ?- Speed gear 16.Gear assembly - 6th speed
7. Bearing - Needle roller 17.Gear - Counter shaft
8. Gear assembly - 5th speed 18.Nut - Locking (156.9 ~ 186.3 Nm)
9. Key assembly - Synchronizer 19.Bearing - Needle roller
10.Ring assembly - Triple cone
 3170-01 04-11

▶ 3164-00 Adapter assembly

1. Plate - Intermediate 7. Bolt - Seal (19.6 ~ 26.4 Nm)

2. Guide - Oil 8. Shaft - Reverse idler gear
3. Bolt (7.8 ~ 9.8 Nm) 9. Bearing - Needle roller
4. Pin - Dowel 10.Gear - Reverse idler
5. Retainer - Bearing 11.Spacer - Reverse
6. Magnet
04-12

▶ 3165-00 Rail and shift fork

1. Shaft assembly - Control 9. Lug _ Reverse shaft

2. Ring - Retainer 10.Fork - Reverse shaft
3. Bearing - Retainer ball 11.Rail - Shaft 5th & 6th
4. Pin - Spring 12.Fork - Shaft 5th & 6th
5. Rail sub assembly - Shaft 1st & 2nd 13.Pin - Spring
6. Bushing 14.Lever assembly - Shaft 5th & 6th
7. Rail sub assembly - Shaft 3rd & 4th 15.Bolt - Flange (14.7 ~ 21.5 Nm)
8. Lug - Shaft 5th & 6th
 3170-01 04-13

▶ 3166-00 Extension housing

1. Lever assembly - Semi remote 21.Bolt - Flange (42.1 ~ 53.9 Nm)

3. Lever - Shift 22.Seal - Oil
4. Boot - Rubber 23.Seal - Oil
5. Ring - Retainer 24.Pin - Dowel
6. O-ring 25.Switch - Neutral (29.4 ~ 34.3 Nm)
7. Bearing 26.Gasket
8. Shim 27.Bolt - Interlock (14.7 ~ 21.5 Nm)
9. Arm - Control 28.Pin - Detent
10.Damper assembly 29.Switch - Backup lamp (29.4 ~ 34.3 Nm)
13.Rod assembly 30.Bolt - Fork hinge (53.9 ~ 67.6 Nm)
14.Bushing assembly - TGS mounting 31.Bearing - Poppet ball (29.4 ~ 41.1 Nm)
15.Pin - TGS mounting 32.Bolt - Guide (14.7 ~ 21.5 Nm)
16.Pin - Spring 33.Bolt (2.9 ~ 4.9 Nm)
17.Pin - Spring 34.Bracket - Wiring
20.Adapter - Case
04-14

1. OVERVIEW

6-speed M/T

Front view Sectional view

1) Characteristics of Transmission
- Forward and Reverse gears are helical gear.
- The clutch is operated by concentric slave cylinder (CSC).
- To prevent the improper gear shift, semi-remote control system has been introduced.
- To prevent the gears from engaging improperly, the synchronizer mechanisms and independent
interlock systems are installed on 1/2 gears, 3/4 gears, 5/6 gears and reverse gear.
The High-Force system for reverse gear shift has been introduced.
- The synchronizer has three types: Triple (1, 2, 3, R), Double (5), Single (4, 6)
-
 3170-01 04-15

2) Sectional Diagram
Transmission housing
Intermediate plate Extension housing

Main drive gear Counter shaft Main shaft

3) Gear Ratio
Teeth
Gear Final gear ratio
Input Output
1st 13 38 4.489
2nd 23 35 2.337
3rd 33 29 1.350
4th 28 43 1.000
5th 47 24 0.784
6th 52 23 0.679
13 36 4.253
R
Idle: 25
04-16

2. POWER FLOW
1st speed

2nd speed
 3170-01 04-17

3rd speed

4th speed
04-18

5th speed

6th speed
 3170-01 04-19

Reverse gear
04-20

3. SHIFTING MECHANISM

High-Force mechanism for

reverse gear shift

Control shaft

Neutral switch

Backup lamp switch

Lug arrangement
Control finger

1st/2nd

3rd/4th

5th/6th
 3722-01 05-3

1. INTRODUCTION
The TGS lever prevents inappropriate or unexpected shifting of gears to increase safety. It also helps the
driver safely select a needed gear. The solenoid of the TGS lever has the factory-installed “P”
Lock function which allows the driver to shift gears from the ¡°P¡± position only when the brake
pedal is depressed.
Because drivers of vehicles without this system can shift gears by only operating the gear selection
lever, their safety and convenience are limited. Sometimes, the vehicles’ gears can be changed
unexpectedly or unintentionally by various factors. Therefore, two tip switches are installed to prevent
such changes from happening.
For instance, when a vehicle is running on a severely curved road, the driver must hold the steering
wheel with two hands. Shifting gears or using the engine brake while driving on the road will be
dangerous. So, one tip switch is installed on the steering wheel. The other tip switch is installed on the
knob to prevent unintended gear shifting.
This system is only activated when the TGS lever is engaged in the “M” position. When the lever
is pushed to the “D” position, the tip switches will not change gears.

1) Components
05-4

2. FUNCTIONS OF THE SELECTOR LEVER

1) Selector Lever’s Positions

(1) P: Parking

The engine can start. The parking pole stops the

driving wheels from rolling.
To move the lever from “P” to another
position, the brake pedal must be depressed
(Parking Lock System).

(2) R: Reverse
By switching between the Standard and Winter
switches, the reverse speed can be changed.
The change should be made before shifting the
selector lever to the “P” position.

(3) N: Neutral, Engine Starting or

Towing
It is possible to start the engine. This position is
also for a brief stop or towing the vehicle. When
towing the is vehicle, the towing speed should
be 50 km/h or less and the towing distance
should not exceed 50 kilometers. It is more
recommended to load this vehicle on a flat-bed < Only available in the “M” position >
towing vehicle.

(4) D: 1~6 Gears

This position is for normal driving on paved
roads or high speed driving. The gear ratio of the
6th gear is 0.68:1.

(5) M: Manual Mode

This allows the driver to define the highest possible gear by selecting "+" or "-" on the gear selector when
the lever is in the "M" position. When the lever is first moved to the manual "M" position the transmission
will select the lowest possible gear.
When maximum engine rpm is reached the transmission will upshift automatically regardless of the
driver selected limit. 4WD models with low range will not automatically
upshift when low range is selected.
 3722-01 05-5

(6) 6: 6 gears (only available in the “M” position)

The 6th gear state will display on the instrument cluster. 6-5, 6-4 automatic kick-down shifts are
available. 6th gear has engine braking available.

(7) 5: 5 gears (only available in the “M” position)

The 5th gear state will display on the instrument cluster. 5-4, 5-3 automatic kick-down shifts are
available. 5th gear has engine braking available.

(8) 4: 4 gears (only available in the “M” position)

The 4th gear state will display on the instrument cluster. 4-3, 4-2 and 4-1 automatic kick-down shifts are
available. 4th gear has engine braking available.

(9) 3: 3 gears (only available in the “M” position)

The 3rd gear state will display on the instrument cluster. 3-2 and 3-1 automatic kick-down shifts are
available. 3rd gear has engine braking available.

(10) 2: 2 gears (only available in the “M” position)

The 2nd gear state will display on the instrument cluster. 2-1 automatic kick-down shifts are available.
2nd gear has engine braking available.

(11) 1: 1 gears (only available in the “M” position)

The 1st gear state will display on the instrument cluster. Unlike the normal 1st gear, engine braking will
be available in this manual 1st state.
05-6

2) Transmission Mode
(1) Activating the Manual Mode (M Mode)
To prevent any wrong shifting down or up in the “D” position, the manual mode can be activated
only in the “M” position.
When both tip switches on the steering wheel and the knob send out shifting up or down signals in the M
mode to the controller of the selector lever, the controller only accepts the first signal and ignores the
second signal.
When the driver briefly touches or continuously pushes one of the up or down shifting tip switch in the M
mode, the signal is sent to the TCU. When the driver pushes and holds the switch, the TCU shifts down
one or two gears without any jerking. If the driver briefly touches the switch once, the TCU shifts up or
down gears one by one.

(2) When switching from D to M

When the selector lever is pushed from the D position to the M mode, the M mode sensor detects this
change and sends a signal to the TCU, and the TUC shifts down one or two gears without any jerking.
This means the newly engaged gear in the M mode is the one-level lower gear from the D position.
For example, when the selector lever is pushed from the D position to the M mode, the transmission will
automatically switch the 3rd gear to the 2nd gear. This basic working algorithm can automatically be
adjusted depending on various driving conditions, and the same gear will be used after switching to the
M mode. For example, if the vehicle is moving at high speed with the 6th gear in the D position, the
same gear will still be used in the M mode to protect the transmission.

(3) When switching from M to D

When the selector lever is pushed to the D position from the M mode, the M position sensor detects the
change and sends another signal to the TCU. Then, the TCU enables the transmission to choose from
all available gears including the highest one (the D position).
 3722-01 05-7

3. MODE SWITCH
1) Function and Usage
The mode switch is installed next to the Selector Lever as shown in the picture. It has the Standard (S)
and Winter (W) modes.
· The S mode is for driving under normal
conditions and uses the 1st gear to start off. It
also ensures more enjoyable driving by
analyzing the driver’s driving habits and
changing shifting patterns according to the
habits. (Degree holding on a hilly road:
approximately 11~13. 5% or less)
· When the W mode is selected, the Winter lamp
comes on the instrument panel. The mode
uses the 2nd gear for the vehicle’s smooth
driving off. With the Winter mode, 2WD- and
AWD-models have fast up-shifts and slow
down-shifts to increase gas mileage. When
these models use the full throttle, the Winter
mode automatically switches to the Standard
mode. However, in case of 4WD-models, the
Winter mode will stay on even with the full
throttle.

In spite of the Winter mode being selected, the transmission will use only the 1st gear to start off under
the following condition:

- When the Selector Lever is engaged to the M mode and a tip switch is used to shift down to the 1st
gear
- In case of 4WD-models (inapplicable to 2WD- or AWD-models), when the full throttle is attempted at
25 Km/h or slower speed, the Mode switch sends out a control signal from the Selector Lever unit to
the TCU through hard wires.
05-8

2) Electric Circuit
 3722-01 05-9

4. PARKING LOCK SYSTEM

1) Function Description
The parking lock system is built in the selector
lever unit as shown in the figure.
The wiring to detect the brake switch is
connected to the selector lever unit so that the
system detects the brake switch operation signal
for allowing shift from the “P” to other
positions.
This system is a safety measure to prevent the
selector lever from moving unless the brake
pedal is depressed.

1. Selector Lever
2. Shift Pattern Display
3. Selector Lever Handle
4. Parking Lock Release Flap
5. Selector Lever Control Unit (Internally Installed)
6. Mode Switch

2) Electric Circuit
05-10

3) Shift Lock Solenoid Function

 3722-01 05-11

4) Shift Lock Solenoid Function

Unless the ignition switch is turned to “ON”
and the brake pedal is pressed, the Selector
Lever Unit does not activate the P Locking
solenoid and the Selector Lever (1) stays
locked. In this situation, the lock lever (4) is
engaged to the P Lock position and the Locking
Lever Tap (3) holds the Lock Lever (2).
Therefore, the Selector Lever cannot be
shifted to other positions.
05-12

5) Shift Lock Release in P Positions

Although the brake pedal is depressed, if you cannot shift out of “P” with the ignition switch in
ON, please apply the following instruction:

1. Apply the parking brake firmly and turn the

ignition off.
2. Depress the brake pedal and push down the
shift lock release lever with a stick such as a
pen. Then, shift the lever to other positions.

Shift lever lock

release Do not push down the shift lock release lever
excessively. The internal parts could be
damaged.
 3010-01 06-3

1. CLUTCH SPECIFICATIONS

2. TIGHTENING TORQUE
06-4

1. FUNCTION AND OVERVIEW

1) SAT (Self Adjusting Technology) Clutch System
(1) Function
Internal Components of Clutch Cover SAT is new clutch system which adjusts the
clutch freeplay according to the wear of clutch
disc.

(2) Operation description

- Diaphragm spring rotates the adjusting
equipment as clutch disc is wearing and so,
pressure plate is pushed to clutch disc side at
the amount of wear.
- Disc wear (Free play) → Diaphragm
spring (1) → Adjusting equipment (2, 3)
→ Pressure plate (4)
 3010-01 06-5

2) Overview
▶ Driving Elements
The driving elements consist of two flat surfaces machined to a smooth finish.
One of these is the rear face of the engine flywheel and the other is the clutch pressure plate. The clutch
pressure plate is fitted into a clutch steel cover, which is bolted to the flywheel.

▶ Driven Elements
The driven element is the clutch disc with a splined hub which is free to slide lengthwise along the
splines of the input shaft.
The driving and driven elements are held in contact by spring pressure. This pressure is exerted by a
diaphragm spring in the clutch cover pressure plate assembly.

▶ Operating Elements
The clutch "release" system consists of the clutch pedal and clutch release cylinder.
This system directly releases the clutch by using hydraulic pressure while the conventional clutch
system releases the clutch by using release lever and release fork. This system provides higher
efficiency than conventional clutch system, and its durability is superior.
1) Clutch master cylinder (mounted on clutch pedal)
2) Concentric slave cylinder pipe (mounted inside of transmission)
06-6

3) Functions
Components of Clutch Assembly

Adapter/Pipe Assembly

Clutch Assembly Concentric Slave Cylinder

 3010-01 06-7

Cross Sectional View of Clutch Assembly

1. Transmission housing 4. Bolt

2. Clutch disc assembly 5. Washer
3. Clutch disc cover assembly 6. Bolt
 3310-00 07-3

1. SPECIFICATION
Description Specification
Structure Universal joint with yoke arm and spider

Number of spiders Front Part time T/C Two

Rear Three
Runout Max. 0.3mm
Unbalance Max. 18 g.cm / 4,500 rpm

Dimension of front A/T 552.3*Φ63.5 (Compressed)

propeller shaft (Length x
Dia.) (mm) M/T 603.8*Φ63.5 (Compressed)
Dimension of front 2WD Front 1136.0*Φ63.5
propeller shaft (Length x
Rear 743.*Φ63.5(Compressed)
Dia.) (mm)
4WD(M/T) Front 785.1*Φ63.5
Rear 743.*Φ63.5(Compressed)
4WD(A/T) Front 836.8*Φ63.5
Rear 743.*Φ63.5(Compressed)

2. TIGHTENING TORQUE
Fastener Tightening torque
Mounting bolts for front/rear axle 66.7 ~ 73.5Nm
Mounting bolts for T/M and T/C 79.4 ~ 87.2Nm
Mounting bolts for center bearing 78.4 ~93.1Nm
07-4

1. OVERVIEW
The propeller shaft transfers the power through the transmission and transfer case to the front/rear axle
differential carrier (final reduction gear).
It is manufactured by a thin rounded steel pipe to have the strong resisting force against the torsion and
bending.
Both ends of propeller shaft are connected to the spider and the center of propeller shaft is connected to
the spline to accommodate the changes of the height and length.
The rubber bushing that covers the intermediate bearing keeps the balance of rear propeller shaft and
absorbs its vibration.

Front propeller shaft

Rear propeller shaft

▶ Function of propeller shaft

- Transmits driving torque.
- Compensates the angle change (universal joint / CV joint).
- Compensates the axial length change (splines for the slip joint).
 4120-01 08-3

1. SPECIFICATIONS OF AXLE
1) Front View

2) Rear View

3) Specifications
Description Specification
Axle shaft type Semi-floating type
Axle housing type Build-up type
Differential Type Conventional
Gear type Hypoid
Final gear ratio DSL Eng + A/T,
DSLM/TEng + A/T, M/T 3.54 / 4.27
GSL Eng + A/T,
GSLM/TEng + A/T, M/T 4.89 / 4.55
Oil Capacity Capacity Front 1.4 L
Rear 2.0 L
Specification SAE 80W/90, API GL-5
08-4

4) Specifications of Front and Rear Axle

The specification below is for front and rear axles equipped in Actyon, including gear ratio and specific
specifications. For details, refer to each section.

Location Front axle Rear axle

Specification M/T A/T M/T A/T
Gear ratio 4.55R (5MT) 3.54R (5AT) 4.55R (5MT) 3.54R (5AT)
4.27R (6MT) 4.89R (6AT) 4.27R (6MT) 4.89R (6AT)
Gear Type Hypoid → ← ←
Size Φ 182.8 mm ← Φ 218.4 mm ←
Offset 28.58 mm ← 38.1 mm -
(DYMOS)
35 mm
Housing Steel ← Steel casting ←
(steel, aluminum
cover)
Oil Specification SAE 80W/90 ← SAE 80W/90 ←
API-GL5 API-GL5
Capacity 1.4L 1.4L 2.0L ←
Length 448.0 mm ← 469.0 mm ←
Width 681.9 mm ← 1717.7 mm ←
Weight 45 kg ← 90 kg ←
 4120-01 08-5

1. OVERVIEW OF AXLE
1) Front Axle

2) Rear Axle
 4116-01 09-3

1. OVERVIEW
By using the planetary gear sets, two-gears shift type part time transfer case achieves direct connection
when selecting 4WD "HIGH" and 2.48 of reduction gear ratio when selecting 4WD "LOW". The silent
chain in transfer case transfers the output power to front wheels.
The simple operation of switches on instrument panel allows to shift between "2H" and "4H" easily while
driving (for 4L: stop vehicle first). The warning lamp warns the driver when the system is defective.

The 4WD system integrated in ACTYON does not have big difference in comparison to the conventional
part time transfer case, but the changes in comparison to the conventional transfer case are as follows:

1. No additional coding is required when replacing TCCU.

2. Delete the devices (tone wheel speed sensor, wiring etc.) related to the speed sensor in the
transfer case.
This system receives the speed signals from ABS/ESP HECU or instrument panel (for non-ABS
vehicle(Note 1)) through the CAN communication.
3. The new TCCU is available to install on the vehicle with the conventional DI engine part time
TCCU.

In non-ABS vehicle, the vehicle speed sensor is installed on the rear drive axle. The
engine ECU sends the speed signal to the instrument panel, and then the instrument
panel provides the information to TCCU and other devices.

2. SPECIFICATIONS
09-4

1. STRUCTURE

Front axle

Front locking hub

system (IWE)

Power steering assembly

Front propeller shaft

MB5th / DSI6th gear

automatic transmission

Part time transfer case

TCCU

Rear propeller shaft

Rear axle
 3240-01 09-5

1) Components Location

Magnet clutch power supply

connector (for 1 pin)

Transfer case main connector

Shift motor connector

Rear propeller shaft

Transfer case assembly

T/C motor

Oil drain plug

(Tightening torque: 19 ~ 30 Nm)

Damper

Front propeller shaft

Oil filler plug
(Tightening torque: 19 ~ 30 Nm)
09-6

2. SYSTEM LAYOUT AND OPERATION

1) System Layout
 4116-01 09-7

3. LOCKING HUB SYSTEM

The transfer case and the TCCU differ from previous models only in the speed sensor related parts.
However, the operaing process of the vacuum locking hub operation system works oppositely from
previous models and its components also have changed.
The vacuum locking hub that is applied to Kyron uses the IWE (Integrated Wheel End) system, and in
this system, the vacuum is generated only within the hub actuator.
It is structured to transmit power to the front section after the actuator hub is engaged following the
release of vacuum from the drive shaft end gear and the hub end gear.

Operating Process

TCCU
Booster

To atmosphere

Electrical
Vacuum
signal
solenoid valve
for IWE
Vacuum
pump
Locking hub actuator Locking hub actuator

Vacuum generation process in front hub actuator:

09-8

1) Vacuum System Related to 4WD

In 4WD mode, the TCCU

blocks the transferring of
Vacuum operation during 2WD
vacuum pressure from
mode
vacuum pump to locking
During 2WD mode, the vacuum
hub by supplying the
pressure from vacuum pump is
power to solenoid valve.
continuously
transmitted to the locking hub
system.
This vacuum pressure pulls in
the locking hub actuator so that it
will not be engaged with the front
end hub gear.

Air filter

Hub actuator (LH)

Hub actuator (RH)

Atmosphere
(in 4WD mode)

2WD (applying vacuum

pressure to hub actuator) 4WD (releasing vacuum pressure from
The vacuum pressure pulls in hub actuator)
the locking
The vacuum pressure is released from the
hub actuator so that it will not
hub actuator. At this time, the front hub end
be engaged with the front
gear is engaged.
end hub gear.
 4116-01 09-9

4. POWER FLOW
1) Components of Power Flow
Part time transfer case

Transfer case

Engine
Rear (2WD)
Rear wheel side
Front (4WD)
Front wheel side
09-10

2) Flow Layout
 3240-01 09-11

3) 2H Mode (Rear Wheel Drive)

(1) Layout

↓
09-12

4) 4H Mode (4 Wheel Drive - High speed)

(1) Layout

↓
 0000-00 09-13

4) 4L Mode (4 Wheel Drive - Low speed)

(1) Layout
 4411-01 10-3

1. SPECIFICATIONS OF SUSPENSION
Description Specification
Suspension type Front Double wishbone
Rear 5-Link
Spring type Coil spring
Shock absorber type Cylindrical double tube (gas type)
Stabilizer type Torsion bar
Height "H" (When tightening upper arm/lower arm/shock 86.5 ± 5 mm
absorber yoke nut)

2. WHEEL ALIGNMENT
Description Specification
Toe-in 2 ± 2 mm (0.13 ± 0.13 deg)
Camber -0.14 ± 0.25˚ (LH) The difference between both ends is
should be below 0.5˚)
-0.34 ± 0.25˚ (RH)
Caster 4.4 ± 0.4˚ (LH) The difference between both ends is
should be below 0.5˚)
4.5 ± 0.4˚ (RH)
 4850-01 11-3

1. SPECIFICATION
Unit Description Specification
Front brake Type Ventilated disc
Outer diameter of disc Ø294 mm
Inner diameter of caliper cylinder Ø43.0 x 2 mm
Thickness of disc 28 mm (wear limit: 25.4 mm)
Area of brake pad Above 60 cm2
Pad wear indicator Mechanical type
Rear brake Type Solid disc
Outer diameter of disc Ø299 m
Thickness of disc 10.4 mm (wear limit: 8.5 mm)
Area of brake pad Above 28.8 cm2
Pad wear indicator Mechanical type
Brake booster Type Vacuum assist type
Size 8” + 9” (Tandem)
Master cylinder Type Tandem type(integrated level sensor)
Inner diameter of cylinder Ø26.99 mm
Brake pedal Maximum operating stroke 150 mm
Pedal ratio 4:1
Free play 3 to 10 mm
Parking brake Type Mechanically expanded rear lining
Operating type Hand operated type
Inner diameter of drum Ø190 mm
Brake oil Specification DOT 4
Capacity 0.7 to 0.8 liters

Service Interval: Change the brake oil at every 2 years

DOT?
It is the quality grade of brake fluid established by US Department of Transportation.
11-4

2. SYSTEM OVERVIEW
1) Terms and Definition
- CBS: Conventional Brake System
- ABS: Anti-Lock Brake System
- EBD: Electronic brake-Force Distribution
- ESP: Electronic Stability Program
- ABD: Automatic Braking Differential
- ASR: Acceleration Slip Regulation
- AYC: Active Yaw Control (Understeer and Oversteer Control)
- HBA: Hydraulic Brake Assistant
- ARP: Active Rollover Protection
- HSA: Hill Start Assistant
- Brake pad: Brake pad is a component of disk brakes used in automotive and other applications.
Brake pad is steel backing plates with friction material bound to the surface that faces the brake disc.
Brake disc: The brake disc is a device for slowing or stopping the rotation of a wheel while it is in
- motion.
Brake caliper: To stop the wheel, friction material in the form of brake pads (mounted on a device
- called a brake caliper) is forced hydraulically against both sides of the disc. Friction causes the disc
and attached wheel to slow or stop.
Brake master cylinder: The brake master cylinder is a control device that converts non-hydraulic
- pressure (commonly from a driver's foot) into hydraulic pressure, in order to move other device(s)
which are located at the other end of the hydraulic system, such as one or more slave cylinders. As
piston(s) move along the bore of the master cylinder, this movement is transferred through the
hydraulic fluid, to result in a movement of the slave cylinder(s). The hydraulic pressure created by
moving a piston (inside the bore of the master cylinder) toward the slave cylinder(s) compresses the
fluid evenly, but by varying the comparative surface-area of the master cylinder and/or each slave
cylinder, one will vary the amount of force and displacement applied to each slave cylinder (relative to
the amount of force and displacement that was applied to the master cylinder).

2) Functions
Function Vehicle with CBS Vehicle with ABS/EBD Vehicle with ESP
ABS Applied
EBD Applied
ABD
ASR Not applied Applied
AYC Not applied
HBA
ARP
 4850-01 11-5

3) Parts Arrangement
Part name Vehicle with Vehicle with ABS/EBD Vehicle with ESP
CBS
HECU
Front wheel speed sensor
Applied
Rear wheel speed sensor Applied

ABS warning lamp

EBD indicator
Longitudinal G sensor 2WD: N/A, 4WD: Applied Not applied
Not applied
Sensor cluster
(Yaw rate sensor,
lateral/longitudinal G sensor)
Not applied Applied
ESP indicator
ESP OFF switch and warning
lamp
Steering wheel angle sensor

4) Components
ABS ESP+ARP
2WD 4WD 2WD 4WD
Whhel speed sensor 4 4 4 4
Sensor cluster N/A N/A Applied Applied
G-sensor N/A Applied N/A N/A
2H G-sensor - Operating - -
4H G-sensor - Operating - -
4L G-sensor - Operating - -
2H sensor cluster - - Operating Operating
4H sensor cluster - - Operating Operating
4L sensor cluster - - Operating Operating
11-6

5) Indicators and Warning Lamps for ABS/ESP

Indicator/Warning Lamp
Lamp Description

EBD warning lamp ON when EBD function is failed

ABS warning lamp ON when ABS function is failed

ESP indicator Blinking when ESP function is operating

ESP OFF indicator ON when the ESP OFF switch is pressed

ESP warning lamp ON when ESP function is failed

ESP buzzer Sound when ESP function is operating

HDC indicator Red: HDC operating
Green: HDC switched ON
 4850-01 11-7

3. TROUBLESHOOTING
Problem Possible Cause Action
Noise or vehicle Incorrectly mounted back plate or caliper Repair
vibration when applied
Loosened bolt of back plate or caliper Retighten
Uneven wear of brake disc Replace
Brake pad contamination Clean or replace
Sticking brake pad on contact surface Replace
Wear or hardening of brake pad Replace
Excessive clearance between caliper and pad Repair
Uneven contact of pad Repair
Lack of lubrication in sliding parts Lubricate
Improper operation of caliper Replace
Dust cover missing Repair
Loosened suspension mounting bolt Retighten
Pulls to one side when Unbalanced tire pressure between left and right Adjust
braking
Poor contact of brake pad Repair
Oil or grease on brake pad Replace
Scratch, uneven wear, distortion of brake disc Replace
Improperly installed brake caliper Repair
Improper operation of auto adjuster Repair
Crack or distortion of brake pad Replace
Poor braking Oil leak or contamination Repair or replace
Air in brake line Bleed air
Improper operation of brake booster Repair
Poor contact of brake pad Repair
Oil or grease on brake pad Replace
Improper operation of auto adjuster Repair
Clogged brake line Repair
Improper operation of proportioning valve Repair
11-8

Problem Possible Cause Action

Increased pedal stroke Air in brake line Bleed air
Oil leak Repair
Worn brake pad Replace
Excessive clearance between push rod and master Adjust
cylinder
Worn or damaged piston seal Replace
Brake dragging Parking brake is not fully released Release
Incorrect adjustment of parking brake Adjust
Incorrectly adjusted clearance of parking brake shoe Adjust

Faulty brake pedal return spring Replace

Incorrectly adjusted free play of brake pedal Adjust
Faulty master cylinder Replace
Lack of lubrication in sliding parts Lubricate
Faulty brake booster (vacuum leak) Repair

Poor parking Wear, hardening or poor contact of brake pad Replace

brake Oil or water on lining Repair or replace
Fixed or broken parking brake cable Replace
Excessive stroke of brake lever Adjust notch
Faulty auto clearance adjuster Repair
Increased stroke of Loosened parking brake cable Adjust or replace
parking brake lever
Incorrectly adjusted parking brake cable Adjus
Defective automatic lining clearance adjuster Repair or replace
Worn brake lining Replace
 4850-01 11-9

Problem Cause Action

Burning smell around Too frequent braking in high driving speed Reduce the use of
tire foot brake/use
Used only foot brake during downhill driving engine brake
properly

Driving with foot on brake pedal Get off the foot from
pedal
Foreign materials such as dirt or sand in brake system Replace: caliper,
wheel cylinder,
master cylinder,
return spring

Broken return spring in shoe assembly Replace

Incorrectly adjusted parking brake cable Adjust
Incorrect wheel or wheel cover Replace
(generating the heat)
11-10

▶ BRAKE OPERATION AND NOISE

This section describes the noise phenomena occurred possibly in the brake system operation.
Distinguish between the information given below and the actual problems and then, inspect the vehicle
and take appropriate measures.

- Noise symptoms and Causes

Symptom 1. If depressing the brake pedal when the engine is cold, "screeching" sound always
occurs and, after driving for a while, the sound disappears..

This usually occurs in the morning. When the temperature goes down, the dew condensation
phenomenon sets moisture on the brake disc as the window frost forms. Due to this moisture, the iron
within the brake disc and pad oxidizes, forming undetectable micro-rusts on the disc surface. When
starting the engine under this condition, noise may sound due to the friction of micro-rusts. When
operating the brake several times, the disc temperature goes up and the micro-rusts come off and the
noise goes away. Depending on the driving conditions, noise gets louder when slightly depressing the
brake pedal and oppositely, noise is smaller when deeply depressing the brake pedal. This is simply a
physical phenomenon, called "morning effect" in professional terms, and does not imply any problems
with the brake system.

Symptom 2. Slip or screech after the brake pad replacement.

This usually occurs when the bed-in is not made between the disc and the pad's friction material. The
bed-in is a state that the brake system normally works and gives no noise out, when, after about 300 km
city driving, the contact area of the pad friction material is enlarged and the disk is in complete contact
with the pad's friction material. Therefore, for some time after the brake disk/pad replacement, the brake
system poorly operates or noise (abnormal sound) occurs due to the partial contact.

Symptom 3. "Groaning" sound occurs in the automatic transmission vehicle when slightly taking the foot
off the brake pedal to slowly start after waiting for the signal, or slightly depressing the brake pedal.

This is the noise "Creep groan" that occurs when, in both the automatic and manual transmission,
slightly releasing the brake pedal in the neutral gear at downhill roads.
It frequently occurs at the low braking power and low speed, through the following process. When
operating the brake system at low speed and low pressure, adhesion and slip repeatedly take place
between the brake disk and the friction material, and this makes the braking power inconstant, instantly
increasing or decreasing, and gives out the brake noise.
It is also a physical phenomenon and has no relation with the brake performance.
 4850-01 11-11

4. AIR BLEEDING

- Never reuse the used brake fluid.

- Use only specifies brake fluid (DOT 4). Add brake fluid between MAX and MIN lines on the
reservoir (0.7 to 0.8 liters).
- Be careful not to splash the brake fluid on painted area or body.
- Make sure that any foreign material does not get into brake line.
- Always work with another staff.

1. Fill up the brake fluid up to "MAX" line on the

reservoir.

2. Fill the reservoir with brake fluid and pump the

brake pedal several times. Then keep it
depressed.

3. Loosen the bleed screw and collect the

bleeding brake fluid from the brake line with
the order in the figure.

Fill the reservoir with the brake fluid as much

as it bleeded, and continue to bleeding
operation.
11-12

Air bleed screw at rear brake 4. Air bleed screw at rear brake

Air bleed screw at front brake 5. Air bleed screw at front brake

Air bleeding completed 6. Repeat the air bleeding procedures until clear
brake fluid comes out of air bleed screw.
Air in brake
fluid

Deteriorated
fluid 7. Check for oil leaks from the brake lines.
 4850-01 11-13

5. BRAKE SYSTEM CHECK

▶ Maximum Stroke of Brake Pedal
- Check the brake pedal with below procedures:

1. Start the engine.

2. Pump the brake pedal around 3 times.
3. Depress the brake pedal with approx. 30 kg
and measure the distance (A) between the
upper surface of pedal pad and the lower
dash panel.
4. If the measured value is out of the specified
value, adjust the length.

Specified value (A) 150mm

Over the specified value

Cause Action
Worn brake pad Replace
Worn brake shoe Replace
Improper stroke of hand
Adjust
brake
Air in brake line Air bleeding
Oil leak Repair or replace
Brake booster push rod Replace or adjust

Improperly adjusted
Adjust
stopper bolt

Below the specified value

Cause Action
Brake booster push rod Replace or adjust

Air in brake fluid Replace

Improperly adjusted
stopper bolt Adjust
11-14

▶ Pedal Height
- Check the pedal height with below procedures:

Push rod
1. Start the engine and measure the length (A)
Stop lamp
between floor mat and pedal.
switch
2. If the measured value is out of the specified
value, adjust the length.

Specified value (B) 155mm

- Adjust the pedal height with below procedures:

1. Disconnect the stop lamp switch connector.

Unscrew the lock nut and remove the stop
2. lamp switch assembly.
Loosen the lock nut on the pedal push rod.
3. Turn the pedal push rod to adjust the pedal
4. height.
Tighten the lock nut.
5. Install the stop lamp switch assembly.
6. Connect the stop lamp switch connector.
7. Check if the stop lamps come on when
8. pressing the brake pedal around 5 mm.
If the stop lamp dpes not come on, adjust the
9. stop lamp switch assembly again.
If the stop lamps come on, tighten the lock nut
10.and measure the pedal height again.
 4850-01 11-15

▶ Pedal Free Play

- Check the pedal free play with below
procedures:

1. Stop the engine.

2. Depress the brake pedal several times to
discharge the vacuum pressure of the brake
booster.
3. Depress the brake pedal until you feel the
resistance, and measure the movement (A).

Specified value (A) 3 ~ 10mm

- Below the specified value: Check if the

distance between the outer case of stop lamp
switch and the brake pedal.
- Over the specified value: It may be caused by
bigger clearance between the clevis pin and
the brake pedal arm. Replace the
components if necessary.

▶ Stop Lamp Switch

- Connect the multimeter to stop lamp switch
connector and check if the continuity exists
when pushing in the plunger. If the continuity
doesn't exist, the stop lamp switch is normal.
11-16

▶ Brake Booster
1. Let the engine run for 1 to 2 minutes and
stop it. If the brake pedal stroke is shortened
as pumping the brake pedal, the system is
normal. If not, the system is defective.
Depress the brake pedal several times with
2. engine off. If the brake goes down when
starting engine with pedal depressed, the
system is normal. If not, the system is
defective.
Depress the brake pedal when the engine is
3. running. If the pedal height is not changed for
30 seconds after stopping the engine, the
system is normal. If not, the system is
defective.

If the above three checks are OK, the system is

normal. If any condition is not met, check the
valve, vacuum hose and brake booster.
 4850-01 11-17

▶ Brake Fluid

1. Color
- Ligh gold (New oil) → Brown → Black

2. Service Interval/Type
- Change: every 2 years, Type: DOT4
The water in the brake fluid has an adverse effect to the brake system. If the fluid contains
around 3% of water, the boiling point of the brake fluid goes down by 25%. It will cause the vapor
lock frequently.
Water content in fluid: around 3% after 18 months, around 7~10% after few years
The water ib fluid makes the corrosion in the brake lines, deforms and deteriorates the rubber
components, brake calipers and pistons.

▶ Brake Fluid Type

DOT4: Brake fluid for premium vehicle. Lower water absorbing rate AND higher boiling point than
DOT3

▶ Brake Fluid Level Check

The brake fluid level should be between "MAX"

and "MIN" on the reservoir. If it is below "MIN"
mark, check for oil leaks and refill the reservoir
with the specified fluid.
11-18

▶ Front Brake

1. Pad Thickness
- Measure the pad thickness and replace it if
it is below the wear limit.

New pad Wear limit

10.5 mm 2 mm

- Wera limit point

2. Disc Thickness
- Measure the disc thickness at over four
points.
- If any of measured points is below the wear
limit, replace the brake disc with new one.

New disc Wear limit

28 mm 25.4 mm

3. Disc Run-Out

- Install the dial gauge on the side of brake

disc and measure the run-out while rotating
the brake disc.
- If the measured value exceeds the limit,
replace the brake disc with new one.
Otherwise, it may cause the pedal vibration
and shimmy when braking.

Limit 0.03 mm (before installation)

0.07 mm (when installed)
 4850-01 11-19

Clean the dissembled components and visually check the followings:

4. Damage and tear on boot

5. Uneven wear and oil contamination

6. Damage, crack and wear on cylinder body (A)

and guide pin (B)

7. Wear, rust and damage on the cylinder and

piston
8. Scratch and bending on disc plate
11-20

▶ Rear Brake
Pad Thickness
1. Remove the front tire.
2. 2. Measure the pad thickness and replace it if
it is below the wear limit.

New pad Wear limit

10 mm 2mm

Disc thickness
1. Measure the disc thickness at over four
points.
2. If any of measured points is below the wear
limit, replace the brake disc with new one.

New disc Wear limit

10.4mm 8.5mm

Disc Run-Out
1. Install the dial gauge on the side of brake disc
and measure the run-out while rotating the
brake disc.
2. If the measured value exceeds the limit,
replace the brake disc with new one.
Otherwise, it may cause the pedal vibration
and shimmy when braking.

0.03 mm (before installation)

Limit
0.07 mm (when installed)
 4850-01 11-21

▶ Parking Brake

Check the brake force with below procedures:

1. Count the number of the clicks (notches)

when pulling up the parking brake with 19 kg
of force.

Specified notches 5

2. If the clicks are over or below the specified

value, adjust the clicks to the specified value
with the parking brake adjusting nut.
Check the parking brake force after
3. adjustment.

4. If the parking brake force is not enough,

check the parking brake lever and cable.
Replace the components if needed.

Never park the vehicle only with the parking

brake on the stiff hill. It may cause roll down of
the vehicle due to release of the parking
brake. Place the wheel chocks under the
wheels.
11-22

6. COMPONENTS
▶ Brake Pedal, Master Cylinder and Booster

1. Brake master cylinder assembly 17.Nut - Brake pedal

2. Brake booster assembly 18.Stop lamp switch
3. Brake master cylinder 19.Stopper
6. Nut (12.8~16.7 Nm) 20.Clevis pin
7. Booster mounting seal 21.Snap pin
8. O-ring 22.Bolt - Brake pedal assembly
11.Brake pedal assembly (17.6~21.6 Nm)
12.Brake pedal 23.Nut - Brake booster
13.Brake pedal return spring (17.6~21.6 Nm)
 4850-01 11-23

▶ Brake Pipe

1. Master cylinder primary tube assembly 13.Brake tube mounting clip

2. Master cylinder secondary tube assembly 14.Brake tube mounting holder
3. Front tube assembly 20.Brake tube 2-way connector
4. Front tube assembly 21.Screw
5. 2-way connector tube assembly 22.Rear hose 2-way connector
7. Front brake hose assembly 24.3-way connector hose tube assembly
8. Front brake hose mounting holder 25.Rear brake hose assembly
9. Flexible hose clip 26.Rear brake hose assembly
11.Caliper eye bolt (19.6~29.4 Nm) 27.Bolt (9.8~11.8 Nm)
12.Brake tube mounting clip
11-24

▶ Front/Rear Brake Assembly

1. Rear brake caliper assembly 21.Front brake caliper assembly

2. Rear brake pad 22.Front brake pad
3. Washer 23.Washer
4. Bolt (52.9~63.7 Nm) 24.Front caliper mounting bolt
5. Rear brake disc (25.5~30.4 Nm)
6. Rear disc brake dust shield 25.Caliper clip set
7. Bolt
12.Rear drum brake assembly
15.Parking brake shoe
16.Parking brake repair kit
17.Rear axle shaft grommet
 4850-01 11-25

▶ Parking Brake

1. Parking brake lever assembly

3. Equalizer
4. Nut (9.8~12.7 Nm)
5. Front brake mounting bracket
6. Bolt
10.Parking brake rear cable assembly
11.Parking brake rear cable assembly
12.Bolt (9.8~12.7 Nm)
13.Parking brake cable retaining ring
11-26

1. OVERVIEW
Even though a driver cuts off the power, while driving, the vehicle continues to move due to the law of
inertia. Therefore, a braking device is needed to stop the vehicle. The brake system normally uses the
frictional discs that converts the kinetic energy to the thermal energy by frictional operation. The brake
system consists of the brake disc (front wheel), brake disc or drum (rear wheel), parking brake
(mechanical type), master cylinder, booster, pedal and supply lines (pipes and hoses).

▶ Hydraulic Brake

This system uses the leverage effect and

Pascal's principle. When depressing the brake
pedal, the pedal pressure is increased by
booster and is delivered to master cylinder to
generate hydraulic pressure. The hydraulic
pressure generated by the master cylinder is
delivered to the brake caliper through the brake
pipes or hoses. This hydraulic pressure pushes
the brake calipers, accordingly the caliper pads
are contacted to brake disc to generate the
braking force.

▶ Brake Pedal

Brake pedal uses the leverage effect to apply

bigger force to the brake master cylinder.
 0000-00 11-27

▶ Braking distance & stopping distance

Stopping distance = free running distance + braking distance

What is stopping distance?

A certain distance (free running distance + braking distance) is needed from the moment an obstacle
appears ahead until you bring your vehicle to a complete stop. This is called as stopping distance.
What is braking distance?
Tire slip occurs until the vehicle stops completely when the the brake is applied.
This slip is what we call a braking distance.

What is free running distance?

The free running distance is the time from the driver sees the obstacles and begins to prepare for
depressing the brake pedal until the moment the brake pedal is depressed.
11-28

2. SYSTEM LAYOUT

Master Cylinder and Booster HECU

Brake Pedal

Front Brake Assembly Front Wheel Speed Sensor (4WD)

 4850-01 11-29

ABS/EBD Indicators

Parking Brake Lever

Rear Brake Assembly

Parking Brake Rear Wheel Speed Sensor (4WD)

11-30

3. PARKING BRAKE
▶ Front Disc Brake

Brake caliper

Brake pad

Air breather

Brake disc

Drive shaft

Brake hub

Lower arm ball joint

Upper arm connection

2-way piston

Brake caliper

Tie rod end connection

Knuckle

Backing plate

Lower arm connection

 4850-01 11-31

▶ Rear Disc Brake

Air breather

Brake caliper

Brake pad

Brake disc

Brake hub

Rear shock absorber

Brake hose

Brake caliper

one-way piston

Air breather

Backing plate
11-32

4. HYDRAULIC CIRCUIT
with ABS

1. Brake booster 4. Front disc brake and caliper

2. Brake fluid reservoir and master cylinder 5. Rear disc brake and caliper
3. HECU (Hydraulic & Electric Control Unit) 6. 3-way connector (ESP ONLY)
 4850-01 11-33

5. CIRCUIT DIAGRAM OF STOP LAMP

 4892-01 12-3

1. SYSTEM GENERAL
1)Front Disc Brake
Front Disc For the front brake system, the ventilated disc
type is applied regardless of the ABS/ESP
Ventilated disc type
system installation.
Piston
Piston Two cylinders are installed in each caliper.

Front Ventilated Disc and Caliper

(2 internal Cylinders)

2) Rear Disc Brake

Rear Disc For the rear brake system, it differ between
ABS/ESP system equipped vehicle and non-
ABS/ESP equipped vehicle.
Solid disc type
The drum type brake is installed on non-ABS
equipped vehicle while the solid disc (thickness:
approx.
10.4 mm) is installed on ABS/ESP equipped
vehicle.

Rear Disc and Caliper (1 Internal Cylinder)

3) Parking Brake
For the parking brake system, the hand operated
type parking brake is installed regardless of the
models.
12-4

2. SECTIONAL DRAWING
1) Front Disc Brake

2) Rear Disc Brake

 4892-01 12-5

3) Non-ABS Equipped Vehicle - With One Wheel Speed Sensor

The wheel speed sensor is installed on the rear right wheel regardless of the ABS/ESP installation.
This sensor is to signal the vehicle speed to the engine ECU, TCCU, transmission and instrument panel.
There is no separate unit to process the wheel speed sensor signal. The wheel speed sensor is
connected to the engine ECU (terminal 36), where its signal is processed, and is connected to other
related systems through CAN communication.

(1) Location of the wheel speed sensor (rear right wheel)

Location of the Sensor Connector

Connector Appearance
In vehicle without In vehicle with
ABS ABS/ESP
12-6

3. SPECIFICATIONS
Description Item NON-ABS ABS/ESP

Brake pedal

Brake master
cylinder
Brake
booster
Front brake

Rear brake

Parking
brake

Brake fluid
 4892-01 12-7

4. BRAKE OPERATION AND NOISE

This section describes the noise phenomena occured possibly in the brake system operation.
Distinguish between the information given below and the actual problems and then, inspect the vehicle
and take appropriate measures.

1) Noise Phenomena and Causes

Phenomenon 1. If depressing the brake pedal when the engine is cold, "screeching" sound always
occurs and, after driving for a while, the sound disappears.
This usually occurs in the morning. When the temperature goes down, the dew condensation
phenomenon sets moisture on the brake disc as the window frost forms.
Due to this moisture, the iron within the brake disc and pad oxidizes, forming undetectable micro-rusts
on the disc surface.
When starting the engine under this condition, noise may sound due to the friction of micro-rusts. When
operating the brake several times, the disc temperature goes up and the micro-rusts come off and the
noise goes away.
Depending on the driving conditions, noise gets louder when
slightly depressing the brake pedal and oppositely, noise is smaller when deeply depressing the brake
pedal.
This is simply a physical phenomenon, called "morning effect" in professional terms, and does not imply
any problems with the brake system.

Phenomenon 2. Slip or screech after the brake pad replacement.

This usually occurs when the bed-in is not made between the disc and the pad's friction material.
The bed-in is a state that the brake system normally works and gives no noise out, when, after about
300 km city driving, the contact area of the pad friction material is enlarged and the disk is in complete
contact with the pad's friction material.
Therefore, for some time after the brake disk/pad replacement, the brake system poorly operates or
noise (abnormal sound) occurs due to the partial contact.

Phenomenon 3. "Groaning" sound occurs in the automatic transmission vehicle when slightly
taking the foot off the brake pedal to slowly start after waiting for the signal, or slightly
depressing the brake pedal.
This is the noise "Creep groan" that occurs when, in both the automatic and manual transmission,
slightly releasing the brake pedal in the neutral gear at downhill roads.
It frequently occurs at the low braking power and low speed, through the following process. When
operating the brake system at low speed and low pressure, adhesion and slip
repeatedly take place between the brake disk and the friction material, and this makes the braking power
inconstant, instantly increasing or decreasing, and gives out the brake noise.
It is also a physical phenomenon and has no relation with the brake performance.
12-8

5. ESP SYSTEM RELATED PRECAUTIONS

1. The HDC system is intended for use only on off-roads with a slope level exceeding 10%. Thus, do
not use it on public road.
2. Too frequent use of HDC system may weaken the durability of the ESP HECU and related systems.
Driver must turn the HDC switch to OFF position when driving on public and level roads.
3. As mentioned previously, when a driver make sharp turns or drive on rough roads, the HDC may
suddenly operate for these sudden shocks influencing the G sensor values. When such occurs, the
driver may panic because the vehicle speed drops sharply and the driver will experience difficulty in
controlling the vehicle.
During the HDC operation, a loud noise and the vehicle vibration may occur from the HECU and the
4. brake system, but this is a normal condition during the HDC operation.
The warning lamp flashes and warning beep sounds when the ESP is operating
5. When the ESP operates during vehicle movement, the ESP warning lamp on the instrument
panel flashes and beep comes on every 0.1 seconds. The ESP system is only a supplementary
device for comfortable driving. When the vehicle exceeds its physical limits, it cannot be controlled.
Do not rely on the system. Keep on the safe driving.
Feeling when ESP is working When the ESP system activates, the feeling can be different
depending on vehicle driving conditions.
6. For example, you will feel differently when the ESP system is activated during the ABS is operating
with the brakes applied and when the brakes are not applied on a curve.
If the ESP system operates when the brake is applied, the brake pressure will be increased on the
corresponding wheel which already has braking pressure for the ESP controls.
Noise and vibration that driver feels when ESP system is operating
The ESP system may transfer noise and vibration to the driver due to the pressure changes caused
7. by the motor and valve operations in a very short period of time. And, keep in mind that the output
and vehicle speed could be decreased without rpm increase due to the ASR function that controls
the engine power.
ARP Operation
During the ARP operation, vehicle safety (rollover prevention) takes the first priority and thus,
8. stronger engine control is in effect. Consequently, the vehicle speed decreases rapidly, so the driver
must take caution for the vehicle may drift away from the lane.
 4892-01 12-9

1. OVERVIEW OF ESP(ELECTRONIC STABILITY

PROGRAM) SYSTEM
The ESP system consists of basic ABS functions, the vehicle position control depending on the driving
conditions and the road conditions, the HBA (Hydraulic Brake Assist System) that improves the braking
power in an emergency,
and the ARP (Active Rollover Protection) that obstructs the physical tendency to rollover during sharp
turns and prevents the vehicle rollover by quickly and firmly controlling the engine output and the brake.

The HDC (Hill Descent Control) is newly introduced function that helps drivers maintain their speed
automatically by switch operation when driving slowly on steep hills (over 10°).

ESP HECU HDC Switch / Indicator

▶ Functions applied on ESP system are as follows.

1. ABS (Anti-Lock Brake System)
2. EBD (Electronic Brake-Force Distribution)
3. ABD (Automatic Braking Differential)
4. ASR (Acceleration Slip Regulation)
5. AYC (Active Yaw Control, Understeer Oversteer control)
6. HBA (Hydraulic Brake Assist System)
7. ARP (Active Rollover Protection)
8. HDC (Hill Descent Control)
12-10

2. COMPONENTS OF ESP
ESP OFF Switch HDC Switch

ESP is deactivated by pressing the switch HDC is activated by pressing the switch
(ESP warning lamp comes on) (Green HDC indicator comes on)
ESP is activated by pressing the switch again HDC is deactivated by pressing the switch again
(ESP warning lamp goes off) (Green HDC indicator goes off)

Steering Angle Sensor Sensor cluster

(Steering Wheel) Detects

Detects the angle of the steering Detects lateral acceleration, longitudinal

wheel and sends it to HECU. acceleration and yaw rate.
 4892-01 12-11

HECU Receives the signals from wheel speed sensor,

steering wheel angle sensor, sensor cluster and
pressure sensor and perform the vehicle stability
control function.

Rear Wheel Speed Sensor (LH/RH) Wheel Speed Sensor(FOR 4WD)

12-12

3. PRINCIPLE OF ESP
1) Understeer & Oversteer Control
situations, and stabilizes the vehicle by wheel-individual braking and engine control intervention with no
need for actuating the brake.
This system is developed to help the driver avoid the danger of losing the control of the vehicle
stability due to under-steering or over-steering during cornering.
The yaw rate sensor, lateral sensor and longitudinal sensor in the sensor cluster and the steering angle
sensor under the steering column detect the spin present at any wheels during over-steering, under-
steering or cornering.
The ESP ECU controls against over-steering or under-steering during cornering by controlling the
vehicle stability using the input values from the sensors and applying the brakes independently to the
corresponding wheels.
The system also controls during cornering by detecting the moment right before the spin and
automatically limiting the engine output (coupled with the ASR system).

Under Steering

(1) Under steering

Understeering is when the steering wheel is steered to a certain angle during driving and the front
tires slip toward the reverse direction of the desired direction.
Generally, vehicles are designed to have under steering.
The vehicle can return back to inside of cornering line when the steering wheel is steered toward the
inside even when the vehicle front is slipped outward.
As the centrifugal force increases, the tires can easily lose the traction and the vehicle tends to slip
outward when the curve angle gets bigger and the speed increases.
 4892-01 12-13

Over steering

(2) Over steering

Oversteering is when the steering wheel is steered to a certain angle during driving and the rear tires
slip outward losing traction.
When compared with under steering vehicles, the controlling of the vehicle is difficult during cornering
and the vehicle can spin due to rear wheel moment when the rear tires lose traction and the vehicle
speed increases.
12-14

(3) ESP Controls During Under Steering

The ESP system recognizes the directional angle with the steering wheel angle sensor and senses the
slipping route that occurs reversely against the vehicle cornering direction during understeering with the
yaw rate sensor and the lateral sensor.
Then the ESP system applies the brake at the rear inner wheel to compensate the yaw moment value.
In this way, the vehicle does not lose its driving direction and the driver can steer the vehicle as driver
intends.

(4) ESP Controls During Oversteering

The ESP system recognizes the directional angle with the steering wheel angle sensor and senses the
slipping route that occurs towards the vehicle cornering direction during oversteering with the yaw rate
sensor and the lateral sensor. Then the ESP system applies the
brake at the front outer wheel to compensate the yaw moment value. In this way, the vehicle does not
lose its driving direction and the driver can steer the vehicle as he or she intends.

2) ESP Control
As the single-track vehicle model used for the calculations is only valid for a vehicle moving forward,
ESP intervention never takes place during backup.
The ESP system includes the ABS/EBD and ASR systems allowing the system to be able to operate
depending to the vehicle driving conditions.
For example, when the brakes are applied during cornering at the speed of 100 km/h, the ABS system
will operate at the same time the ASR or ABD systems operate to reduce the power from the slipping
wheel. And when yaw rate sensor detects the rate exceeding 4 degree/seconds, the ESP system is
activated to apply the brake force to the corresponding wheel to compensate the yaw moment with the
vehicle stability control function.
When various systems operate simultaneously under a certain situation, there may be vehicle control
problems due to internal malfunction of a system or simultaneous operations.
In order to compensate to this problem, the ESP system sets the priority among systems.
The system operates in the order of TCS (ASR or ABD), ESP and ABS.
The order may be changed depending on the vehicle driving situations and driving conditions.
 4892-01 12-15

The following figure shows the operating range according to driving conditions.

Operating
range

Turning Turning
12-16

3) Vehicle Control During Cornering

The figure below shows the vehicle controls by ESP system under various situations such as when the
brake pedal is pressed (or not pressed) during cornering and when the ABS is operating or when just the
conventional brake is operating during braking.
It also includes the vehicle conditions when the TCS that is included in the ESP system is operating.
 4892-01 12-17

4. PRINCIPLE OF BAS(BRAKE ASSIST SYSTEM)

BAS (Brake Assist System) system helps in an emergency braking situation when the driver applies the
brake fast, but not with sufficient pressure, which leads to dangerously long braking distance.
ECU recognizes the attempt at full braking and transmits the signal calling for full brake pressure from
the hydraulic booster.

An inexperienced, elderly or physically weak driver may suffer from the accident by not fully pressing the
brake pedal when hard braking is required under emergency.
The BAS System increases the braking force under urgent situations to enhance the inputted braking
force from the driver.
Based on the fact that some drivers depress the brake pedal too soft even under when hard braking is
necessary, the HECU system is a safety supplementary system that builds
high braking force during initial braking according to pressure value of the brake pressure sensor and the
pressure changes of the pressure sensor intervals.
When the system is designed to apply high braking force when brake pedal is depressed softly by an
elderly or physically weak driver, the vehicle will make abrupt stopping under normal braking situation
due to high braking pressure at each wheels.
12-18

The brake pressure value and the changed value of the pressure sensor are the conditions in which the
BAS system operates.
There are 2 pressure sensors under the master cylinder.
When the ESP ECU system determines that emergency braking is present, the pump operates, the
brake fluid in the master cylinder is sent to the pump and the braking pressure is delivered to the wheels
via the inlet valves.
If the drive depresses the brake pedal slowly, the pressure change is not high. In this case, only the
conventional brake system with booster is activated.

Operating conditions:
1. Pressure: over 20 bar
2. Pressure changes: over 1500 bar/sec
3. Vehicle speed: over 7 Km/h
 4892-01 12-19

5. PRINCIPLE ARP(ACTIVE ROLL-OVER PROTECTION)

The ARP (Active Roll-over Protection) system is a safety assistant device that minimizes, by controlling
brakes and the engine, the physical tendency of the vehicle rollover during sharp lane changes or U-
turns.
For the system, software is added to the existing ESP system and no additional device or switch is
needed.
One must note that the ARP system, just as general assistant devices including the ABS, is only a safety
assistant device using the ESP system and its function is useless when the situation overcomes the
physical power.
Following picture shows how the ARP compensates the vehicle position by varying each wheel's braking
power to overcome the physical tendency of the vehicle rollover during sharp turns.

The vehicle driving condition is controlled by the internally programmed logic according to the input
signals from wheel speed sensor, steering angle sensor and lateral sensor.
12-20

- During the ARP operation, vehicle safety (rollover prevention) takes the first priority and thus,
stronger engine control is in effect. Consequently, the vehicle speed decreases rapidly, so the
driver must take caution for the vehicle may drift away from the lane.
- The ARP function is activated when the vehicle is subject to turning over due to sharp cornering
even when the ESP function is turned off (however, the ARP function is also deactivated when the
ESP function is not operatable due to system malfunction).
 4892-01 12-21

6. PRINCIPLE OF HDC(HILL DESCENT CONTROL)

1) System Overview
The HDC system is an automatic descent control device that allows the vehicle to automatically
decelerate to about 7 km/h by 0.1G, on steep roads (slope level exceeding 10%) through a separately
installed switch operation.
When the vehicle speed reaches below 7 km/h (refer to the information below), the HDC automatically
terminates the operation.
When you see a steep downhill ahead, press the HDC switch and the green HDC indicator comes on.
When the G sensor within the sensor cluster detects a slope level exceeding 10%, the ESP's HDC
function operates.
When this occurs, the green HDC indicator flashes along with a loud operation sound.

HDC Switch

HDC Indicator Sensor Cluster

(Instrument Panel) (G Sensor)

When you press the HDC switch, the green The G Sensor within the sensor cluster detects the
HDC indicator comes on, and when the HDC steepness of driving roads. When the HDC switch is
operates, the green HDC indictor flashes at 0.5 in operation, if the G sensor detects a downhill
second of interval. steepness exceeding 10%, it transmits the HDC
HDC HDC operation signal to the ESP HECU.
Red letters Green letters
12-22

2) HDC (Hill Descent Control) System Operating Conditions

1. When HDC switch is turned ON and
2. Gearshift lever position (Forward/Reverse) and
Manual transmission: operates in the 1st gear or reverse gear position (does not operate in neutral
position).
Automatic transmission: operates in any position except for P (parking) or N (neutral) positions.

- The vehicles with manual transmission do not have a separate device or switch that detects the 1st
gear.
It only detects the forward/reverse driving direction of the vehicle through backup lamp switch and
neutral switch, and cannot solely detect the 1st gear position. The reason why, though the HDC
also operates in 2nd gear position, that is because the engine may turn off during the HDC
operation process.
You may face a very dangerous situation if the engine turns off at a steep hill.
- The HDC is the device to improve the engine brake effect during downhill driving on a steep hill.
For manual transmission equipped vehicle, HDC system should operated only in 1st gear.

3. When not depressing the accelerator pedal or brake pedal. and

4. The vehicle speed is above 7 km/h (in Automatic transmission/4H mode). and

1) Speed available in HDC mode (slope)

Forward 2H/4H mode: vehicle speed below 50 km/h (operation slope level: 10%, termination slope
driving level: when it reaches 8%)

Reverse 2H/4H mode: vehicle speed below 50 km/h (operation slope level: 8%, termination slope
driving level: when it reaches 5%)
2) HDC target speed in 2H/4H mode
(The HDC target speed is the speed that the HDC is not terminated even after the vehicle speed
reaches 7 km/ h, but is converted to the stand-by mode.
When the vehicle speed increases again as a result of the increase of the road steepness, etc., the HDC
goes into operation.)
Forward driving: 7 km/h
Reverse driving: 7 km/h (automatic transmission), 8.5 km/h (manual transmission)
 4892-01 12-23

5. Vehicle position control function in ESP and HBA function are not in operation: and
The HDC is the device to improve the engine brake effect during downhill driving on a steep hill. If the
ESP function is in operation, HDC operation is overridden.
6. Slope level exceeds 10%.
When the slope level exceeds 10%, the HDC operates until the vehicle reaches the speed value given in
step (4).
When the slope level is between 10% and 20% during the HDC operation
When depressing the accelerator pedal or brake pedal, HDC system is changed to stand-by mode.
When releasing the pedal, HDC starts its operation again.
Therefore, drivers can control the vehicle speed to a desired level by depressing and releasing the
pedal.

When the slope level exceeds 20% during the HDC operation
When depressing the accelerator pedal, HDC system is changed to stand-by mode.
When depressing the brake pedal, HDC continues its operation and the braking power is increased.
In this case, HECU sounds an abnormal noise and brake pedal may be very rigid, but this is a normal
condition due to HDC operation.
12-24

3) HDC (Hill Descent Control) System Non-Operation Conditions

1. When HDC switch is turned OFF or

2. Gearshift lever has passed neutral (N) position. or

- Vehicle with manual transmission: Sensing at the neutral switch

- Vehicle with automatic transmission: Sensing at the selector lever unit

3. When the vehicle speed is out of the specified values (under 7 km/h). or

4. When the ESP related functions, e.g. vehicle position control, BAS, or
ARP is activated during HDC operation.
The HDC is the device to improve the engine brake effect during downhill driving on a steep hill. If the
ESP function is in operation, HDC operation is overridden
5. When the internal temperature of HDC system goes over 450°C due or
to long downhill driving on a steep hill with HDC operated.
There is no specific temperature sensor in the system, but a programmed logic inside the HECU
predicts the temperature based on the operating times and conditions of HDC.

6. When the slope level is below 10%

 4892-01 12-25

4) Input/Output Signals for HDC Operation

The HDC controller operates its function in the HECU inside the ESP unit and receives the following
signals to perform the hill descent control function.
12-26

5) Operation of HDC Indicator Controller

This table describes the coming-on and blinking mode of HDC indicator according to the HDC switch
operation (ON/OFF) and operation conditions.
The HDC indicator on the instrument panel has two modes; green (function lamp) and red (warning
lamp).
The HDC switch is a push & self return type switch - when you press it once, it starts to operate and
when you press it again, it stops the operation.

- Initial ignition ON
- HDC system error occurs
- Brake system overheat
 4892-01 12-27

6) Cautions When Using HDC System

Customers must first acquaint themselves with the HDC operation related information, e.g. operation
conditions and non-operation conditions, because they may feel unfamiliar with its function and
operation process.
The noise during the HDC operation is very different from that during the ABS/ESP operation. This noise
may be irritating and accompany some vibration, because, on steep hills, it attempts to control the
physical properties of the vehicle weight with the braking power.
Below is the summary of precautions to remember in HDC operation.

- The HDC system is intended for use only on off-roads with a slope level exceeding 10%. Thus, do
not use it on public road.
- Too frequent use of HDC system may weaken the durability of the ESP HECU and related
systems.
- Driver must turn the HDC switch to OFF position when driving on public and level roads.
As mentioned previously, when a driver make sharp turns or drive on rough roads, the HDC may
suddenly operate for these sudden shocks influencing the G sensor values.
When such occurs, the driver may panic because the vehicle speed drops sharply and the driver
will experience difficulty in controlling the vehicle.
- During the HDC operation, a loud noise and the vehicle vibration may occur from the HECU and
the brake system, but this is a normal condition during the HDC operation.
12-28

7) Components and Locations

There are no major changes in the ESP system of ACTYON comparing to the conventional ESP
system.
However, the HDC switch and the HDC indicator has been added to the system as the HDC system has
been applied.

Master cylinder pressure sensor Active Wheel Speed Sensor

Valve body Motor pump

 4892-01 12-29

(1) Comparison with ABS System

ESP OFF Switch ABS, ESP, HDC Indicator

Steering Wheel Sensor Cluster (Yaw Rate + Lateral Sensor +

HDC Switch
Angle Sensor Longitudinal Sensor)
12-30

7. INPUT AND OUTPUT DIAGRAM OF ESP SYSTEM

▶ Input/Output of ESP System


 4892-01 12-31

8. HYDRAULIC CIRCUIT DIAGRAM OF ESP SYSTEM

12-32

If the vehicle is equipped with ABS, the braking force at each wheel will be controlled with 3-channel 4-
sensor method. Also, if the vehicle is equipped with ESP, 4 wheels will be controlled independently with
4-channel method.
(When controlling ABS system only, it will be operated with 3-channel method.) When compared to the
vehicle equipped with ABS only, the internal hydraulic circuit has a normally-open separation valve and a
shuttle valve in primary circuit and in secondary circuit.
When the vehicle brakes are not applied during engine running or when applying the non-ABS operating
brakes, the normally-open separation valve and the inlet valve are open, whereas the normally-closed
shuttle valve and the outlet valve are closed.
When the ESP system is operating, the normally-open separation valve will be closed by the solenoid
valve operation and the hydraulic circuit will be established by the shuttle valve. Then, the inlet and outlet
valves will be closed or open depending on the braking pressure increase, decrease or unchanged
conditions.
For details, refer to "Hydraulic Pressure for each ESP Operating Range".
 4892-01 12-33

9. HYDRAULIC PRESSURE FOR EACH ESP OPERATING

RANGE
ESP Hydraulic unit in idling and normal braking position
1

In this position, the separation valve and the inlet valve are open (normal open), the electrically operated
shuttle valve and the outlet valve are closed.
When the brake is applied under these conditions, the brake fluid will be sent to each wheel via the
separation valve and inlet valve.

ESP Hydraulic unit (decreased pressure)

2

The pressure decreases just before the wheel speed drops and the wheels are locked.
The inlet valve closes and the outlet valve opens as in the ABS HECU and the oil is gathered at the low
pressure chamber while no additional oil is being supplied.
Then the pump operates to allow fast oil drainage.
The shuttle valve and the separation valve do not operate while decompression.
12-34

ESP unit circuit (when the pressure is maintained)

3

The Inlet valve and outlet valve will be closed to maintain the pressure in the hydraulic circuit applied at
the wheels.
By closing the valves, the hydraulic pressure at the wheels will not be lost or supplied any more. During
ESP operation, the separation valve closes and only the shuttle valve at the pump opens.

ESP unit circuit (when the pressure is increased)

4

The shuttle valve and inlet valve will be open and the separation valve and outlet valve will be closed.
Then, the pump is operated.
When ESP operates while the ABS is operating, the pressure will be increased continuously until just
before the corresponding wheel gets locked.
 4892-01 12-35

10. HYDRAULIC CIRCUIT OF BAS (BRAKE ASSIST

SYSTEM)

The above figure shows one front and one rear wheel and the same hydraulic circuit forms as in the
ESP operation.
When HECU recognizes that it is an emergency and it is required for hard braking, depending on the
pressure value of the brake pressure sensor and pressure changes caused by the pressure sensor
timing, it operates the pump immediately to apply the brake pressure at the wheels. Then, the pressure
in the pump increases until just before the corresponding wheel gets locked.
The motor still keeps rotating and the outlet valve and the separation valve will stay closed.
When the wheel starts to lock, the BAS function cancels and switches to ABS operation.
12-36

11. COMPONENTS OF ABS SYSTEM

The following figure shows the basic system components of the ABS. This system consists of HECU
(valve body and ECU integrated type), front wheel speed sensor and rear wheel speed sensor.

HECU (Valve Body and ABS warning lamp

ECU Integrated Type)

EBD warning lamp

Valve body (two indicators come on)

B: Plunger C: Cam bushing

Motor pump

Front Wheel Speed Sensor Rear Wheel Speed Sensor

(for 4WD)
 4892-01 12-37

1) Input and Output Diagram Of ABS System

12-38

2) Hydraulic Circuit Of ABS

The vehicle equipped only with the ABS controls the wheel's braking force using 3-channel 4-sensor
method.
The front wheels that are the primary circuit of the brake system is composed of two wheel speed
sensors and two channel valves system with two inlet valves and two outlet valves. The rear wheels that
are the secondary circuit of the brake system is composed of two wheel speed sensors, one inlet valve
and one outlet valve.
This system is similar to the one from the previous model.
 4892-01 12-39

3) ABS Circuit in Each Operation Range

1 Hydraulic Pressure Circuit when ABS is Not
Operating The hydraulic pressure in the master
cylinder increases through the vacuum booster
and it is delivered to the wheel via the normal
open inlet valve. At this moment, the normally-
closed outlet valve is closed.
The speed of the wheel that hydraulic pressure
is delivered reduces gradually.

Hydraulic Pressure Locked in Circuit when ABS

2 is Operating As hydraulic pressure on each
wheel increases, the wheel tends to lock.
In order to prevent the wheel from locking, the
hydraulic valve modulator operates the inlet
valve control solenoid to close the inlet valve and
stop the hydraulic pressure increases.
At this moment, the outlet valve is closed.
This procedure helps the wheel to maintain a
stable hydraulic pressure.

3 Pressure Decreases in the Circuit when ABS is

Operating Even when the hydraulic pressure on
each circuit is stable, the wheel can be locked as
the wheel speed decreases.
This is when the ABS ECU detects the wheel
speed and the vehicle speed and gives the
optimized braking without locking the wheels. In
order to prevent from hydraulic pressure
increases, the inlet valve is closed and the outlet
valve is opened.
Also, the oil is sent to the low pressure chamber
and the wheel speed increases again.
The ABS ECU operates the pump to circulate
the oil in the low pressure chamber to the master
cylinder.
This may make the driver to feel the brake pedal
vibration and some noise.
12-40

4 Pressure Increases in the Circuit when ABS is

Operating As the wheel speed increases, the
inlet valve opens and the wheel's pressure
increases due to the master cylinder pressure.
The oil in the low pressure chamber circulates to
the wheel by the pump (no pressure increase in
wheel).
Therefore, when depressing the brake pedal, the
pressure generated in the master cylinder is
transferred to the disc and then the outlet valve
decreases this pressure
intermittently.
This operation continues repetitively until there
are no signs that the ABS ECU is locking the
wheels.
When the ABS hydraulic pressure control takes
place, there may be some vibration and noises
at the brake pedal.
 4610-01 13-3

1. OVERVIEW
When a driver turns the steering wheel, the front wheels are steered and the vehicle moves to the desired
direction. However, there is a certain limitation to increase the steering efficiency only with the mechanical
methods. A steering system using hydraulic pressure has been introduced to decrease the driver's
steering effort while using the normal gear ratio.
The power steering system consists of pump, oil reservoir, rack and gear box.
The power steering pump is a vane type and delivers hydraulic pressure to operate the power steering
system. The pressure relief valve in the pump controls the discharging pressure.
The rotary control valve in the rack and pinion gear directs the oil from the power steering pump to one
side of the rack piston. The integrated rack piston converts the hydraulic pressure to linear movement.
The operating force of the rack moves the wheels through the tie rod, the tie rod end and the steering
knuckle. Even though the hydraulic pressure cannot be generated, a driver can steer the vehicle without
power assist but it needs very high steering force.
In this case, the operating force of the steering wheel is conveyed to the pinion, and the movement of the
pinion moves the rack through the pinion gear combined to the rack gear.

2. SPECIFICATIONS
Description Specification
Steering wheel Type 4-spoke type
Outer diameter 390 mm
Steering gear box Type Rack and pinion
Gear ratio ∞
Steering angle Inner 36.2˚
Outer 32.4˚
Oil pump Type Vane type
Maximum pressure 88.2 ~ 95.3 kgf/cm²
Displacement 11.3 cm³/rev
Pulley size 124 mm
Tilt column adjusting angle Up 4˚
Down 8˚
Minimum turning radius 5.6
Oil Specification S-PSF3
Capacity 1.0ℓ
13-4

1. SYSTEM LAYOUT
4610-01 13-5
13-6

2. COMPONENTS
4610-01 13-7
 4170-09 14-3

1. SPECIFICATIONS
Description Specification
Tire 16 inch 225/75R 16
18 inch 255/60R 18
Temporary
Tire inflationtire
pressure 175/90R
Full Size 16
: 32psi,2.21bar
Temporary : 60psi,4.13bar
Tire inflation pressure Full Size : 32psi,2.21bar
Temporary : 60psi,4.13bar
Wheel 16 inch 6.5J x 16
18 inch 7.5J x 18
Balance weight 16 inch Inner: Attachment type
Outer: Clip type
18 inch Inner: Attachment type
Outer: Attachment type
Tightening torquse of wheel bolt 120 ~ 140 Nm
14-4

2. TROUBLE DIAGNOSIS
Problem Possible Cause Action
Uneven tire wear Incorrect tire pressure Adjust
Unbalanced wheel Adjust
Improper location change of tire Change tire location in
specified interval
Incorrect toe adjustmen Adjust
Incorrect wheel bearing preload adjustment Adjust
Malfunction of brake syste Adjust
Tire squeal, vibration Too low tire pressure Adjust
Unbalanced wheel or tire Adjust
Heavy vibration of wheel or tire Uneven tire wear
Uneven tire wear Check and adjust
Premature tire wear Too high tire pressure Adjust
Fast driving with low pressure tire Adjust
Overload Adjust
 4170-09 14-5

3. INSPECTION
1) Appearance Check
Symptom Possible Cause
Wear at tread edge

Insufficient tire inflation pressure

or overload

Inside Outside

Wear at tread center

Excessive tire inflation pressure

Inside Outside

Excessive wear in the outer side of the

tread than in the inner side

Excessive camber or deflection of

knuckle arm

Inside Outside

Excessive wear in the inner side of the

tread than in the outer side

Insufficient camber or deflection of

knuckle arm

Inside Outside
14-6

Symptom Possible Cause

Blade type wear from outer side
toward inner side of the tread

Excessive toe-in,
Deflection of knuckle arm,
Inside Outside Difference in tie rod length
between left and right sides

Blade type wear from inner side

toward outer side of the tread

Excessive toe-in,
Deflection of knuckle arm,
Inside Difference in tie rod length
Outside
between left and right sides

Corrugation wear of tread

Poor wheel balance,

Loose wheel bearing,
Inside Outside poor wheel alignment
 4170-09 14-7

2) Typical Inspection
1. Tread
Inspect the tread condition on the tire surface
and various damages resulting from the
foreign materials, crack, stone or nail etc. If
there is any damage in the tire, repair or
replace it.

2. Wear limit
- Measure the depth of the tire tread. If the
depth of the tread is below the specified
value, replace the tire

Wear limit 1.6 mm

- You can see the protruded part in the

groove at the point with mark "▲", which
is the indicator of the tread wear limit.
- The limit of the tread wear for all season
tires are 1.6 mm, which is the same as the
general tires, but the wear limit mark is
indicated as '↓'.

- Higher than recommended pressure can cause hard ride, tire bruising or damage and rapid tread
wear at the center of the tire.
- Excessive tire wear over the limit of the tread wear (1.6 mm) can cause lower sliding friction due to
longer braking distance, easy tire burst by foreign materials, tire hydroplaning, and tough brake and
steering wheel handling.
14-8

3. Tire inflation pressure

- Tire inflation pressure

Specified value 32 psi, 2.21 bar

- Check the tire inflation pressure by

Proper Proper Over
inspecting the tread width.
inflation inflation inflation

Maintaining the specified tire ressure is

essential for comfortable riding, driving
safety, and long tire life. Incorrect inflation
pressures will increase tire wear and will
Tread width Tread width Tread width
impair safety, vehicle handling, comfortable
driving and fuel economy. Always make sure
that the tire inflation pressure is correct.

4. Wheel runout
If wheel runout or tire runout is excessive, it
could result in abnormal wear of the tire.
Measure the runout with a dial gauge.
- Measure the dial runout and lateral runout
on both the inboard and outboard rim
flanges.

Specified value 2.66 mm

- Measure free radial runout on the tire tread.

Specified value 2.03 mm

- If any measurement exceeds the above

specifications, replace the applicable tires
or wheels
 4170-09 14-9

5. Wheel balance
- Check the wheel balance when the wheel
is unbalanced or the tire is repaired.
The total weight of the wheel weight
- should not exceed 150 g.
Ensure that the balance weight installed is
- not projected over 3mm from the wheel
surface.
Use the specified aluminum wheel balance
- weights for aluminum wheels.
Weight balance can be added by 5 g.
- There are two types of weight balance,
- tape type and adhesion type.

- Make sure to read the manual of the

manufacturer thoroughly before using
wheel balance tester.

6. Change tire location

To avoid uneven wear of tires and to prolong
tire life, inspect and rotate your tires every
5,000 km.

- Mixing tires could cause to lose control while driving. Be sure to use the same size and type tires of
the same manufacturer on all wheels.
14-10

4. COMPONENTS

1. Alloy wheel
2. Alloy wheel
3. Steel wheel
6. Cap assembly - wheel
7. Cap assembly - wheel
8. Nut (120 ~ 140 Nm)
9. Tire
 4170-09 14-11

1. OVERVIEW
A radial tire uses a cord angle of 90 degrees. That is, the cord material runs in a radial or direct line from
one bead to the other across the tread. In addition, a radial tire has a belt overwrap under the tread
surface to provide greater structural stability. The belt overwrap of a radial tire distortion while the radial
structure enables high speed driving.
Tire supports the weight of the vehicle, reduces the impact from the road and at the same time, transmits
the power to propel, brake and steer on the road. It also functions to maintain a vehicle’s
movement. In order to complete such tasks, a tire must be structured to be a resilient vessel of air.
There is wear limit mark on the tire, which protrudes as a strip shape located approximately 1.6 mm from
the groove bottom. This wear limit mark is not seen from the outside so there is additional "▲"
mark on the shoulder to let the driver find the wear mark easily. To measure the tire groove depth,
measure at any point other than the point which has a wear limit mark.
The tire is worn unevenly according to the driver's driving habit, improper servicing, low tire inflation
pressure, changed tire location, etc.
14-12

▶ Location

OVM Tools

Jack

Jack connection

Spare tire
 4170-09 14-13

▶ Structure of Tire

Tread
This thick layer of rubber provides the interface between the tire and the road. Wear-resistant rubber is
used to protect the carcass and belt against fractures and impacts and to deliver a long driving life.

Shoulder
Located between the tread and sidewall, the shoulder rubber is the thickest so that the design must
allow for the easy diffusion of heat generated within the tire while driving.

Sidewall
The part between the shoulder and bead, the flexible sidewall protects the carcass and enhances the
ride. A tire’s type, size, structure, pattern, manufacturing company, product name and various
characters are indicated here.

Bead
The bead attaches the tire to the rim and wraps the end of the cord fabric. Comprised of the bead wire,
core, flipper and other parts, the bead is generally designed to be slightly tight around the rim so that in
the case of a sudden drop in inflation pressure, the tire will not fall off the rim.

Carcass
As the most important framework of a tire, the entire inner layer of cord fabric is called the carcass. The
carcass acts to support air pressure, vertical load and absorb shocks.
14-14

▶ Tire Unit Indication

Aspect ratio (%)

= Nominal section height (H) / Nominal section
width (W)
X 100

▶ Tire Inflation Pressure (32 psi, 2.21 bar)

Proper inflation Excessive inflation pressure Low inflation

pressure pressure

Tread width Tread width Tread width

The contact area between the The contact area between the The contact area between the
ground and tire faces the tread ground and tire is not enough, ground and tire is excessive, so
layer completely. Thus the so the tire is worn out unevenly a lot of heat is generated and
driving force and the braking and the tire is vulnerability to the tire is worn out unevenly
force are optimized, and the tire outside influence. and abnormally.
is worn out evenly resulting in
increased life.
 4170-09 14-15

2. ABNORMAL TIRE SYMPTOM

▶ Standing Wave

Specified tire inflation pressure 32psi, 2.21bar

During driving, the rotating tire repeats deformation and restoring movement in is tread. This happens
when the tire pressure is low in high speed driving.
However, when the wheel rotating speed is fast, the tire is deformed even before it is restored to its
original shape and the trembling wave appears on the tread portion. If this symptom lasts for an
extended period of time, the tire can be blown out in a short period of time.
If the standing wave symptom occurs on the tire, rubber on the tread comes off and eventually the tire
can be blown out which is very dangerous. When driving at high speed, the inflation pressure should be
increased to decrease heat generation due to extension and contraction motion, to decrease
hydroplaning and to prevent standing wave.
To prevent this symptom, it is recommended to increase the tire pressure 10 ~ 30 % higher than the
specified pressure value in high speed driving.
14-16

▶ Hydro Planing

When the vehicle is driven on a road surface covered with water at high speed, tires do not contact with
the road surface but rotate floating on a thin film of water.
It causes brake failure, lower traction force and losing the steering performance.
To prevent this, increase the tire inflation pressure, use tires with leaf shape tread which is not worn.
However, it is a best measure to drive slowly.
 4170-09 14-17

3. WHEEL BALANCE
If weight is not equally distributed around the wheel, unbalance centrifugal force by the wheel rotation
produces vibration. As the centrifugal force is produced proportional to the square of the rotating speed,
the wheel weight should be balanced even at high speed. There are two types of the tire and wheel
balancing: static and dynamic. Abnormal vibration may also occur due to unbalanced rigidity or size of
tires.

▶ Static Balance

When the free rotation of the wheel is allowed,

B
the heavier part is stopped on the bottom if the
wheel weight is unbalanced and this is called
"Static Unbalance". Also, the state at which tire's
stop position is not same is called "Static
Center Balance" when the wheel is rotated again. If the
part A is heavier as shown in the figure 1, add
the balance weight of a weight corresponding to
unbalanced weight from B to A to maintain the
A [Figure 1] static balance. If the static balance is not
maintained, tramping, up and down vibration of
the wheels, occurs.

▶ Dynamic Balance

The static unbalance of the wheel creates the

vibration in the vertical direction, but the dynamic
unbalance creates the vibration in the lateral
direction. As shown in the figure 2 (a), if two
parts, (2) and (3), are heavier when the wheels
are under the static balance condition, dynamic
unbalance is created, resulting in shimmy, left
and right vibration of the wheels, and the torque
Fxa is applied in the axial direction. To correct
the dynamic unbalance, add the balance weight
of a same weight for two points of the
circumference of the rim, A and B, as shown in
the figure 2 (b), and apply the torque in the
(a) (b) opposite direction to the torque Fxa to offset in
order to ensure smooth rotation of the wheel.
[Figure 2]
01-2

1. SYSTEM LAYOUT AND COMPONENTS

Type Air Conditioner Controller Compressor

FATC
FATCFATC

Manual air
Manual air
conditioner
conditioner

Sun Sensor - Instrument

Panel Upper Left

It changes sun load coming through

front windshield into current to input to
FATC controller.

Ambient Temperature Sensor This sensor is installed at the front bottom of

engine compartment.

Ambient temperature
sensor
 6810-01 01-3

Air Conditioner Module Assembly - Inside of Instrument Panel

Heater Unit Side Coolant temperature sensor Air source door

actuator
Air mix door actuator

Air conditioner filter

Mode door
actuator
Power transistor

Thermo AMP
Air conditioner
controller
Main wiring
connector Blower Unit Side

Condenser
Installed in front of
vehicle and
condenses vapor
refrigerant into low
temperature and high
pressure liquid
refrigerant.

Receiver Drier Engine ECU Coolant Temperature

(LH) (Passenger Footstep) Sensor (On Engine)

Absorbs moisture in the Detects A/C switch position, coolant A sensor that detects coolant
refrigerant and reserves temperature, engine condition and temperature and transmits it
refrigerant to supply driving condition to control the air to engine
smoothly. conditioner. ECU.
01-4

2. VENTILATION SYSTEM
1) Locations of Vents

2) Air Duct
 6810-01 01-5

3) Air Duct Layout

Mode door actuator Air mix door Coolant temperature

actuator sensor

Air source door

actuator

Main wiring
connector Blower motor

A/C unit and active incar Thermo Power

AMP transistor

Front Air Conditioner Module Wiring Layout

Mode door actuator Coolant temperature detection sensor

Air source door actuator

Power transistor

Air mix door

Main wire actuator
connector

Thermo AMP
Active incar sensor Blower motor
(interior temperature sensor)

Air conditioner controller unit

01-6

3. AIR CONDITIONER MODULE AND SENSORS

1) Locations

Coolant Temperature Air Source Door Air Conditioner Filter

Sensor Actuator

Air mix door actuator

Mode Door Actuator

Thermo AMP

A/C Controller Active Incar Power Transistor/ Blower

Unit Sensor Motor
Power transistor

Active incar
sensor Blower motor
 6810-01 01-7

2) Components
01-8

3) PTC Heater Layout

(1) PTC Heater Assembly Layout
 6810-01 01-9

4. SYSTEM DIAGRAM
This figure shows the input and output system between FACT A/C components and A/C controller.

1) Air Conditioner Compressor Control by Engine ECU

In case of conventional vehicle models, the system turns ON/OFF the compressor switch according to
refrigerant pressure, ambient temperature and condenser temperature to protect air conditioner circuits.
However, for the vehicle equipped with DI engine, the engine ECU turns off air conditioner compressor
as below in addition to above conditions.

1. Coolant temperature: below -20°C

2. Coolant temperature: over 115°C
3. For approx. 4 seconds after starting the engine
4. When engine speed is below 650 rpm
5. When engine speed is over 4,500 rpm
6. During abrupt acceleration for the vehicle equipped with manual transmission
 8810-03 02-3

1. OVERVIEW (INCLUDING CURTAIN AIR BAGS)

Front air bag inflation Curtain air bag inflation

The air bag systems for this vehicle are not much different from the previous air bag system installed in
other vehicles. The curtain air bags are installed at the bottom of the roof trim instead of the side air bag
and they enhance the passenger's safety. The driver's and passenger's curtain air bags individually
deploy.
When the front air bags deploy, the seat belt pretensioners retract the seat belts too.
Collision sensors, a kind of impact G (acceleration) sensor, detect the front and longitudinal collisions
and determine whether or not to deploy air bags. The roles of each collision sensor are as below:

Front G sensors (inside the air bag unit)

1. Send signals to the front air bags and the driver's and front passenger's seat belt pretensioners.
By the signal from this sensor, front air bags (driver's and passenger's air bags) deploy and the seat
2. belt pretensioners of the driver's and passenger's seat belts retract seat belts.

Curtain air bag G sensors

1. These are located inside the left and right B-pillar panel bottoms. When a collision occurs, the air
bag at the side of collision deploys accordingly. Please pay attention to that, in the case of the
curtain air bag, only the air bag at the side of collision deploys, not both.
Once an air bag deploys, its repair parts vary according to the deployment situation and damage to the
vehicle from collision. Needed repairs also slightly vary between the front air bags and the curtain air
bags. The following are the differences:
Replacement parts when the front air bags deploy: the air bag units and their connection wires
(connectors included), the seat belt pretensioners and their connection wires (connectors included),
the entire front air bags, and the instrument panel (IP).

Replacement parts when a curtain air bag deploys: the new curtain air bag for the deployed side, the
air bag unit and its connection wires (connectors included), the collision G sensor assembly for the
curtain air bag, and the trims and roof headlining for the broken parts.
02-4

1. LOCATIONS AND RELATED COMPONENTS

1) LH
DAB: Driver Air Bag Air Bag Warning Lamp (Cluster)

Curtain air bag

Gas guide
Inflator

Air bag cable

Driver side STICS

Curtain air bag
collision G sensor

BPT: Belt Pretensioner

40 ms after receiving the air bag deployment

signal at the vehicle speed 3 km/h or higher, it
sends out the door UNLOCK signal for 5
seconds.
 8810-03 02-5

2) RH

PAB: Passenger Air Bag LH/RH

Inflator

Connector
Gas guide

Curtain air bag

Gas guide

Inflator

Air bag cable

Passenger side
Air Bag Unit (SDM) Curtain air bag
collision G sensor

BPT: Belt Pretensioner

The collision G sensor is installed inside this. And it sends out signals to deploy the front air bags
(driver's and passenger's air bags) and (or) the driver's and passenger's seat belt retensioners. When
the front collision G sensor sends out only the air bag deployment signal, the signal deploys the two front
air bags and ctivates their seat belt pretensioners.
02-6

2. AIR BAG SYSTEM OPERATION PROCESS

The overall air bag operation process and its functions and roles are broadly explained in this block
diagram.
This diagram summarizes and highlights the functions adopted by Ssangyoung Motors.

1) Air Bag System Block Diagram (Functions and Roles Included)

8810-03 02-7
02-8

3. AIR BAG MODULE AND RELATED COMPONENTS

This section describes the air bag module installed in ACTYON. The module consists of the inflator, the
cushion, and the mounting cover.

1) DAB (Driver Air Bag)

The driver's air bag is installed inside the steering wheel. If the acceleration sensor (inside the air bag
unit) is activated by the deceleration from vehicle collision, the detonation is fired by the electrical signal
of the air bag unit.
Then, the detonation sets off explosives and nitrogen gas is generated.

At this point, the air bag very quickly deploys and the gas is emitted from the relieving hole to absorb
impact upon the driver.

Front View Rear View

(1) Components

1. Air bag cover

2. Air bag housing
3. Air bag cushion (approx. 50 liters)
4. Inflator* (approx. 190 Kpa)
5. Retainer ring
6. Horn switch

Inflator*
The inflator is composed of the detonator,
explosives, and the gas generator. It inflates
air bag when vehicle collides.
 8810-03 02-9

2) PAB (Passenger Air Bag)

The passenger's air bag is installed inside the instrument panel above the glove box. Its operation
process is the same as the driver's one. The driver's air bag, the passenger's air bag, and the seat belt
pretensioners on both seats are made to operate together.
When the collision G sensor inside the air bag unit sends a collision signal, the air bag unit
instantaneously applies a high current to the driver's and passenger's air bags and the seat belt
pretensioners on both seats, fires the detonator in the inflator, and inflates the air bag cushions (curtain
air bags independently operate in case of the side collisions).

Front View Rear View

(1) Components

1. Passenger's air bag

module housing
2. Inflator
3. Air bag cushion
4. Retainer
5. Nut
02-10

3) CAB (Curtain Air Bag)

The curtain air bags are installed on both sides of the roof side rails (inside the headlinings). Each curtain
air bag is also composed of the air bag cushion and the inflator that has the detonator, explosives, and
the gas generator.
The deployment process logic of the curtain air bag is slightly different from the one of the front air bag
(including pretensioner), but it is the same as the conventional side air bag.
A collision situation is detected by the curtain air bag collision G sensor installed at the lower side of the
B-pillar. The signal is transmitted to the air bag unit. The air bag unit instantly inflates the necessary air
bag necessary by sending a high current.

When the Curtain Air Bag is Installed

Terms of the Curtain Air Bag

When the Curtain Air Bag Deploys

 8810-03 02-11

(1) Components
02-12

4) Driver and Passenger BPT (Belt Pre-Tensioner)

The belt pretensioner is installed at the lower side of the B-pillar and operates simutaneously when the
front air bags deploy. When a collision occurs or when brakes are applied, a seat belt with a pretensioner
detects the stopping action and tightens the belt before the wearer is propelled forward. This holds the
occupant more securely in the seat.

Belt Pretensioner (Driver Side) Belt Pretensioner (Passenger Side)

Curtain air bag G sensor

Belt pretensioner (LH)

Belt pretensioner (RH)

 8810-03 02-13

(1) Components
Belt Pretensioner

1. Pretensioner reel assembly

2. Reel bracket
3. Upper stay
4. D-ring
5. Bending tongue
6. Tongue stopper
7. Lower anchor
8. D-bolt
9. Washer
10. Fiber washer
11. Rivet
12. ID label
13. Plastic washer
14. Steel washer
15. D-bolt
16. Label
17. D-bolt
18. Spacer
19. Bush
20.Lower anchor cover
02-14

5) Air Bag Unit

Air bag unit is installed under the AV head unit in center fascia panel.

The sensor that detects collision

is integrated into the air bag unit.

Air Bag Unit Connector

 8810-03 02-15

6) Curtain Air Bag Sensor

The curtain air bag sensor is installed inside each B-pillar of the driver's and passenger's seats (that is,
around the pretensioner reel). The body panel has guiding holes to ensure its correct installation. But
incorrect tightening torque may break the sensor or make it insecure. As a result, the sensor may have
inaccurate judgment and have the air bag deployed inaccurately.

Driver's Side Passenger's Side

Connector

Signal Ground
terminal
02-16

7) Air Bag System Deployment (Firing Loop)

According to the collision deceleration rate that each collision G sensor reads, the air bag unit sends out
about 2~4 or higher Amp current. This current generates some heat, which fires the detonator in the
inflator.
This table shows the basic inner resistance of the air bag related module and the basic instant current
necessary for firing.

- Please do not connect a tester to any air bag connector or single item to measure the supplied
power or resistance. The detonator may explode due to a sudden extra power supplied by the
tester.
- Before removing or installing any air bag related components, disconnect the negative battery
cable.
 8810-03 02-17

8) Air Bag Deployment Signal Output (Crash Out)

When the air bag deploys, the signal is sent to STICS to perform the basic security operation which is
the automatic door unlock function that release the automatic door lock mode.

(1) Automatic Door Unlock (Crash unlock: unlock when colliding)

1. When the ignition key is the ON position, the air bag signal is not accepted for the first 7 seconds.
When the ignition key is the ON position and the vehicle speed is 3 km/h or higher, 40 ms after
2. receiving the air bag deployment signal, the STICS sends out the door UNLOCK signal for 5 seconds.
Even though the ignition switch is turned off in the middle of the unlock signal being sent out, the
unlock signal continues for the remaining time.
3. This function cancels when the ignition key is withdrawn.

4.

Reminder for door lock/unlock control

- The unlock function by the air bag signal takes priority over any other lock/unlock operations.
While or after the automatic unlock is made by the air bag system, any lock or unlock request by
- other functions is ignored unless the ignition key switch is turned off.
When another lock or unlock output is requested while the door is being either locked or unlock, the
- new request will be ignored. But, if an unlock request is made by the air bag signal or the remote
control key, the request will be accepted.
When the lock and unlock functions are simultaneously requested, the lock function will be
- performed and the unlock function will be ignored.
02-18

9) Air Bag Warning Lamp Operational Conditions

The air bag warning lamp on the instrument panel has a few operational conditions. The following are the
conditions:

(1) When Turning the Ignition Switch to ON Position

The air bag unit performs a turn-on test when the ignition is turned on. The air bag unit flashes the air
bag warning lamp six times at 1Hz interval. After flashing it six times, the air bag warning lamp will turn off
if no malfunction have been detected.

(2) When the Air Bag Unit Detects Any Malfunctions in Unit
When it is recorded as a system failure in the air bag unit, the air bag warning lamp on the instrument
panel comes on for about 6 seconds and goes off for 1 second. Then the waning lamp stays on.

(3) When the Air Bag Unit Receives Any Malfunction Signals from the
Other Systems
When, due to an error from outside the system, the intermittent failure signal is received 5 times or less,
the air bag warning lamp comes on for about 6 seconds and then, goes off.
 8810-03 02-19

10) Electrical Wiring Diagram

 7410-01 03-3

1. COMPOSITION OF SEAT
1) Front Seat
(1) Driver Seat

Reclining Motor
Lumbar
Support Lever

Seat cushion
(rear area) up/
down bar

Sliding rail
Sliding rail

Seat cushion
(front area) up/
down bar

Seat Cushion (Rear Area) Sliding motor Seat Cushion (Front Area)
Up/Down Motor Up/Down Motor
03-4

(2) Passenger Seat

Reclining Motor

Sliding rail Sliding rail

Power Seat Switch

Reclining Switch

Sliding lever
(No seat height control function)

Sliding motor
 7410-01 03-5

2. FUNCTIONS OF SEAT
1) Switches and Functions of Driver Seat
1. Seat Sliding Adjustment
When sliding the switch forward
or rearward, the seat slides
forward or rearward by the sliding
motor.

* Driver and passenger seats

2. Seat Cushion Height Adjustment

When moving the center of the
switch up or down, the whole
seat cushion moves up or down.

* Only for driver seat

3. Seat Cushion Angle Adjustment

When moving the front side of the
seat cushion switch up or down,
the front side of the seat cushion
moves up or down. When moving
the rear side of the switch up or
down, the rear side of the seat
cushion moves up or down.
* Only for driver seat

4. Seatback Reclining Adjustment

When moving the upper side of
the reclining switch forward or
rearward, the seatback moves
forward or rearward by the motor.

* Driver and passenger seats

03-6

2) Rear Seat
Headrest Height Adjustment

To raise the headrest, pull it up without

pressing the release button. To lower the
headrest, press the release button (1) on
top of seatback and push the headrest
down.

Seatback Reclining Adjustment Full Flatting the Seat

Seatback Seatback
Reclining Lever Reclining Lever

To change the seatback angle, push the lever

rearward. Then, release the lever at the desired
position. The seat is locked at the position
 7410-01 03-7

3. COMPONENTS OF SEAT BELT

3 Point Type seat belt: Driver, Passenger seat, Rear side and Rear Center
2 Point Type seat belt: Rear Center
Pretensioner: Installed at front seats. The seat belt pretensiner rewinds the seat belt immediately to
protect occupant's head and chest when a frontal collision occurs.

Seat Belt in Front Seats (3 point type)

Seat belt
anchor

Seat belt height

Seat Belt adjustment lever
Seat belt D-ring

Pre-tensioner

Seat Belt in Rear Seat

(3 Point Type) (LH/RH)

Seat belt anchor

Seat Belt

Seat belt D-ring

Seat Belt in Rear Seat Seat Belt in Rear Seat

(2Point Type-Center) (3Point Type-Center)
Rear-Center-LH Rear-Center-RH Rear-Center-LH Rear-Center-RH
Buckle of 3-point Buckle of 3-point Buckle for rear side Buckle for 3-point
type seat belt type seat belt rear center

Buckle of 2-point Buckle for 3-point Buckle for 3-point

type seat belt 2-point type seat belt rear center rear side
03-8

4. CIRCUIT DIAGRAM
1) Power Seat - Driver
 7410-01 03-9

2) Power Seat - Passenger

 7340-01 04-3

1. COMPONENTS AND LOCATIONS

Sunroof Switch Sunroof Motor Sunroof Control Unit (SCU)

Sunroof Assembly Front Drain Hose Rear Drain Hose

04-4

2. OPERATION AND FUNCTION

When driving the vehicle with the window or sunroof open at a certain position, you may feel some
pressure upon your ears or hear some noises similar to those from a helicopter (wind buffeting effect).
This happens because of an influx in air through the window or sunroof and its resonance effect. If this
happens, adjust by opening the window or sunroof. Actyon introduced two-touch function to the sunroof.
When the sunroof is at the 1st stop position, it
minimizes the wind buffeting effect. To open the sunroof fully, move the switch to the second stop.

Open 2nd Stop:420mm

Two-touch pull open
1st Stop:330mm

Close

1) Sunroof Sliding Operation

(1) Two-touch Open
If you rotate the sunroof switch clockwise (OPEN direction) for less than 0.5 seconds, the sunroof slides
back and opens until it reaches at the 1st stop position (330 mm). Then, if you continue to rotate the
switch to its stop, the sunroof is pull opened (420 mm). To stop the operation while moving, operate the
sunroof switch to any direction.

(2) Close
To fully close the sunroof, briefly (for approx. 0.5 sec.) rotate the sunroof switch counterclockwise
(CLOSE direction) with the sunroof open. To partially close the sunroof, rotate and hold the sunroof
switch until it reaches at the desired position.

2) Sunroof Tilting Operation

(1) Tilt-up
To tilt-up the sunroof, rotate the sunroof switch counterclockwise (CLOSE direction) with the sunroof fully
closed.

(2) Tilt-down
To tilt-down the sunroof, rotate the sunroof switch clockwise (OPEN direction) with the sunroof tilted-up.
 7340-01 04-5

3) Anti-trap Function
To prevent any body parts from being trapped by
the sliding sunroof, an Anti-Trap function
automatically opens the sunroof when an object is
trapped. However, if the Anti-Trap function
operates 3 times consecutively, the function
switches to the manual operation and the sunroof
goes back to the original position.
However, if the force against the sunroof is less
than the specified value or the continuous
resistance is detected, the Anti-Trap function
doesn't operate. Therefore, make sure that there is
no obstacle such as hand, head or part of body
before operating the sunroof.

4) Hazard (Manual) Operation

The sunroof can be operated by rotating the
screw in motor operating hole on the sunroof
motor with a proper tool.

5) Circuit Diagram of Sunrrof Motor and SCU

04-6

6) Circuit Diagram of Sunroof

05-2

1. LOCATIONS
Instrument Panel Assembly

Instrument Panel

Sun Visor
Glove Box and Instrument
Instrument Lower Panel (Driver Side) Lower Panel (Passenger Side)

A Pillar

B Pillar

C Pillar/D Pillar and Rear Quarter Panel

C Pillar Center Console Assembly

D Pillar

Quarter
Panel
 7610-01 05-3

Door Trim (Front Door) Rear Door Trim

Headlining Assembly
Interior Room
Lamp

Sun Visor

A Pillar
Front Room
Lamp
Roof Wiring

B Pillar

Rear Washer Hose

 7870-00 06-3

1. COMPOSITION OF BODY EXTERIOR

Hood Assembly Front Fender Assembly

Front Door Assembly

Front Bumper Assembly

06-4

Rear Door Assembly Tailgate Assembly

Side sill garnish

Rear Bumper Assembly

 4110-01 07-3

1. DIMENSIONS Unit: mm
Top view

Side view

Front view Rear view

07-4

2. JACK-UP POINTS
 4110-01 07-5

3. DESIGN CHANGES FOR IMPROVING NVH

PERFORMANCE
1) Dual Type Dash Panel and Engine Tunnel with Foaming Pad
Blocks the noise from engine and transmission and improves the reinforcement of vehicle body.

Dash panel

Deadening sheet

Dash reinforcement

Added an additional member to the bottom of

dash panel to minimize the possibility of
engine retreat when collision.
07-6

2) Improved Reinforcement and NVH According to the Introducing

of Front Floor and Rear Floor

3) Applied the Door Outer Panel

Door impact beam

reinforcement
to reinforce the door
impact beam

Door impact beam

to protect the
passengers in case
of side collision
 4110-01 07-7

4) Applied BPR (Body Panel Reinforcement) Sealer to the Body

Panel
BPR sealer is sprayed by robot and is designed to reinforce the body panel and reduce the noise.
07-8

5) Applied the Asphalt to the Body Panel (Improved Anti-Vibration)